Vehicle control method, device and equipment based on torque distribution and storage medium

Abstract

The embodiment of the invention provides a vehicle control method and device based on torque distribution, equipment and a storage medium, and the method comprises the steps that torque demand information of a vehicle is obtained, and the rolling radius of an axle in the vehicle is determined; wherein the torque demand information represents an expected torque for the vehicle, and at least two axles are deployed in the vehicle; if it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, a torque correction coefficient is determined according to the rolling radius of each axle in the vehicle; wherein the torque correction coefficient represents a coefficient which is determined for the first time and is used for correcting the torque distributed by the axle; and according to the torque demand information and the torque correction coefficient, target torque information of each axle is determined, and vehicle driving is controlled based on the target torque information of each axle. By detecting the rolling radiuses of different axles, the torque is accurately distributed, and the control precision of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle drive control technology, and in particular to a vehicle control method, device, equipment and storage medium based on torque distribution. Background Technology

[0002] Vehicles are equipped with multiple axles, especially electric trucks, which may include a front axle, a center axle, and a rear axle. If the tires of different axles wear differently or are under different loads, it will cause differences in rolling radius. This will result in different wheel speeds for different axles when the vehicle is in motion, affecting the accuracy of torque distribution and thus impacting vehicle driving safety.

[0003] Therefore, vehicle electric drive systems in multi-axle configurations need to achieve precise torque distribution to ensure driving stability and energy efficiency. Summary of the Invention

[0004] This application provides a vehicle control method, apparatus, device, and storage medium based on torque distribution for use in...

[0005] In a first aspect, embodiments of this application provide a vehicle control method based on torque distribution, comprising:

[0006] The torque demand information of the vehicle is obtained, and the rolling radius of the axle in the vehicle is determined; wherein the torque demand information represents the desired torque for the vehicle, and the vehicle has at least two axles deployed.

[0007] If it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, then a torque correction coefficient is determined based on the rolling radius of each axle in the vehicle; wherein the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0008] Based on the torque demand information and the torque correction coefficient, the target torque information of each axle is determined, and the vehicle is controlled to move based on the target torque information of each axle.

[0009] Secondly, embodiments of this application provide a vehicle control device based on torque distribution, comprising:

[0010] A radius determination unit is used to acquire torque demand information of a vehicle and determine the rolling radius of the axle in the vehicle; wherein the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed.

[0011] A coefficient determination unit is used to determine a torque correction coefficient based on the rolling radius of each axle in the vehicle if the rolling radius of each axle in the vehicle meets a first preset condition; wherein the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0012] The torque determination unit is used to determine the target torque information of each axle based on the torque demand information and the torque correction coefficient, and to control the vehicle driving based on the target torque information of each axle.

[0013] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0014] The memory stores computer-executed instructions;

[0015] The processor executes computer execution instructions stored in the memory, causing the processor to perform the implementation method described in the first aspect above.

[0016] 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 embodiments described in the first aspect above.

[0017] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the implementation methods described in the first aspect above.

[0018] This application provides a vehicle control method, apparatus, device, and storage medium based on torque distribution. By acquiring the vehicle's torque demand information, the desired torque for the vehicle and the rolling radii of different axles within the vehicle can be determined. That is, the differences in rolling radii between different axles can be obtained. It is determined whether the rolling radii of each axle meet a first preset condition. If the condition is met, a torque correction coefficient is calculated based on the rolling radius. The torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axles. Based on the torque demand information, torque is allocated to each axle according to the torque correction coefficient, determining the target torque information for each axle. Based on the target torque information of each axle, the vehicle's movement is controlled. Through real-time detection of the rolling radius and dynamic calculation of the torque correction coefficient, precise compensation for torque distribution between axles is achieved, improving the control accuracy of the vehicle and ensuring safe and stable vehicle operation. Attached Figure Description

[0019] 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.

[0020] Figure 1 A schematic flowchart illustrating a vehicle control method based on torque distribution, provided for an embodiment of this application;

[0021] Figure 2 A schematic flowchart illustrating a vehicle control method based on torque distribution, provided for an embodiment of this application;

[0022] Figure 3 A schematic flowchart illustrating a vehicle control method based on torque distribution, provided for an embodiment of this application;

[0023] Figure 4 A schematic flowchart illustrating a vehicle control method based on torque distribution, provided for an embodiment of this application;

[0024] Figure 5 A schematic flowchart illustrating a vehicle control method based on torque distribution, provided for an embodiment of this application;

[0025] Figure 6 A schematic diagram of a vehicle control device based on torque distribution provided in an embodiment of this application;

[0026] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0027] 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

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0029] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0030] In the following description, when referring to the accompanying drawings, the same numbers in different drawings denote the same or similar elements unless otherwise indicated. 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.

[0031] In the description of this application, it should be understood that the terms "first," "second," "third," etc., are used only to distinguish similar objects and are not necessarily used to describe a specific order or sequence, nor should they be construed as indicating or implying relative importance. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, in the description of this application, unless otherwise stated, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0032] It should be noted that, due to space limitations, this application specification does not exhaustively list all possible implementation methods. Those skilled in the art, after reading this application specification, should be able to deduce that, as long as the technical features do not contradict each other, any combination of technical features can constitute an optional implementation method. The following provides a detailed description of each embodiment.

[0033] In multi-axle configurations, vehicle electric drive systems require precise torque distribution to ensure driving stability and energy efficiency. Currently, vehicle status can be monitored using wheel speed sensors and vehicle speed data, and combined with torque demand information, basic torque distribution can be performed on each axle to maintain traction balance under different operating conditions.

[0034] However, the abnormal wheel speed deviation caused by the difference in axle rolling radii persists, directly affecting the accuracy of torque distribution and the reliability of control system decisions. Therefore, it is necessary to address the problems of torque distribution imbalance, stability control system malfunctions, and accelerated mechanical wear caused by the inconsistency in rolling radii among multiple axles of a vehicle.

[0035] This application provides a vehicle control method, device, equipment, and storage medium based on torque distribution, which aims to solve the above-mentioned technical problems of the prior art.

[0036] 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.

[0037] Figure 1 This is a flowchart illustrating a vehicle control method based on torque distribution, provided as an embodiment of this application. This method can be executed by a vehicle control device based on torque distribution. Figure 1 As shown, the method includes:

[0038] S101. Obtain the torque demand information of the vehicle and determine the rolling radius of the axles in the vehicle; wherein, the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed.

[0039] For example, torque demand information can be based on accelerator pedal opening, driver requests, or total torque commands output by the vehicle controller, representing the total expected driving torque that the vehicle's drive system needs to output. For instance, when the driver depresses the pedal, torque demand information can be obtained based on the pedal opening. The rolling radius of an axle refers to the vertical distance from the center of the tire to the point of contact with the ground when the tire is rolling. A vehicle typically has at least two axles; for example, in a 6×4 electric truck, there are a center axle and a rear axle, each equipped with an independent drive motor and wheel speed sensors, forming an actuator unit capable of independently distributing torque.

[0040] The wheel speeds of the axles in a vehicle can be acquired using pre-set sensors, and the rolling radius of the axles can be determined based on these speeds. For example, wheel speeds can be monitored in real-time or at set intervals to determine the rolling radius. Alternatively, after obtaining torque demand information, the rolling radius of each axle in the vehicle can be determined. For example, the rolling radius of the middle axle and the rolling radius of the rear axle can be determined. One method for determining the rolling radius of the axles in a vehicle is to first trigger a steady-state driving condition identification process based on torque demand information. Once the vehicle is confirmed to be in a preset condition, the rolling radius can be calculated. For example, the vehicle is traveling at a constant speed in a straight line, and the absolute value of the acceleration is less than 0.1 m / s². 2 When the absolute value of the steering wheel angle is less than 2° and there is no braking request, the roll radius calculation is initiated. The roll radius can be calculated based on the wheel speed of the axle and the vehicle speed. For example, dividing the wheel speed by the vehicle speed yields the corresponding roll radius of the axle.

[0041] Alternatively, after the torque demand information consistently exceeds a preset torque threshold and remains so for at least 3 seconds, wheel speed and vehicle speed information for each axle can be collected and substituted into the rolling radius calculation formula for solution. In other words, the rolling radius detection is triggered by the torque demand information.

[0042] S102. If it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, then the torque correction coefficient is determined according to the rolling radius of each axle in the vehicle; wherein, the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0043] For example, a first preset condition is pre-set, which is used to determine whether torque distribution correction is needed based on the rolling radius. If the rolling radius of each axle in the vehicle meets the first preset condition, it means that the torque allocated to each axle needs to be adjusted; if it does not meet the condition, no adjustment is needed, and the vehicle can proceed according to the torque currently allocated to each axle.

[0044] The condition that the rolling radius of each axle meets the first preset condition can be defined as calculating the difference between the rolling radii of each axle; when this difference is greater than a preset radius threshold, the first preset condition is deemed met. For example, in a 6×4 electric drive truck, the preset radius threshold for the difference in rolling radius between the middle and rear axles under typical load and tire pressure deviation can be 0.015 m.

[0045] If the first preset condition is met, the torque correction coefficient can be calculated based on the rolling radius of each axle. For example, the torque correction coefficient can be calculated by combining the rolling radii of the middle and rear axles. The torque correction coefficient is used to adjust the initially allocated torque, so that the torque allocated to the axles matches the actual rolling characteristics, thereby ensuring that the driving force borne by each axle per unit rolling radius tends to be consistent, rather than simply dividing the total torque equally. That is to say, if the first preset condition is not met, the torque allocated to each axle is the result of equally dividing the torque demand information. For example, if the torque demand information is 100, then the torque allocated to the middle axle is 50, and the torque allocated to the rear axle is 50.

[0046] The calculation formula for the torque correction coefficient can be preset. Each axle in the vehicle includes the middle axle and the rear axle. Substituting the rolling radii of the middle axle and the rear axle into the formula yields the torque correction coefficient. For example, the calculation formula for the torque correction coefficient could be λ1 = R. mid / (R mid + R rear ), where λ1 is the torque correction coefficient, R mid R is the rolling radius of the middle bridge. rear The rolling radius of the rear axle.

[0047] S103. Based on the torque demand information and torque correction coefficient, determine the target torque information of each axle, and control the vehicle's movement based on the target torque information of each axle.

[0048] For example, for each axle, the torque allocated to that axle is adjusted based on the torque demand information and the torque correction coefficient to obtain the target torque information for that axle, i.e., to determine the final torque allocated to that axle. The torque demand information can be multiplied by the torque correction coefficient λ1. Specifically, for the intermediate axle, the target torque information is T. total ×λ1; For the rear axle, the target torque information is T. total × (1−λ1), where T total This is information on torque requirements.

[0049] Controlling vehicle movement refers to sending target torque information to the motor controller of the corresponding axle, which then drives the corresponding drive motor to output the appropriate torque, enabling the vehicle to move according to the expected traction characteristics. For example, this can be accomplished within the VCU (Vehicle Control Unit). total The real-time multiplication operation with λ1 is performed, and the target torque information is sent to the corresponding axle's MCU (Motor Control Unit) via the CAN FD (Controller Area Network with Flexible Data-Rate) bus.

[0050] In this embodiment, a safety verification step can be added before the target torque information is issued to determine whether the target torque information is within the maximum allowable output torque range of each motor. If it is within the limit, the vehicle will proceed according to the target torque information; if it is within the limit, the target torque information can be adjusted to the upper or lower limit of the corresponding torque range, and the target torque information of the other axle can be updated synchronously to maintain the total torque balance. The sum of the target torque information of each axle should be the torque demand information.

[0051] This embodiment generates target torque information by fusing the torque correction coefficient with the original torque demand information, and drives each axle motor to execute it. This enables the vehicle to maintain a reasonable driving force distribution relationship even under actual working conditions with differences in rolling radius, improving the response consistency and energy utilization efficiency of the drive system, and alleviating the off-center wear of the transmission chain components.

[0052] This application provides a vehicle control method based on torque distribution. By acquiring the vehicle's torque demand information, the desired torque for the vehicle can be determined, and the rolling radius of different axles in the vehicle can be determined based on the torque demand information. That is, the difference in rolling radii between different axles can be obtained. It is determined whether the rolling radius of each axle meets a first preset condition. If the condition is met, a torque correction coefficient is calculated based on the rolling radius. The torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axles. Based on the torque demand information, torque is distributed to each axle according to the torque correction coefficient, and the target torque information of each axle is determined. Based on the target torque information of each axle, the vehicle's movement is controlled. Through real-time detection of the rolling radius and dynamic calculation of the torque correction coefficient, precise compensation for torque distribution between axles is achieved, improving the control accuracy of the vehicle and ensuring safe and stable vehicle operation.

[0053] Figure 2 A schematic flowchart of a vehicle control method based on torque distribution provided in this application embodiment is shown below. Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, a vehicle control method based on torque distribution is described in detail, the method including:

[0054] S201. Obtain the torque requirement information of the vehicle and determine the wheel speed information of the axles in the vehicle.

[0055] For example, wheel speed information represents the real-time rotational angular velocity or linear velocity of each axle in the vehicle under current operating conditions, reflecting the actual motion state of the axle, and can be obtained from wheel speed sensors. This transforms the abstract torque requirement into observable and measurable kinematic parameters, thereby avoiding the complex calibration and hardware dependencies required for directly measuring the rolling radius.

[0056] One method for obtaining wheel speed information is to trigger the vehicle to enter a steady-state driving mode based on torque demand information. While the vehicle is maintaining a constant speed and driving in a straight line without braking / slipping intervention, the wheel speed signals of each axle are collected by the wheel speed sensors built into the EBS (Electronic Braking System). The wheel speed data within N consecutive sampling periods are then filtered by moving average to suppress instantaneous noise interference and obtain stable wheel speed information.

[0057] In this embodiment, determining the wheel speed information of the axles in the vehicle includes: determining the torque distribution information of each axle in the vehicle based on the torque demand information; wherein the torque distribution information represents the torque allocated to the axles from the torque demand information; controlling the vehicle to drive based on the torque distribution information of each axle in the vehicle; if it is determined that the vehicle has driven for a preset time based on the torque distribution information of each axle, then the wheel speed information of each axle in the vehicle is obtained.

[0058] Specifically, torque distribution information refers to the torque data that allocates the total torque demand information to each axle according to a preset logic. This preset logic can be based on an equal distribution of torque demand information across the number of axles. For example, if torque demand information needs to be allocated to the middle and rear axles, the preset logic might have a 50:50 allocation ratio, meaning the torque demand information is evenly distributed between the middle and rear axles. The torque received by each axle is its torque distribution information. This torque distribution information serves as the direct basis for subsequent control actions, providing executable torque commands to each axle, enabling the vehicle to enter a controllable and measurable steady-state operating state, thereby eliminating the influence of transients during startup, sudden slippage, and other disturbances on wheel speed acquisition.

[0059] In this embodiment, the initial weighting coefficients of each axle can be obtained by looking up a table based on the vehicle's factory calibration parameters. Then, a weighted calculation is performed based on these initial weighting coefficients and torque requirement information to obtain the torque distribution information for each axle. The initial weighting coefficients represent the default torque-bearing ratio of each axle under the premise of no rolling radius correction.

[0060] The determined torque distribution information is sent to the motor controllers of the corresponding axles, driving each electric drive axle to output the corresponding torque and maintaining this output state. This allows the vehicle to enter a stable operating condition with approximately uniform speed, straight line, and low acceleration under real road conditions. It ensures that the subsequently collected wheel speed information reflects the actual response under the combined effects of the current rolling radius, tire pressure, road surface adhesion, and load, rather than transient disturbances or transitional values ​​during control system adjustments. For example, the torque distribution information of each axle can be converted into torque commands for the corresponding motors and sent to each motor controller via the CAN bus. Each motor controller, based on its embedded current and torque loop closed-loop logic, drives the motor to output the corresponding torque, thereby propelling the vehicle.

[0061] The vehicle travels according to the torque distribution information of each axle, and the duration of travel based on this torque distribution information is recorded. If this travel time reaches a preset duration, that is, the vehicle has traveled for a preset duration based on the torque distribution information of each axle, the real-time wheel speed information of each axle in the vehicle is acquired. The preset duration refers to the minimum continuous operating time set to ensure that the axle wheel speed reaches a steady-state response; for example, it could be 0.5 seconds, 1 second, or 2 seconds. The wheel speed information can be obtained by reading the real-time angular velocity signals of the corresponding wheels of each axle through the EBS system or wheel speed sensors.

[0062] The beneficial effect of this setting is that by using torque distribution information as control input, the vehicle is driven to run for a preset time under real working conditions, and then the wheel speed information of each axle is obtained within the steady-state window. The obtained wheel speed information is not affected by transient disturbances and can truly reflect the current rolling radius, significantly improving the accuracy and robustness of subsequent rolling radius calculations, and laying a data foundation for the reliable generation of torque correction coefficients.

[0063] S202. If it is determined that the wheel speed information of each axle in the vehicle meets the second preset condition, then for each axle, the rolling radius of the axle is determined according to the wheel speed information of the axle.

[0064] For example, a second preset condition is pre-set, which is used to determine whether the rolling radius needs to be detected based on wheel speed information. The second preset condition characterizes a significant and stable difference between the wheel speed information of each axle, and the essence of this difference is the external manifestation of the rolling radius difference at the kinematic level. For example, if the wheel speed information of the middle axle and the rear axle is inconsistent, it is considered that the second preset condition is met, and the rolling radius of the middle axle and the rear axle needs to be determined. If it is determined that the second preset condition is not met, it is not necessary to determine the rolling radius, and the vehicle can be driven according to the torque distribution information.

[0065] After confirming that the second preset condition is met, the rolling radius of each axle can be determined based on its wheel speed information. For example, a correlation between wheel speed information and rolling radius can be preset, and the rolling radius of the axle can be found based on this correlation.

[0066] This embodiment introduces wheel speed information as an intermediate parameter, transforming the unperceived rolling radius into a kinematic quantity that can be stably obtained through standard onboard sensors. By using a second preset condition to determine the effectiveness of wheel speed differences, it provides a reliable basis for the accurate generation of subsequent torque correction coefficients, thereby achieving accurate correction of torque distribution.

[0067] In this embodiment, determining that the wheel speed information of each axle in the vehicle meets the second preset condition includes: determining the difference between the wheel speed information of each axle in the vehicle, which is the wheel speed difference; if the wheel speed difference is greater than a preset wheel speed threshold, then determining that the wheel speed information of each axle in the vehicle meets the second preset condition.

[0068] Specifically, the wheel speed difference represents the absolute deviation between the measured wheel speed values ​​of different axles at the same moment, and is used to quantify the consistency of the motion state of each axle. That is, the difference between the wheel speed information of the middle axle and the wheel speed information of the rear axle of the vehicle is determined as the wheel speed difference. The wheel speed difference can serve as a basic indicator for judging whether the difference in rolling radius has significantly affected the drive coordination.

[0069] The wheel speed threshold is a pre-set empirical criterion used to distinguish between normal wheel speed fluctuations and abnormal wheel speed deviations. Its value can be calibrated based on vehicle type, tire specifications, typical load distribution, and road adhesion conditions. Setting the wheel speed threshold ensures that the system only initiates the subsequent rolling radius identification process when the wheel speed difference exceeds the mechanical tolerance and normal operating condition fluctuation range, avoiding false triggering that leads to frequent switching of control logic.

[0070] The calculated wheel speed difference is compared with a preset wheel speed threshold. If the wheel speed difference is greater than the wheel speed threshold, the second preset condition is considered to be met; otherwise, the second preset condition is not met.

[0071] The beneficial effect of this setting is that by calculating the difference between the wheel speed information of each axle, the wheel speed difference is obtained and compared with the preset wheel speed threshold. This automatically identifies whether there is a systematic wheel speed deviation caused by inconsistent rolling radii, improves the accuracy and reliability of the torque distribution compensation strategy, and thus improves the control precision of the vehicle.

[0072] In this embodiment, determining the rolling radius of the axle based on the wheel speed information includes: acquiring the vehicle's speed information; and determining the ratio between the wheel speed information of the axle and the speed information of the vehicle as the rolling radius of the axle.

[0073] Specifically, speed information represents the vehicle's speed and can come from GPS (Global Positioning System) or inertial navigation data, allowing for real-time access to vehicle speed information.

[0074] For each axle, obtain its wheel speed information and divide it by the vehicle's speed information. The resulting ratio is the axle's rolling radius. The rolling radius R = w / v, where w is the wheel speed and v is the vehicle speed. Each axle can correspond to one rolling radius, thus providing the rolling radius of the middle axle and the rear axle.

[0075] The advantage of this setup is that by comparing the measured vehicle speed information with the corresponding axle wheel speed information, the physical estimate of the axle's rolling radius can be directly obtained. This avoids the traditional estimation methods that rely on tire model, tire pressure empirical formulas, or offline calibration parameters, providing a reliable, consistent, and traceable data foundation for subsequent torque correction based on rolling radius differences.

[0076] In this embodiment, after determining that the wheel speed information of each axle in the vehicle meets the second preset condition, the method further includes: obtaining the anti-skid mark of the vehicle; wherein, the anti-skid mark indicates whether the vehicle is in an anti-skid state; if it is determined according to the anti-skid mark that the vehicle is not in an anti-skid state, then for each axle, the rolling radius of the axle is determined according to the wheel speed information of the axle.

[0077] Specifically, wheel speed differences may arise from slippage or from differences in rolling radius. In this embodiment, it is necessary to distinguish the cause of the wheel speed difference, and the rolling radius will only be detected if it is determined to be a difference in rolling radius. That is, the possibility of tire slippage needs to be ruled out.

[0078] The anti-slip indicator is a binary status signal output by the vehicle's electronic stability control system. It can be an activation flag from the TCS (Traction Control System), ESP (Electronic Stability Program), or ABS (Anti-lock Braking System) controller. When the system is not intervening, this indicator is at a first logic level (e.g., logic low or value 0). When the system detects drive wheel slippage, understeer, or oversteer and performs intervention actions such as torque reduction or single-wheel braking, it switches to a second logic level (e.g., logic high or value 1). The anti-slip state refers to the state where the system is actively intervening, as represented by the second logic level. The purpose of introducing this indicator is to limit the roll radius identification process to conditions where the vehicle's dynamic behavior is stable, eliminating interference from abnormal wheel speed fluctuations caused by transient adhesion changes.

[0079] The system can obtain the vehicle's current anti-skid indicator in real time. This indicator shows whether the vehicle is in an anti-skid state, i.e., whether the vehicle's anti-skid control is activated. If anti-skid control is activated, the indicator shows the vehicle is in an anti-skid state; if anti-skid control is not activated, the indicator shows the vehicle is not in an anti-skid state. If the indicator shows the vehicle is in an anti-skid state, the wheel speed difference can be adjusted through the vehicle's preset anti-skid control module without needing to determine the rolling radius.

[0080] If the anti-skid marking indicates that the vehicle is not in an anti-skid state, the subsequent roll radius calculation process is triggered. For each axle, the roll radius is calculated based on the wheel speed information of that axle. That is, the wheel speed information is divided by the vehicle speed information to obtain the roll radius.

[0081] The advantage of this setting is that by using the anti-slip indicator as a prerequisite for calculating the rolling radius, the rolling radius update is automatically suspended during active interventions such as TCS / ESP / ABS. This avoids misidentifying transient wheel speed deviations under slipping conditions as structural rolling radius differences, and prevents driving force distribution disturbances, energy recovery imbalances, or stability control conflicts caused by incorrect compensation.

[0082] S203. If it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, then the torque correction coefficient is determined according to the rolling radius of each axle in the vehicle; wherein, the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0083] For example, this step can refer to step S102 above, and will not be repeated here.

[0084] S204. Based on the torque demand information and torque correction coefficient, determine the target torque information of each axle, and control the vehicle's movement based on the target torque information of each axle.

[0085] For example, this step can refer to step S103 above, and will not be repeated here.

[0086] This application provides a vehicle control method based on torque distribution. By acquiring the vehicle's torque demand information, the desired torque for the vehicle can be determined, and the rolling radius of different axles in the vehicle can be determined based on the torque demand information. That is, the difference in rolling radii between different axles can be obtained. It is determined whether the rolling radius of each axle meets a first preset condition. If the condition is met, a torque correction coefficient is calculated based on the rolling radius. The torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axles. Based on the torque demand information, torque is distributed to each axle according to the torque correction coefficient, and the target torque information of each axle is determined. Based on the target torque information of each axle, the vehicle's movement is controlled. Through real-time detection of the rolling radius and dynamic calculation of the torque correction coefficient, precise compensation for torque distribution between axles is achieved, improving the control accuracy of the vehicle and ensuring safe and stable vehicle operation.

[0087] Figure 3 A schematic flowchart of a vehicle control method based on torque distribution provided in this application embodiment is shown below. Figure 3 As shown, in this embodiment... Figure 1 Based on the embodiments, a vehicle control method based on torque distribution is described in detail, the method including:

[0088] S301. Obtain the torque demand information of the vehicle and determine the rolling radius of the axles in the vehicle; wherein, the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed.

[0089] For example, this step can refer to step S101 above, and will not be repeated here.

[0090] S302. Determine the difference between the rolling radii of each axle in the vehicle, which is called the radius difference.

[0091] For example, the radius difference represents the absolute value of the difference between the rolling radii of different axles in a vehicle, and is used to quantify the degree of inconsistency in the rolling radii of each axle. That is, the radius difference can be obtained by subtracting the rolling radius of the middle axle from the rolling radius of the rear axle.

[0092] S303. If the radius difference is greater than the preset radius threshold, then the rolling radius of each axle in the vehicle is determined to meet the first preset condition, and the torque correction coefficient is determined based on the rolling radius of each axle in the vehicle.

[0093] For example, the radius threshold is a pre-set scalar parameter used to define whether the rolling radius difference has exceeded the system's tolerable range. For instance, the radius threshold could be 0.015 m. The radius difference is compared with the radius threshold. If the radius difference is greater than the radius threshold, the wheel speed difference caused by the rolling radius difference is considered sufficient to interfere with the drive control logic or stability control system. In this case, the first preset condition is met, and the subsequent torque correction process needs to be triggered. If the radius difference is less than or equal to the radius threshold, the first preset condition is not met, and torque distribution correction does not need to be triggered. A preset fallback strategy can be used to adjust the wheel speed difference of the axle. In this embodiment, the preset fallback strategy is not specifically limited.

[0094] This embodiment achieves accurate identification of the significance of rolling radius differences by comparing the radius difference with the radius threshold, thereby ensuring that the torque correction coefficient is only triggered for calculation under necessary conditions, avoiding redundant calculations and control disturbances caused by small fluctuations, ensuring effective response to real mechanical deviations, and improving the accuracy of vehicle control.

[0095] In this embodiment, after determining that the rolling radius of each axle in the vehicle meets the first preset condition, the method further includes: obtaining the tire pressure information of each tire in the vehicle; performing tire pressure adjustment processing based on the tire pressure information of each tire in the vehicle to obtain the rolling radius of each axle after the tire pressure adjustment processing; if the rolling radius of each axle after the tire pressure adjustment processing meets the first preset condition, then determining the torque correction coefficient based on the rolling radius of each axle after the tire pressure adjustment processing.

[0096] Specifically, tire pressure information represents the real-time air pressure values ​​collected by tire pressure sensors installed on each axle tire, allowing for real-time acquisition of tire pressure information for each tire. In this embodiment, the current tire pressure information for each tire can be determined after confirming that a first preset condition is met. Tire pressure consistency is checked, i.e., it is determined whether the tire pressures of each tire are consistent. If they are, a torque correction coefficient can be determined based on the rolling radius of each axle in the vehicle; if they are inconsistent, the tire pressure of each tire is adjusted to ensure consistency. In this embodiment, the tire pressure adjustment process is not specifically limited.

[0097] After tire pressure adjustment, the difference in rolling radius is compared. That is, for each axle, the rolling radius after tire pressure adjustment is determined. For example, the rolling radius can be calculated based on the wheel speed and vehicle speed after tire pressure adjustment. Then, the difference in rolling radii between the axles after tire pressure adjustment is determined to see if a first preset condition is met. If it is met, a torque correction coefficient is determined based on the rolling radii of each axle after tire pressure adjustment; if it is not met, no torque correction coefficient needs to be calculated.

[0098] The beneficial effect of this setup is that by coordinating tire pressure information acquisition, tire pressure adjustment processing, and rolling radius assessment, it can not only alleviate rolling radius differences but also ensure that high-precision torque distribution capability is maintained even when physical adjustments do not meet expectations, thus balancing control robustness and system durability.

[0099] S304. Based on the torque demand information and torque correction coefficient, determine the target torque information of each axle, and control the vehicle's movement based on the target torque information of each axle.

[0100] For example, this step can refer to step S103 above, and will not be repeated here.

[0101] This application provides a vehicle control method based on torque distribution. By acquiring the vehicle's torque demand information, the desired torque for the vehicle can be determined, and the rolling radius of different axles in the vehicle can be determined based on the torque demand information. That is, the difference in rolling radii between different axles can be obtained. It is determined whether the rolling radius of each axle meets a first preset condition. If the condition is met, a torque correction coefficient is calculated based on the rolling radius. The torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axles. Based on the torque demand information, torque is distributed to each axle according to the torque correction coefficient, and the target torque information of each axle is determined. Based on the target torque information of each axle, the vehicle's movement is controlled. Through real-time detection of the rolling radius and dynamic calculation of the torque correction coefficient, precise compensation for torque distribution between axles is achieved, improving the control accuracy of the vehicle and ensuring safe and stable vehicle operation.

[0102] Figure 4 A schematic flowchart of a vehicle control method based on torque distribution provided in this application embodiment is shown below. Figure 4 As shown, in this embodiment... Figure 1 Based on the embodiments, a vehicle control method based on torque distribution is described in detail, the method including:

[0103] S401. Obtain the torque demand information of the vehicle and determine the rolling radius of the axles in the vehicle; wherein, the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed.

[0104] For example, this step can refer to step S101 above, and will not be repeated here.

[0105] S402. If it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, then a torque correction coefficient is determined based on the rolling radius of each axle in the vehicle; wherein, the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0106] For example, this step can refer to step S102 above, and will not be repeated here.

[0107] S403. Determine the initial torque information for each axle based on the torque demand information and torque correction coefficient.

[0108] For example, the initial torque information is the torque value obtained by initially allocating the torque demand information based on the torque correction coefficient. It represents the torque command of each axle generated solely based on rolling radius difference compensation before the introduction of actual operation feedback.

[0109] The weight of each axle can be determined based on the torque correction coefficient. Multiplying the torque demand information by the corresponding axle weight yields the initial torque information for that axle. For example, in a 6×4 electric drive truck with a middle and rear axle, the weight of the middle axle is the torque correction coefficient, and the weight of the rear axle is 1 minus the torque correction coefficient. If the total torque demand information is T... total If the torque correction factor is λ1, then the initial torque information of the middle axle is T. total ×λ1, the initial torque information of the rear axle is T total× (1-λ1).

[0110] S404. Control the vehicle's movement based on the initial torque information of each axle in the vehicle.

[0111] For example, the determined initial torque information of each axle is sent to the motor controller of the corresponding electric drive axle, and each motor controller executes the corresponding torque command and drives the wheels to rotate, so that the vehicle travels based on the initial torque information of each axle.

[0112] S405. If it is determined that the vehicle travels for a preset time based on the initial torque information of each axle, then the actual wheel speed of each axle in the vehicle is obtained.

[0113] For example, the preset time length is a time window set to ensure the vehicle enters a steady-state operating state, and its value can range from 0.5 seconds to 3 seconds. The vehicle's travel time based on the initial torque information of each axle is recorded. If this travel time reaches the preset time length, the actual wheel speed information of each axle at the current moment can be obtained, i.e., the actual wheel speed. The actual wheel speed can be the wheel angular velocity of each axle collected in real time by the EBS system or wheel speed sensors.

[0114] S406. If the vehicle meets the third preset condition based on the actual wheel speed of each axle in the vehicle, then the initial torque information is determined as the target torque information.

[0115] For example, the third preset condition is used to determine whether the torque allocated to the axle needs to be adjusted again. If the third preset condition is met, no adjustment is needed, the initial torque information is the target torque information, and the vehicle can continue to drive according to the initial torque information. If the third preset condition is not met, the torque allocated to each axle needs to be corrected, and the vehicle is controlled to drive according to the corrected torque.

[0116] After determining that the vehicle has traveled for a preset time based on the initial torque information of each axle, the actual wheel speed of each axle is obtained. Based on the actual wheel speed of each axle, it is determined whether the vehicle meets the third preset condition. For example, if the actual wheel speed of each axle is within a preset value range, then the third preset condition is met; otherwise, the third preset condition is not met.

[0117] This embodiment uses the rolling radius as the anchor point and the actual wheel speed as the feedback signal to achieve online self-verification of the torque distribution effect without the need for additional hardware. The initial torque information is only confirmed as the target torque information when the verification is successful, thereby avoiding the cumulative error that may be caused by torque distribution and improving the accuracy of vehicle control.

[0118] In this embodiment, determining whether a vehicle meets the third preset condition based on the actual wheel speeds of each axle in the vehicle includes: determining the difference between the actual wheel speeds of each axle in the vehicle as the actual difference; for each axle, determining the theoretical wheel speed of the axle based on the rolling radius of the axle and the speed information of the vehicle; determining the difference between the theoretical wheel speeds of each axle in the vehicle as the theoretical difference; if the actual difference is the same as the theoretical difference, then determining that the vehicle meets the third preset condition.

[0119] Specifically, the actual difference represents the difference between the real-time wheel speed values ​​collected by the wheel speed sensors of each axle under the current driving condition of the vehicle. This difference is used to quantify the consistency of the motion state of each axle under the current driving condition. That is, the actual difference is obtained by subtracting the actual wheel speed of the middle axle from the actual wheel speed of the rear axle. The actual difference can be characterized as:

[0120] ;

[0121] in, This is the actual difference. This represents the actual wheel speed of the middle axle. This represents the actual wheel speed of the rear axle.

[0122] The rolling radius of the axle is a predetermined radius, and the vehicle's speed information can be obtained in real time. The theoretical wheel speed represents the wheel speed that the axle should possess under ideal conditions. Each axle corresponds to a theoretical wheel speed. The theoretical wheel speed of the axle can be calculated based on its rolling radius and the vehicle's speed information. The formula for calculating the theoretical wheel speed can be expressed as:

[0123] ;

[0124] Among them, w th R is the theoretical wheel speed, v is the rolling radius, v is the vehicle speed, and s is the preset slip ratio. The slip ratio can be determined according to the road surface. For example, the value of s is in the range of [0.03, 0.10].

[0125] For the middle axle, the theoretical wheel speed is: .

[0126] in, R is the theoretical wheel speed of the middle axle. mid Let be the rolling radius of the middle bridge.

[0127] For the rear axle, the theoretical wheel speed is: .

[0128] in, R is the theoretical wheel speed of the rear axle. rear The rolling radius of the rear axle.

[0129] The theoretical difference is ,in, This is the theoretical difference.

[0130] The actual difference is compared with the theoretical difference. If the actual difference and the theoretical difference are the same, the vehicle is determined to meet the third preset condition, and the initial torque information can be directly determined as the target torque information. In this embodiment, the actual difference and the theoretical difference being the same can mean that they are equal within a preset tolerance range, that is, the difference between the actual difference and the theoretical difference is within the preset tolerance range.

[0131] The advantage of this setup is that by comparing the actual difference with the theoretical difference, the rationality of the initial torque distribution can be verified, significantly improving the reliability of torque distribution control.

[0132] In this embodiment, the method further includes: if it is determined that the vehicle does not meet the third preset condition, a secondary correction coefficient is determined based on the actual difference and the theoretical difference; wherein, the secondary correction coefficient represents the coefficient determined in the second step for correcting the torque allocated to the axle; for each axle, the target torque information of the axle is determined based on the initial torque information of the axle and the secondary correction coefficient.

[0133] Specifically, if the actual difference differs from the theoretical difference, or if the difference between the actual and theoretical differences is outside the preset tolerance range, the vehicle is considered not to meet the third preset condition. If it is determined that the vehicle does not meet the third preset condition, the torque distributed to the axle needs to be adjusted, thereby controlling the vehicle's movement based on the adjusted torque.

[0134] The secondary correction factor is a newly determined distribution ratio. Based on this factor, axle torque adjustments can be made according to the initial torque distribution. The secondary correction factor is dynamically generated based on the error between the actual and theoretical torque differences. The error e between the actual and theoretical torque differences is... w It can be characterized as: That is, it can be based on e w To determine the secondary correction coefficient λ2, in this embodiment, a PID (proportional-integral-derivative) controller can be introduced to calculate λ2. For example, e w The larger the value, the smaller λ2 becomes. λ2 is the weight when the middle axle readjusts its torque, and (1-λ2) is the weight when the rear axle readjusts its torque.

[0135] The actual difference is the difference between the actual wheel speed of the middle axle and the actual wheel speed of the rear axle; the theoretical difference is the difference between the theoretical wheel speed of the middle axle and the theoretical wheel speed of the rear axle. The error between the actual and theoretical differences is the difference between the actual and theoretical differences. Therefore, if e w If e > 0, it means the middle axle is actually rotating faster, and the torque of the middle axle should be reduced, thus decreasing λ2; if e w If λ < 0, it means the rear axle is actually rotating faster, and the rear axle torque should be reduced, thus increasing λ2.

[0136] After obtaining the secondary correction coefficients, the corresponding weights for each axle to be readjusted are obtained. Multiplying the initial torque information by the weights corresponding to the axles yields the target torque information for that axle.

[0137] The beneficial effect of this setup is that it allows for reasonable adjustments to the torque distribution between the middle and rear axles based on the difference in rolling radii, ensuring consistent traction between the two axles. By incorporating both theoretical and actual differences into a closed loop, it achieves greater consistency in traction / slip between the two axles and higher torque utilization while meeting total torque requirements. This multi-level error feedback and constraint mechanism ensures control precision and improves vehicle stability.

[0138] This application provides a vehicle control method based on torque distribution. By acquiring the vehicle's torque demand information, the desired torque for the vehicle can be determined, and the rolling radius of different axles in the vehicle can be determined based on the torque demand information. That is, the difference in rolling radii between different axles can be obtained. It is determined whether the rolling radius of each axle meets a first preset condition. If the condition is met, a torque correction coefficient is calculated based on the rolling radius. The torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axles. Based on the torque demand information, torque is distributed to each axle according to the torque correction coefficient, and the target torque information of each axle is determined. Based on the target torque information of each axle, the vehicle's movement is controlled. Through real-time detection of the rolling radius and dynamic calculation of the torque correction coefficient, precise compensation for torque distribution between axles is achieved, improving the control accuracy of the vehicle and ensuring safe and stable vehicle operation.

[0139] Figure 5 A schematic flowchart of a vehicle control method based on torque distribution provided in this application embodiment is shown below. Figure 5 As shown, in this embodiment... Figure 1 Based on the embodiments, a vehicle control method based on torque distribution is described in detail, the method including:

[0140] S501. Determine the total torque requirement information based on the pedal opening.

[0141] S502. Distribute the torque demand information to the middle axle and the rear axle in a 50:50 ratio, that is, distribute the torque demand information equally to the middle and rear axles.

[0142] S503. Determine whether the wheel speeds of the middle and rear axles are consistent. If yes, proceed to S504; otherwise, proceed to S505.

[0143] S504 requires no torque distribution compensation; the torque of the middle and rear axles is the same as the torque obtained after equal distribution in S502.

[0144] S505. Determine whether the anti-slip control is activated. If yes, proceed to S506; otherwise, proceed to S507.

[0145] S506, Enable anti-slip control function.

[0146] S507, Detect the rolling radius of the rear axle.

[0147] S508. Determine whether the rolling radii of the middle and rear axles are consistent. If yes, execute S504; otherwise, execute S509.

[0148] S509. Check the consistency of tire pressure and adjust the tire pressure accordingly.

[0149] S510. Determine whether the rolling radius of the middle and rear axles is consistent after the tire pressure is adjusted. If yes, proceed to S504; otherwise, proceed to S511.

[0150] S511, Calculate the torque correction coefficient λ1.

[0151] S512. Adjust the torque distribution of the middle and rear axles according to the torque correction coefficient λ1.

[0152] S513. After adjustment, determine the theoretical and actual differences in the wheel speeds of the middle and rear axles, compare the theoretical and actual differences, and obtain the secondary correction coefficient λ2.

[0153] S514. Adjust the torque distribution of the middle and rear axles according to the second correction coefficient λ2.

[0154] Figure 6 A schematic diagram of a vehicle control device based on torque distribution provided in this application embodiment is shown below. Figure 6 As shown, the vehicle control device 60 based on torque distribution provided in this embodiment includes:

[0155] The radius determination unit 601 is used to obtain the torque demand information of the vehicle and determine the rolling radius of the axle in the vehicle; wherein, the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed.

[0156] The coefficient determination unit 602 is used to determine the torque correction coefficient based on the rolling radius of each axle in the vehicle if the rolling radius of each axle in the vehicle meets the first preset condition; wherein the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle.

[0157] The torque determination unit 603 is used to determine the target torque information of each axle based on the torque demand information and the torque correction coefficient, and to control the vehicle driving based on the target torque information of each axle.

[0158] In one possible implementation, the radius determining unit 601 includes:

[0159] The wheel speed determination module is used to determine the wheel speed information of the axles in the vehicle;

[0160] The radius determination module is used to determine the rolling radius of each axle based on its wheel speed information if the wheel speed information of each axle in the vehicle meets the second preset condition.

[0161] In one possible implementation, the wheel speed determination module is specifically used for:

[0162] Based on the torque demand information, determine the torque distribution information of each axle in the vehicle; whereby the torque distribution information represents the torque allocated to the axle from the torque demand information.

[0163] The vehicle's movement is controlled based on the torque distribution information of each axle in the vehicle.

[0164] If the vehicle travels for a preset time based on the torque distribution information of each axle, then the wheel speed information of each axle in the vehicle is obtained.

[0165] In one possible implementation, the radius determination module is specifically used for:

[0166] The difference between the wheel speed information of each axle in the vehicle is determined as the wheel speed difference.

[0167] If the wheel speed difference is greater than the preset wheel speed threshold, then the wheel speed information of each axle in the vehicle is determined to meet the second preset condition.

[0168] In one possible implementation, the radius determination module is specifically used for:

[0169] Obtain vehicle speed information;

[0170] The ratio between the wheel speed information of the axle and the speed information of the vehicle is determined as the rolling radius of the axle.

[0171] One possible implementation also includes:

[0172] The identification acquisition unit is used to acquire the anti-skid identification of the vehicle after determining that the wheel speed information of each axle in the vehicle meets the second preset condition; wherein, the anti-skid identification indicates whether the vehicle is in an anti-skid state.

[0173] The anti-skid judgment unit is used to determine the rolling radius of each axle based on the wheel speed information of the axle if the vehicle is not in an anti-skid state according to the anti-skid marking.

[0174] In one possible implementation, the coefficient determination unit 602 includes:

[0175] The difference determination module is used to determine the difference between the rolling radii of each axle in the vehicle, which is the radius difference.

[0176] The radius comparison module is used to determine that the rolling radius of each axle in the vehicle meets the first preset condition if the radius difference is greater than the preset radius threshold.

[0177] One possible implementation also includes:

[0178] The tire pressure acquisition unit is used to acquire the tire pressure information of each tire in the vehicle after determining that the rolling radius of each axle in the vehicle meets the first preset condition.

[0179] The tire pressure adjustment unit is used to perform tire pressure adjustment based on the tire pressure information of each tire in the vehicle, and to obtain the rolling radius of each axle after the tire pressure adjustment.

[0180] The condition judgment unit is used to determine the torque correction coefficient based on the rolling radius of each axle after the tire pressure adjustment if the rolling radius of each axle after the tire pressure adjustment meets the first preset condition.

[0181] In one possible implementation, the torque determination unit 603 includes:

[0182] The initial determination module is used to determine the initial torque information of each axle based on the torque demand information and the torque correction coefficient.

[0183] The vehicle control module is used to control the vehicle's movement based on the initial torque information of each axle in the vehicle.

[0184] The wheel speed acquisition module is used to acquire the actual wheel speed of each axle in the vehicle if the vehicle has traveled for a preset time based on the initial torque information of each axle.

[0185] The target determination module is used to determine the initial torque information as the target torque information if the vehicle meets the third preset condition based on the actual wheel speeds of each axle in the vehicle.

[0186] In one possible implementation, the target determination module is specifically used for:

[0187] The difference between the actual wheel speeds of each axle in the vehicle is determined as the actual difference.

[0188] For each axle, the theoretical wheel speed of the axle is determined based on the axle's rolling radius and the vehicle's speed information.

[0189] The theoretical wheel speed difference between each axle in the vehicle is determined as the theoretical difference.

[0190] If the actual difference is the same as the theoretical difference, then the vehicle is determined to meet the third preset condition.

[0191] One possible implementation also includes:

[0192] The secondary determination unit is used to determine a secondary correction coefficient based on the actual difference and the theoretical difference if the vehicle does not meet the third preset condition; wherein the secondary correction coefficient represents the coefficient determined in the second step to correct the torque distributed to the axle.

[0193] The secondary correction unit is used to determine the target torque information of each axle based on the initial torque information and the secondary correction coefficient.

[0194] This embodiment provides a vehicle control device based on torque distribution, which can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0195] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 7 As shown, the electronic device 700 provided in this embodiment includes at least one processor 701 and a memory 702. Optionally, the device 700 further includes a communication component 703. The processor 701, memory 702, and communication component 703 are connected via a bus 704.

[0196] In a specific implementation, at least one processor 701 executes computer execution instructions stored in memory 702, causing at least one processor 701 to perform the above-described method.

[0197] The specific implementation process of processor 701 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0198] 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.

[0199] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0200] 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.

[0201] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0202] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0203] 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.

[0204] 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.

[0205] 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.

[0206] 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.

[0207] 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.

[0208] 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.

[0209] 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.

[0210] 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 based on torque distribution, characterized in that, include: The torque demand information of the vehicle is obtained, and the rolling radius of the axle in the vehicle is determined; wherein the torque demand information represents the desired torque for the vehicle, and the vehicle has at least two axles deployed. If it is determined that the rolling radius of each axle in the vehicle meets the first preset condition, then a torque correction coefficient is determined based on the rolling radius of each axle in the vehicle; wherein the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle. Based on the torque demand information and the torque correction coefficient, the target torque information of each axle is determined, and the vehicle is controlled to move based on the target torque information of each axle.

2. The method according to claim 1, characterized in that, Determining the rolling radius of the axle in the vehicle includes: Determine the wheel speed information of the axles in the vehicle; If it is determined that the wheel speed information of each axle in the vehicle meets the second preset condition, then for each axle, the rolling radius of the axle is determined according to the wheel speed information of the axle.

3. The method according to claim 2, characterized in that, Determining the wheel speed information of the axles in the vehicle includes: Based on the torque demand information, the torque distribution information of each axle in the vehicle is determined; wherein, the torque distribution information represents the torque allocated to the axle from the torque demand information; The vehicle is controlled to move based on the torque distribution information of each axle in the vehicle; If it is determined that the vehicle travels for a preset time based on the torque distribution information of each axle, then the wheel speed information of each axle in the vehicle is obtained.

4. The method according to claim 2, characterized in that, Determining that the wheel speed information of each axle in the vehicle meets a second preset condition includes: The difference between the wheel speed information of each axle in the vehicle is determined as the wheel speed difference. If the wheel speed difference is greater than a preset wheel speed threshold, then the wheel speed information of each axle in the vehicle is determined to meet the second preset condition.

5. The method according to claim 2, characterized in that, Based on the wheel speed information of the axle, the rolling radius of the axle is determined, including: Obtain the speed information of the vehicle; The ratio between the wheel speed information of the axle and the speed information of the vehicle is determined as the rolling radius of the axle.

6. The method according to claim 2, characterized in that, After determining that the wheel speed information of each axle in the vehicle meets the second preset condition, the method further includes: Obtain the anti-skid markings of the vehicle; wherein, the anti-skid markings indicate whether the vehicle is in an anti-skid state; If the vehicle is determined not to be in an anti-skid state based on the anti-skid markings, then for each axle, the rolling radius of the axle is determined based on the wheel speed information of the axle.

7. The method according to claim 1, characterized in that, Determining that the rolling radius of each axle in the vehicle meets a first preset condition includes: The difference between the rolling radii of each axle in the vehicle is determined as the radius difference; If the radius difference is greater than a preset radius threshold, then the rolling radius of each axle in the vehicle is determined to meet the first preset condition.

8. The method according to claim 1, characterized in that, After determining that the rolling radius of each axle in the vehicle meets the first preset condition, the method further includes: Obtain the tire pressure information of each tire in the vehicle; Based on the tire pressure information of each tire in the vehicle, tire pressure adjustment processing is performed to obtain the rolling radius of each axle after tire pressure adjustment processing; If the rolling radius of each axle meets the first preset condition after tire pressure adjustment, then the torque correction coefficient is determined based on the rolling radius of each axle after tire pressure adjustment.

9. The method according to any one of claims 1-8, characterized in that, Based on the torque demand information and the torque correction coefficient, the target torque information for each axle is determined, including: Based on the torque demand information and the torque correction coefficient, the initial torque information of each axle is determined; The vehicle is controlled to move based on the initial torque information of each axle in the vehicle; If it is determined that the vehicle travels for a preset time based on the initial torque information of each axle, then the actual wheel speed of each axle in the vehicle is obtained; If the vehicle meets the third preset condition based on the actual wheel speed of each axle in the vehicle, then the initial torque information is determined to be the target torque information.

10. The method according to claim 9, characterized in that, The vehicle is determined to meet a third preset condition based on the actual wheel speeds of each axle in the vehicle, including: The difference between the actual wheel speeds of each axle in the vehicle is determined as the actual difference. For each axle, the theoretical wheel speed of the axle is determined based on the rolling radius of the axle and the speed information of the vehicle. The theoretical wheel speed difference between each axle in the vehicle is determined as the theoretical difference. If the actual difference is the same as the theoretical difference, then the vehicle is determined to meet the third preset condition.

11. The method according to claim 10, characterized in that, Also includes: If it is determined that the vehicle does not meet the third preset condition, a secondary correction coefficient is determined based on the actual difference and the theoretical difference; wherein the secondary correction coefficient represents a coefficient determined in two steps to correct the torque distributed to the axle. For each axle, the target torque information of the axle is determined based on the initial torque information of the axle and the secondary correction coefficient.

12. A vehicle control device based on torque distribution, characterized in that, include: A radius determination unit is used to acquire torque demand information of a vehicle and determine the rolling radius of the axle in the vehicle; wherein the torque demand information represents the expected torque of the vehicle, and the vehicle has at least two axles deployed. A coefficient determination unit is used to determine a torque correction coefficient based on the rolling radius of each axle in the vehicle if the rolling radius of each axle in the vehicle meets a first preset condition; wherein the torque correction coefficient represents the coefficient initially determined for correcting the torque allocated to the axle. The torque determination unit is used to determine the target torque information of each axle based on the torque demand information and the torque correction coefficient, and to control the vehicle driving based on the target torque information of each axle.

13. 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 1-11.

14. 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 1-11.

15. 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 1-11.

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