Vehicle drive force control method and related device

Abstract

The application discloses a vehicle driving force control method and related equipment, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a vehicle state parameter of a target vehicle; determining a driving slip boundary of the target vehicle based on a vehicle speed and a road adhesion coefficient; when a driving wheel of the target vehicle is in a non-slip state, if an accelerator pedal opening degree is less than or equal to a first opening degree threshold, determining a target driving torque based on the accelerator pedal opening degree and the driving slip boundary; and controlling a vehicle driving actuator of the target vehicle to output driving force based on the target driving torque. The application determines the driving slip boundary based on the vehicle speed and the road adhesion coefficient, and introduces the driving slip boundary to constrain the driving force in the target driving torque generation stage, so that the vehicle output driving force can be matched with the current road adhesion capacity, thereby reducing the possibility of driving wheel slip and improving the adaptability and stability of vehicle driving force control.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle driving force control method and related equipment. Background Technology

[0002] With the continuous improvement of the power performance of new energy vehicles and the continuous enhancement of the output capability of drive motors, drive wheel slippage is more likely to occur under conditions such as starting, acceleration, and low-traction road surfaces. In order to balance vehicle power, handling stability, and driving comfort, vehicle drive force control technology has received increasing attention and is widely used in the control systems of new energy vehicles, hybrid vehicles, and traditional fuel vehicles. Reasonable drive force control can not only improve the vehicle's power response performance, but also fully utilize the adhesion between the tires and the road surface, thereby improving the vehicle's driving stability and safety under different road conditions. Therefore, the optimization of vehicle drive force control methods has important research significance and engineering application value.

[0003] In related technologies, vehicle driving force is typically determined based on accelerator pedal opening and vehicle speed to determine the target driving torque. After drive wheel slippage occurs, a drive traction control system corrects the driving force accordingly. This control method can easily lead to the vehicle outputting driving force exceeding the actual adhesion between the tires and the road surface under normal acceleration conditions, thus causing drive wheel slippage. Furthermore, drive traction control usually only reduces torque after slippage is detected, resulting in a certain control lag. This can easily cause discontinuous vehicle power output and makes it difficult to balance vehicle power performance and driving stability. In other words, related technologies suffer from the technical problem of difficulty in balancing power output and driving stability in vehicle driving force control, and a tendency for drive wheel slippage to occur. Summary of the Invention

[0004] In the summary section of this application, the relevant technical solutions are described in general terms, and a series of simplified concepts are introduced. These concepts will be further elaborated in the detailed embodiments section. This summary section should not be construed as limiting the key or essential technical features of the claimed solutions, nor is it intended to limit the scope of protection of the claimed solutions.

[0005] The vehicle driving force control method and related equipment provided in this application can determine the driving slip boundary based on vehicle speed and road surface adhesion coefficient, and introduce the driving slip boundary to constrain the driving force during the target driving torque generation stage, so that the vehicle output driving force can match the current road surface adhesion capability, thereby reducing the possibility of driving wheel slippage and improving the adaptability and stability of vehicle driving force control.

[0006] In a first aspect, this application provides a vehicle driving force control method applied to a target vehicle, comprising: acquiring vehicle state parameters of the target vehicle, wherein the vehicle state parameters include vehicle speed, road surface adhesion coefficient, and accelerator pedal opening; determining a drive slip boundary of the target vehicle based on the vehicle speed and the road surface adhesion coefficient, wherein the drive slip boundary is used to characterize a driving force limit value that causes the drive wheels of the target vehicle to be in a critical state of slippage and non-slippage; when the drive wheels of the target vehicle are in a non-slippage state, if the accelerator pedal opening is less than or equal to a first opening threshold, determining a target driving torque based on the accelerator pedal opening and the drive slip boundary; and controlling the vehicle drive actuator of the target vehicle to output driving force based on the target driving torque.

[0007] In some embodiments, determining the target drive torque based on the accelerator pedal opening and the drive slip boundary includes: determining a slip limiting reference torque based on the accelerator pedal opening and the drive slip boundary; reducing the slip limiting reference torque based on a first safety factor to obtain a candidate target torque; obtaining an upper limit value of the drive torque of the powertrain of the target vehicle at the vehicle speed; reducing the upper limit value of the drive torque based on a second safety factor to obtain a safe value of the drive torque; and determining the smaller value between the candidate target torque and the safe value of the drive torque as the target drive torque.

[0008] In some embodiments, determining the slip-limiting reference torque based on the accelerator pedal opening and the drive slip boundary includes: determining a base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle; generating a torque adjustment coefficient based on the ratio of the accelerator pedal opening to a first opening threshold and a first preset shape factor, wherein the first preset shape factor is used to control the response curve shape of the target drive torque as the accelerator pedal opening increases from 0 to the first opening threshold; and determining the slip-limiting reference torque based on the product of the base torque value and the torque adjustment coefficient.

[0009] In some implementations, determining the base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle includes: determining the slip limiting torque based on the product of the drive slip boundary and the wheel rolling radius; and determining the smaller value between the slip limiting torque and the upper limit value of the drive torque as the base torque value.

[0010] In some embodiments, generating the torque adjustment coefficient based on the ratio of the accelerator pedal opening to the first opening threshold and the first preset shape factor includes: using the ratio of the accelerator pedal opening to the first opening threshold as the base and the first preset shape factor as the exponent, performing a power operation to obtain the torque adjustment coefficient, wherein the value of the first preset shape factor is greater than 0 and less than or equal to 1.

[0011] In some embodiments, the vehicle driving force control method further includes: when the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is greater than a first opening threshold and less than or equal to a second opening threshold, then obtaining the target driving torque corresponding to the accelerator pedal opening being equal to the first opening threshold, as a first reference torque; obtaining the upper limit value of the power system driving torque of the target vehicle at the vehicle speed, as a second reference torque; determining relative position parameters based on the accelerator pedal opening, the first opening threshold, and the second opening threshold; performing a nonlinear transformation on the relative position parameters based on a second preset shape factor to obtain a transition weight coefficient, wherein the second preset shape factor is used to control the transition curve shape of the target driving torque during the process of the accelerator pedal opening increasing from the first opening threshold to the second opening threshold; and weighting and fusing the first reference torque and the second reference torque based on the transition weight coefficient to obtain the target driving torque.

[0012] In some implementations, determining the relative position parameter based on the accelerator pedal opening, the first opening threshold, and the second opening threshold includes: obtaining a first difference between the accelerator pedal opening and the first opening threshold; obtaining a second difference between the second opening threshold and the first opening threshold; and determining the ratio of the first difference to the second difference as the relative position parameter.

[0013] In some embodiments, the vehicle driving force control method further includes: when the drive wheels of the target vehicle are in an unslipped state, if the accelerator pedal opening is greater than the second opening threshold, then the second reference torque is determined as the target driving torque.

[0014] In some embodiments, the vehicle driving force control method further includes: if the driving mode of the target vehicle is a first driving mode, then the first opening threshold is a first preset value and the second opening threshold is a second preset value; when the driving mode is a second driving mode, the first opening threshold is a third preset value and the second opening threshold is a fourth preset value, wherein the power response demand corresponding to the first driving mode is higher than that of the second driving mode, and the first preset value is less than the third preset value and the second preset value is less than the fourth preset value.

[0015] In some embodiments, before controlling the output driving force of the vehicle drive actuator of the target vehicle based on the target driving torque, the vehicle driving force control method further includes: acquiring the driving wheel speed and non-driving wheel speed of the target vehicle; determining the driving wheel slip ratio of the target vehicle based on the driving wheel speed and the non-driving wheel speed; if the driving wheel slip ratio is greater than or equal to a preset slip ratio threshold, then performing torque reduction correction on the target driving torque based on the difference between the driving wheel slip ratio and the preset slip ratio threshold to obtain a corrected target driving torque; the step of controlling the output driving force of the vehicle drive actuator of the target vehicle based on the target driving torque includes: controlling the output driving force of the vehicle drive actuator based on the corrected target driving torque.

[0016] In some embodiments, the vehicle state parameters further include drive type information of the target vehicle; determining the drive slip boundary of the target vehicle based on the vehicle speed and the road surface adhesion coefficient includes: determining a target dynamic model from a plurality of preset candidate dynamic models based on the drive type information, wherein the target dynamic model is used to characterize the mapping relationship between the vertical load of the drive wheel corresponding to the drive type information and the vehicle speed and the road surface adhesion coefficient; determining the drive slip boundary based on the target dynamic model, the vehicle speed, the road surface adhesion coefficient, and preset vehicle parameters of the target vehicle, wherein the preset vehicle parameters are used to characterize the mass distribution, geometric dimensions, and aerodynamic characteristics of the target vehicle.

[0017] In some embodiments, the preset vehicle parameters include vehicle mass, wheelbase, center of gravity height, distance from center of gravity to front axle, distance from center of gravity to rear axle, frontal area, air density, rolling resistance coefficient, air drag coefficient, and lift coefficient. The drive type information includes rear-wheel drive, front-wheel drive, and four-wheel drive. The step of determining a target dynamic model from a set of preset candidate dynamic models based on the drive type information includes: if the drive type information indicates rear-wheel drive, then determining a first candidate dynamic model as the target dynamic model, wherein the first candidate dynamic model is used to determine the dynamic vertical load on the rear axle drive wheels based on the preset vehicle parameters. The dynamic vertical load of the rear axle drive wheel and the road adhesion coefficient are used to determine the drive slip boundary. If the drive type information is the front-wheel drive type, the second candidate dynamic model is determined as the target dynamic model. The second candidate dynamic model is used to determine the dynamic vertical load of the front axle drive wheel based on the preset vehicle parameters and to determine the drive slip boundary based on the dynamic vertical load of the front axle drive wheel and the road adhesion coefficient. If the drive type information is the four-wheel drive type, the target dynamic model is determined from the third and fourth candidate dynamic models based on the drive force distribution attributes of the target vehicle.

[0018] In some embodiments, determining the target dynamic model from a third candidate dynamic model and a fourth candidate dynamic model based on the driving force distribution attribute of the target vehicle includes: if the driving force distribution attribute is a variable distribution attribute, then the third candidate dynamic model is determined as the target dynamic model, wherein the variable distribution attribute characterizes the dynamic change of the front and rear axle driving force ratio of the target vehicle according to driving conditions, and the third candidate dynamic model is used to determine the total dynamic vertical load of the target vehicle's drive wheels based on the preset vehicle parameters, and to determine the drive slip boundary based on the total dynamic vertical load of the drive wheels and the road adhesion coefficient; if the driving force distribution attribute is a fixed distribution attribute, then the fourth candidate dynamic model is determined as the target dynamic model, wherein the fixed distribution attribute characterizes the driving force distribution ratio between the front and rear axles of the target vehicle as a preset fixed value, and the fourth candidate dynamic model is used to determine a first candidate slip boundary corresponding to the front axle drive wheel and a second candidate slip boundary corresponding to the rear axle drive wheel based on the preset vehicle parameters, and to determine the smaller value between the first candidate slip boundary and the second candidate slip boundary as the drive slip boundary.

[0019] In some embodiments, the vehicle driving force control method further includes: generating a three-dimensional pedal torque mapping table based on the target driving torque, wherein the three-dimensional pedal torque mapping table uses the vehicle speed as a first input dimension, the road surface adhesion coefficient as a second input dimension, the accelerator pedal opening as a third input dimension, and the target driving torque as an output dimension, and is used by the target vehicle to determine the target driving torque by looking up the table during vehicle operation.

[0020] In some embodiments, the step of obtaining the road surface adhesion coefficient includes: acquiring a road image captured by a vehicle-mounted camera; analyzing the road image using a preset image recognition model to determine the road type; determining the road surface adhesion coefficient according to a preset correspondence between road type and adhesion coefficient; or, acquiring a road surface mode selection command input by a user through an interactive interface; determining the road surface adhesion coefficient according to a preset adhesion coefficient value corresponding to the road surface mode selection command; or, acquiring the tire slip rate and wheel speed signals of the target vehicle during driving; processing the tire slip rate and wheel speed signals using a preset state estimation model to determine the road surface adhesion coefficient.

[0021] Secondly, this application also provides a vehicle driving force control device applied to a target vehicle, comprising: a data acquisition unit for acquiring vehicle state parameters of the target vehicle, wherein the vehicle state parameters include vehicle speed, road surface adhesion coefficient, and accelerator pedal opening; a boundary determination unit for determining a drive slip boundary of the target vehicle based on the vehicle speed and the road surface adhesion coefficient, wherein the drive slip boundary is used to characterize the driving force limit when the drive wheels of the target vehicle are in a critical state of slippage and non-slippage; a torque determination unit for determining a target driving torque based on the accelerator pedal opening and the drive slip boundary when the drive wheels of the target vehicle are in a non-slippage state, if the accelerator pedal opening is less than or equal to a first opening threshold; and a drive control unit for controlling the vehicle drive actuator of the target vehicle to output driving force based on the target driving torque.

[0022] Thirdly, this application also provides a vehicle, including: a memory and a processor, the processor being configured to implement the steps of the vehicle driving force control method described in the first aspect when executing a computer program stored in the memory.

[0023] Fourthly, this application also provides a computer-readable storage medium storing computer-executable instructions or a computer program, which, when executed by a processor, implement the steps of the vehicle driving force control method described in the first aspect.

[0024] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the vehicle driving force control method provided in the embodiments of this application.

[0025] In summary, this application first obtains vehicle state parameters such as vehicle speed, road surface adhesion coefficient, and accelerator pedal opening. Based on vehicle speed and road surface adhesion coefficient, it determines the drive slip boundary, extending the control basis of the driving force from the driver's pedal input to the vehicle's current driving state. Since the drive slip boundary characterizes the driving force limit when the drive wheels are in a critical state of slippage or non-slippage, the subsequent determination of the target driving torque can be calculated in conjunction with the vehicle's actual available driving force range, thus making the driving force control more consistent with the vehicle's current operating conditions. When the drive wheels are in a non-slippage state and the accelerator pedal opening is less than or equal to the first opening threshold, the target driving torque is determined based on the accelerator pedal opening and the drive slip boundary. Because the target driving torque is correlated with the drive slip boundary, within the driver's commonly used pedal opening range, the target driving torque can be adjusted according to changes in the drive slip boundary, matching the output driving force with the current road surface adhesion capability, thereby reducing the driving force... The possibility of the force exceeding the current road surface adhesion capacity is considered. Furthermore, this application does not correct the driving force after the drive wheels slip, but determines the target driving torque based on the drive slip boundary when the drive wheels are in a non-slipping state. That is, the driving force control is advanced to the target driving torque generation stage. Since the target driving torque is determined in conjunction with the drive slip boundary before output, it can reduce the situation where the drive wheels enter a slipping state due to the driving force exceeding the drive slip boundary, and can improve the rationality of the vehicle driving force output. Finally, based on the determined target driving torque, the vehicle drive actuator is controlled to output driving force, so that the output of the vehicle driving force corresponds to the vehicle speed, road surface adhesion coefficient and accelerator pedal opening, and remains related to the drive slip boundary. Since the driving force output is dynamically determined according to the current state of the vehicle, the vehicle driving force control can be more adaptable to different road surface adhesion conditions and vehicle operating states, and improve the adaptability and stability of the vehicle driving force control. In summary, the vehicle driving force control method provided in this application determines the driving slip boundary based on vehicle speed and road surface adhesion coefficient, and introduces the driving slip boundary to constrain the driving force during the target driving torque generation stage, so that the vehicle output driving force can match the current road surface adhesion capability, thereby reducing the possibility of driving wheel slippage and improving the adaptability and stability of vehicle driving force control. Attached Figure Description

[0026] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a vehicle driving force control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of a vehicle drive force control device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0027] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to the steps or units explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0028] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0029] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0030] Figure 1This is a flowchart illustrating a vehicle driving force control method provided in an embodiment of this application. The vehicle driving force control method provided in this embodiment is applied to a target vehicle, which is the controlled vehicle executing the vehicle driving force control method of this application. The target vehicle can be a new energy electric vehicle equipped with a drive motor or engine drive system and a vehicle control unit (VCU), and can include passenger vehicles with various drive types such as front-wheel drive, rear-wheel drive, and four-wheel drive; for example, see [link to example]. Figure 1 The vehicle driving force control method provided in this application embodiment may include the following steps 101 to 104: Step 101: Obtain the vehicle status parameters of the target vehicle.

[0031] The vehicle status parameters may include vehicle speed, road surface adhesion coefficient, and accelerator pedal opening.

[0032] In some examples, vehicle state parameters are a set of parameters that can characterize the current driving conditions, power input status and road driving environment of the target vehicle in real time. They can include three categories: vehicle speed, road surface adhesion coefficient, and accelerator pedal opening. Vehicle state parameters directly determine the adhesion limit and power output demand of the vehicle's drive wheels. They are the basis for realizing torque control based on slip boundary and balancing power output and driving stability. All parameters can be collected in real time or obtained through condition adaptation, and can accurately reflect the real-time driving status of the vehicle.

[0033] Vehicle speed is the real-time speed of the target vehicle, a state variable representing the vehicle's longitudinal movement, typically measured in kilometers per hour (km / h). Vehicle speed directly affects the aerodynamic lift and longitudinal weight transfer during vehicle movement, thereby altering the vertical load on the drive wheels and ultimately influencing the magnitude of the critical driving force for drive wheel slippage. It is a key dynamic parameter for calculating the drive slip boundary. Real-time rotational speed signals of the four wheels can be collected by vehicle wheel speed sensors and transmitted to the vehicle controller. The controller uses a built-in vehicle speed calculation algorithm, combined with wheel radius parameters, to calculate the real-time vehicle speed. The data acquisition frequency is consistent with the vehicle control frequency, enabling millisecond-level real-time updates. For example, if the target vehicle is traveling at a constant speed on a paved urban road, the wheel speed sensors will calculate the real-time speed to be 40 km / h.

[0034] The coefficient of adhesion is a dimensionless coefficient that characterizes the frictional adhesion between the road surface and the vehicle tires. Its value directly determines the maximum adhesion between the tires and the road surface and is an environmental parameter for determining whether the drive wheels slip. Different road materials and road conditions correspond to different coefficients of adhesion values. Dry, hard roads have higher coefficients of adhesion, while wet, slippery, and soft roads have lower coefficients of adhesion.

[0035] Accelerator pedal opening is a parameter that characterizes the driver's power input intention. It refers to the percentage of the current pedal travel relative to the maximum pedal travel, ranging from 0 to 100%. The size of the accelerator pedal opening directly reflects the driver's demand for vehicle power output. A larger opening indicates a stronger driving force demanded by the driver, serving as the input basis for target driving torque matching. The pedal travel signal can be collected in real time by the position sensor built into the accelerator pedal. The analog signal is converted into a digital signal and transmitted to the vehicle controller. After calculation, the controller obtains a precise accelerator pedal opening value, which can respond to the driver's pedal operation in real time. For example, if the driver lightly presses the accelerator pedal, without fully depressing it, the sensor will calculate an accelerator pedal opening of 30%, corresponding to the power demand of normal low-load driving.

[0036] For example, under the condition that the target vehicle is powered on and running normally and the vehicle controller is working normally, the wheel speed sensors collect the four-wheel speed signals in real time, and the built-in calculation algorithm accurately calculates the real-time vehicle speed. Simultaneously, the accelerator pedal position sensor collects the driver's pedal travel signal and calculates the real-time accelerator pedal opening. At the same time, the current road surface adhesion coefficient is collected according to a preset priority logic. The system first detects whether the driver has manually selected the road driving mode through the in-vehicle interaction system. If a manual mode selection command is detected, the preset road surface adhesion coefficient for the corresponding condition is retrieved. If no manual selection command is detected, the current road surface adhesion coefficient is estimated in real time through the vehicle dynamics model. If the estimation conditions are not met, the in-vehicle forward-facing camera collects the road image ahead, and the road surface type is determined by the image recognition model to match the corresponding preset adhesion coefficient.

[0037] By implementing step 101, the current operating status information of the vehicle is provided for the determination of the subsequent drive slip boundary and the calculation of the target drive torque. Since the acquired vehicle status parameters can reflect the vehicle's operating conditions, road surface adhesion conditions and the driver's driving force requirements, they can provide a more comprehensive state basis for subsequent drive force control and improve the matching degree between drive force control and the current operating status of the vehicle.

[0038] Step 102: Based on vehicle speed and road surface adhesion coefficient, determine the drive slip boundary of the target vehicle, wherein the drive slip boundary is used to characterize the driving force limit when the drive wheels of the target vehicle are in a critical state of slipping and not slipping.

[0039] In some examples, the drive slip boundary is the limit of driving force when the target vehicle's drive wheels are in a critical slip condition. This value is the dividing threshold between a stable driving state without slippage and a slipping and unstable driving state. When the actual output driving force of the vehicle is less than this limit, the drive wheels maintain stable adhesion to the road surface without slippage. When the actual output driving force of the vehicle is greater than this limit, the adhesion between the tires and the road surface cannot support the power output, and the drive wheels will experience instability conditions such as spinning and slippage. The drive slip boundary is not a fixed constant but changes dynamically with the vehicle's real-time driving state and road environment. It is mainly affected by two parameters: vehicle speed and road surface adhesion coefficient. It is the basis for achieving front-mounted active anti-slip and balancing vehicle power output and driving stability. The maximum road surface adhesion of the vehicle's drive wheels is determined by the road surface adhesion coefficient and the vertical load on the drive wheels, and the vertical load on the drive wheels changes with vehicle speed. The dynamic fluctuations are mainly influenced by the air lift and longitudinal weight transfer effects during vehicle operation. Therefore, the drive slip boundary can be a dynamic function relating vehicle speed and road adhesion coefficient. A corresponding dynamic calculation model can be defined based on the target vehicle's drive type. By inputting real-time vehicle speed, road adhesion coefficient, and preset vehicle parameters, the drive slip boundary value adapted to the current operating condition can be accurately calculated. For example, for a conventional rear-wheel-drive new energy vehicle, under the condition of uniform speed driving on a dry asphalt road, the current stable vehicle speed and high road adhesion coefficient parameters are collected and substituted into the corresponding rear-wheel-drive dynamic model to calculate the drive slip boundary under the current operating condition. If the vehicle travels to a wet and slippery road surface, the road adhesion coefficient decreases, and a smaller drive slip boundary value is obtained through real-time recalculation, adapting to the anti-skid control requirements of low-adhesion roads and limiting excessive power output from the source.

[0040] By implementing step 102, the drive slip boundary can characterize the driving force limit when the drive wheel is in the critical state of slipping and not slipping under the current working condition. Since the drive slip boundary takes into account the vehicle's operating state and road surface adhesion, it can provide a dynamic constraint basis for determining the target drive torque, so that the subsequent output drive force is more in line with the vehicle's current available adhesion, thereby reducing the possibility that the drive force exceeds the road surface adhesion.

[0041] Step 103: When the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is less than or equal to the first opening threshold, the target drive torque is determined based on the accelerator pedal opening and the drive slip boundary.

[0042] In some examples, the non-slip state is defined as the current adhesion state of the target vehicle's drive wheels. It refers to a driving condition in which the actual rotational linear velocity of the drive wheels matches the actual vehicle speed, and the tires maintain a stable and close adhesion to the road surface. There is no tire spinning or excessive slippage. In this state, the driving force output by the vehicle is always less than the drive slip boundary corresponding to the current condition. The road adhesion can fully support the vehicle's power output, and the vehicle's driving posture is stable. There are no slippage-related problems such as power vibration, lateral deviation, or acceleration jerking. This is the main condition for normal and smooth vehicle driving.

[0043] The first opening threshold is a critical opening value used to divide the accelerator pedal opening range. It is used to define the pedal opening range for normal and stable driving of the vehicle and serves as the boundary parameter between the anti-slip priority control range and the power transition control range. The value range of the first opening threshold can be set from 40% to 50%, which is suitable for most normal driving scenarios such as urban commuting, low-speed following, and smooth acceleration. The setting of this threshold is used to specifically constrain the low and medium throttle conditions that are frequently used in daily life. By limiting torque in advance at the slip boundary, the problem of drive wheel slippage under normal conditions is avoided from the source.

[0044] The target drive torque is the theoretical output torque value of the vehicle drive system calculated by the vehicle controller based on the driver's operating intention and the road surface adhesion limit conditions. It is the target command for controlling the operation of the vehicle drive actuators. The target drive torque is the optimal power output value adapted to the current driving conditions. It not only matches the driver's accelerator pedal operation intention and the vehicle's power output demand, but also strictly adheres to the current road surface drive slip boundary to avoid the risk of drive wheel slippage. It can maximize the utilization of road surface adhesion potential while ensuring vehicle drive stability, and take into account both driving smoothness and power performance.

[0045] The process of determining the target driving torque based on accelerator pedal opening and drive slip boundary assumes that the drive wheels are not slipping and the accelerator pedal opening is within the normal range. Instead of relying solely on accelerator pedal opening for torque calibration, it uses the real-time drive slip boundary as a hard constraint and combines it with the driver's pedal operation requirements to solve for the target driving torque. This logic abandons the traditional single mode of calibrating torque based solely on pedal opening and vehicle speed, and incorporates the road surface adhesion limit into the torque calculation process in advance. It can achieve a two-way match between power demand and anti-slip constraint, solving the technical problems of easy slippage under normal operating conditions and the inability to balance power and stability from an algorithmic perspective. The drive slip boundary can be used as the upper limit benchmark for power output, and the real-time torque output can be adjusted linearly or non-linearly according to the size of the accelerator pedal opening to ensure that the target driving torque under any normal opening will not exceed the limit range that the road surface adhesion can bear.

[0046] For example, firstly, it can be determined whether the vehicle's drive wheels are in a stable driving state without slippage. Assuming the drive wheels are stably attached to the road surface and there is no slippage or spinning, a preset first opening threshold parameter is retrieved, and the real-time collected accelerator pedal opening is compared with the first opening threshold. When the accelerator pedal opening is detected to be less than or equal to the first opening threshold, it is determined that the vehicle is currently in a normal, stable driving condition, and there is no need to release maximum power, prioritizing driving anti-slip stability. Subsequently, the real-time updated drive slip boundary value is retrieved, combined with the accelerator pedal opening signal input by the current driver, and through a preset conventional range torque calculation logic, using the pedal opening as the basis for power adjustment and the drive slip boundary as the maximum power constraint limit, the target drive torque adapted to the current road conditions, vehicle conditions, and driving intentions is accurately calculated.

[0047] By implementing step 103, the target driving torque can be dynamically adjusted according to the driving slip boundary, which can make the driving force output more in line with the current road surface adhesion under the driver's usual acceleration conditions, reduce the situation where the driving wheels slip due to excessive driving force, and improve the rationality of driving force output.

[0048] Step 104: Based on the target driving torque, control the vehicle drive actuator of the target vehicle to output driving force.

[0049] In some examples, a vehicle drive actuator is a hardware actuator in the target vehicle that receives vehicle control commands and actually outputs driving power, serving as the terminal component for vehicle power output. A vehicle drive actuator may include a drive motor and a matching power transmission mechanism, capable of accurately outputting the corresponding drive torque according to torque control commands, thereby converting it into driving force for vehicle movement. The vehicle drive actuator can respond to torque commands issued by the vehicle controller in real time, possessing high-precision and fast-response power adjustment characteristics, and is the hardware carrier for achieving precise torque delivery and dynamic control of the vehicle's driving force.

[0050] For example, the vehicle controller parses and encapsulates the target drive torque determined under the current operating conditions, generating standardized torque control commands adapted to the vehicle drive actuator hardware protocol. These commands are then transmitted to the target vehicle's drive actuators via the vehicle bus system. Upon receiving the torque control commands, the vehicle drive actuators adjust their operating state in real time, precisely outputting mechanical torque that matches the target drive torque. This torque is transmitted through the vehicle's transmission system and ultimately acts on the vehicle's drive wheels, transforming into a longitudinal driving force that propels the vehicle. During normal vehicle operation, the vehicle controller continuously and dynamically updates the target drive torque value and synchronously updates the control commands sent to the drive actuators in real time, ensuring that the drive force output by the drive actuators always adapts to the current vehicle speed, road surface adhesion, and the driver's pedal operation intentions. This execution process strictly relies on the target torque output power constrained by the slip boundary, ensuring that the drive force remains within the safe range that the road surface adhesion can bear when the vehicle is driving within the normal opening range. This ensures stable drive wheel adhesion while precisely responding to the driver's acceleration needs.

[0051] By implementing step 104, the vehicle driving force is output according to the target driving torque. Since the target driving torque has been determined in combination with the current operating state of the vehicle and the driving slip boundary, the driving force output by the drive actuator can match the current operating condition of the vehicle, thereby improving the adaptability and stability of the vehicle driving force control and helping to improve the driving stability of the vehicle.

[0052] In summary, this application first obtains vehicle state parameters such as vehicle speed, road surface adhesion coefficient, and accelerator pedal opening. Based on vehicle speed and road surface adhesion coefficient, it determines the drive slip boundary, extending the control basis of the driving force from the driver's pedal input to the vehicle's current driving state. Since the drive slip boundary characterizes the driving force limit when the drive wheels are in a slip-off or non-slipping state, the subsequent determination of the target driving torque can be calculated in conjunction with the vehicle's actual available driving force range, thus making the driving force control more consistent with the vehicle's current operating conditions. When the drive wheels are in a non-slipping state and the accelerator pedal opening is less than or equal to a first opening threshold, the target driving torque is determined based on the accelerator pedal opening and the drive slip boundary. Because the target driving torque is correlated with the drive slip boundary, within the driver's commonly used pedal opening range, the target driving torque can be adjusted according to changes in the drive slip boundary, matching the output driving force with the current road surface adhesion capability, thereby reducing... The possibility of driving force exceeding the current road surface adhesion capability is addressed. Furthermore, this application does not correct the driving force after the drive wheels slip, but rather determines the target driving torque based on the drive slip boundary when the drive wheels are not slipping. This means driving force control is initiated at the target driving torque generation stage. Since the target driving torque is determined in conjunction with the drive slip boundary before output, it reduces the likelihood of the drive wheels slipping due to the driving force exceeding the drive slip boundary, thus improving the rationality of the vehicle's driving force output. Finally, based on the determined target driving torque, the vehicle's drive actuator outputs driving force, making the vehicle's driving force output correspond to vehicle speed, road surface adhesion coefficient, and accelerator pedal opening, and maintain a correlation with the drive slip boundary. Because the driving force output is dynamically determined based on the vehicle's current state, it allows the vehicle's driving force control to better adapt to different road surface adhesion conditions and vehicle operating states, improving the adaptability and stability of the vehicle's driving force control. In summary, the vehicle driving force control method provided in this application determines the driving slip boundary based on vehicle speed and road surface adhesion coefficient, and introduces the driving slip boundary to constrain the driving force during the target driving torque generation stage, so that the vehicle output driving force can match the current road surface adhesion capability, thereby reducing the possibility of driving wheel slippage and improving the adaptability and stability of vehicle driving force control.

[0053] In some embodiments, determining the target drive torque based on the accelerator pedal opening and the drive slip boundary may include: determining a slip limit reference torque based on the accelerator pedal opening and the drive slip boundary; reducing the slip limit reference torque based on a first safety factor to obtain a candidate target torque; obtaining the upper limit value of the drive torque of the power system of the target vehicle at the aforementioned vehicle speed; reducing the upper limit value of the drive torque based on a second safety factor to obtain a safe value of the drive torque; and determining the smaller value between the candidate target torque and the safe value of the drive torque as the target drive torque.

[0054] In some examples, the slip limit reference torque is an initial reference torque value calculated jointly based on the current accelerator pedal opening and the drive slip boundary. This torque perfectly matches the road adhesion limit constraints and the driver's operating intention, and is the original torque reference that takes into account both the anti-slip boundary and power demand, without undergoing safety factor attenuation correction. The slip limit reference torque is set at the critical driving force at which the drive wheels do not slip, and is matched and output in combination with the power demand of the driver pressing the accelerator pedal. It can accurately reflect the theoretical optimal anti-slip reference power under the current road conditions and operating conditions, and provide a basis for subsequent torque safety correction calculations. For example, when the target vehicle is driving on a wet and slippery road surface, the critical driving force at the wheel end corresponding to the drive slip boundary is a fixed value. By matching and calculating with the current 30% accelerator pedal opening, the corresponding slip limit reference torque under the current operating conditions can be obtained. This torque is the theoretical reference torque that can be output under the current road anti-slip conditions.

[0055] The first safety factor is a proportional coefficient used to attenuate and correct the slip limit reference torque. It is dimensionless and its value is greater than 0 and less than or equal to 1, with a preferred value range of 0.9 to 0.95. The purpose of setting the first safety factor is to reserve a safety margin for road surface adhesion, offset interference factors such as vehicle dynamics calculation errors, minor road surface fluctuations, and tire condition deviations, and avoid slight slippage caused by the theoretical critical torque output being close to the slippage boundary, thereby further improving the stability of vehicle driving.

[0056] The candidate target torque is the anti-slip priority torque value after correction by the first safety factor. It is the preliminary effective torque value that meets the road surface adhesion safety requirements. This torque is safely attenuated based on the slip limit reference torque and is completely within the safe range of the current road surface adhesion capability. It can completely avoid the risk of drive wheel slippage. It only optimizes and corrects the anti-slip constraint of the road surface and does not consider the output limit constraint of the vehicle's power system hardware. For example, when the first safety factor is calibrated to 0.95, the calculated slip limit reference torque is multiplied by 0.95 to slightly attenuate the reference torque to obtain the candidate target torque, reserving a 5% anti-slip safety margin to avoid the risk of slippage under critical conditions. For another example, if the current slip limit reference torque is 200 Nm and the first safety factor is calibrated to 0.9, then a candidate target torque of 180 Nm is obtained through calculation.

[0057] The upper limit of the driving torque of the power system of the target vehicle at the aforementioned vehicle speed is the maximum theoretical torque value that the vehicle's driving power system can output under the current real-time vehicle speed conditions. This value can be determined by the external characteristic curve of the drive motor or engine, taking into account the speed ratio and transmission efficiency of the transmission system, and is mapped to the wheel end to obtain the limit torque capability, reflecting the upper limit of the vehicle's power hardware output. It is not related to the road adhesion conditions, but is determined only by the characteristics of the power system hardware and the real-time vehicle speed. For example, if the real-time speed of the target vehicle is 40 kilometers per hour, the vehicle controller retrieves the pre-stored power characteristic MAP chart and finds that the upper limit of the maximum driving torque that the power system can output at this speed is 220 Nm.

[0058] The second safety factor is a proportional coefficient used to attenuate and correct the upper limit of the driving torque of the power system. It is dimensionless and its value is greater than 0 and less than 1. It is mainly used to optimize the linearity of the pedal torque output, avoid problems such as sudden power changes and harsh output caused by the power output approaching the hardware limit, and at the same time reserve a safety margin for the power hardware to protect core components such as the drive motor and transmission structure. For example, the second safety factor can be calibrated as 0.85.

[0059] The safe driving torque value is the power hardware safety torque value after correction by the second safety factor. It represents the maximum output torque that balances power output smoothness and hardware safety at the current vehicle speed. This torque value is only constrained by the power system hardware capability and is independent of the road surface adhesion slippage boundary. It is used to avoid power hardware overload and optimize pedal power linearity. It forms a dual constraint mechanism with the candidate target torque. The safe driving torque value can be obtained by multiplying the upper limit of the power system driving torque corresponding to the current vehicle speed by the second safety factor. For example, if the upper limit of the driving torque corresponding to the current vehicle speed is 220 Nm and the second safety factor is 0.85, the calculated safe driving torque value is 187 Nm. This value is the upper limit of safe power output allowed by the hardware at the current vehicle speed.

[0060] The candidate target torque represents the maximum safe torque allowed by the road surface adhesion conditions, while the safe driving torque value represents the maximum smooth torque allowed by the power hardware system. By taking the minimum of the two, multiple requirements such as road surface anti-skid safety, power hardware protection, and pedal output smoothness can be met simultaneously, avoiding performance defects caused by a single constraint. For example, when the candidate target torque is 180 Nm and the safe driving torque value is 187 Nm, the smaller value of 180 Nm is selected as the final target driving torque to prioritize road surface anti-skid stability. When the candidate target torque is 200 Nm and the safe driving torque value is 180 Nm, 180 Nm is selected as the final target driving torque to prioritize power hardware safety and output smoothness.

[0061] For example, firstly, based on the real-time collected accelerator pedal opening and the real-time solved drive slip boundary, the slip limit reference torque corresponding to the current operating condition can be calculated. This torque accurately matches the driver's power input intention and the road surface adhesion anti-slip critical condition. Then, a pre-calibrated first safety factor is retrieved to attenuate and correct the slip limit reference torque, resulting in a candidate target torque that meets the road surface adhesion safety requirements. Simultaneously, based on the vehicle's current real-time speed, pre-stored power system external characteristic mapping data is retrieved to obtain the upper limit value of the drive torque corresponding to the power system at that speed. This upper limit value is then attenuated and optimized using a pre-calibrated second safety factor to obtain a safe drive torque value that balances power output linearity and hardware protection capabilities. Finally, the vehicle controller compares the candidate target torque with the safe drive torque value, selects the smaller of the two torque values, and determines this value as the final target drive torque.

[0062] By implementing the above embodiments, the target driving torque is simultaneously constrained by both tire adhesion and power system output capabilities, thereby preventing the target driving torque from exceeding either limit and facilitating a further balance between vehicle power output and driving stability.

[0063] In some embodiments, the aforementioned determination of the slip-limiting reference torque based on the accelerator pedal opening and the drive slip boundary may include: determining a base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle; generating a torque adjustment coefficient based on the ratio of the accelerator pedal opening to a first opening threshold and a first preset shape factor, wherein the first preset shape factor is used to control the response curve shape of the target drive torque as the accelerator pedal opening increases from 0 to the first opening threshold; and determining the slip-limiting reference torque based on the product of the base torque value and the torque adjustment coefficient.

[0064] In some examples, the wheel rolling radius is the vertical distance between the center of rotation of the target vehicle's drive wheel and the contact point with the ground under normal load rolling conditions. It is a fixed inherent parameter of the vehicle's tire structure. The wheel rolling radius is a benchmark parameter for converting the units of driving force and driving torque. It can accurately convert the ultimate driving force at the tire end of the road surface into a torque value that the drive system can recognize. It is a key parameter connecting the vehicle dynamics driving force model and the electronic torque control logic. For example, the wheel rolling radius of a conventional family new energy vehicle is calibrated as 0.3 meters.

[0065] The base torque value is an initial limit torque benchmark calculated based on the driving slip boundary and the wheel rolling radius. It represents the maximum theoretical torque limit that the vehicle's driving wheels can withstand without slipping under the current vehicle speed and road adhesion coefficient conditions. The base torque value is entirely determined by the road adhesion limit and the inherent parameters of the vehicle's tires, without incorporating the driver's pedal operation intentions. It is obtained by converting the limit driving force corresponding to the driving slip boundary and the wheel rolling radius, strictly based on the vehicle dynamics force-torque conversion mechanism. For example, if the limit driving force corresponding to the driving slip boundary under the current operating conditions is 5000 Nm and the wheel rolling radius is 0.3 m, the corresponding base torque value can be calculated as 1500 Nm, which is the maximum theoretical torque that will not trigger slippage under the current road conditions.

[0066] The ratio of accelerator pedal opening to the first opening threshold is a dimensionless proportional parameter that normalizes the driver's pedal operation depth. It is used to quantify the relative position of the current pedal opening within the normal anti-slip control range. This ratio can standardize the pedal travel from 0 to the first opening threshold, eliminating calculation deviations caused by differences in the opening threshold calibration of different vehicle models, and making the torque adjustment ratio adaptable to the normal driving range of various vehicle models. For example, if the preset first opening threshold is 50% and the vehicle's real-time accelerator pedal opening is 25%, the calculated ratio of the two is 0.5, which means that the current pedal opening is at the halfway point of the normal anti-slip range.

[0067] The first preset shape factor is a dimensionless calibration parameter used to adjust the torque response characteristics of the normal pedal range. Its value ranges from greater than 0 to less than or equal to 1. It is used to change the shape of the torque response curve throughout the entire process of the accelerator pedal opening from 0 to the first opening threshold. It can achieve linear or non-linear flexible output of pedal torque, and finely adapt to different driving feel and power response styles without changing the upper limit of anti-slip torque. For example, when the first preset shape factor is 1, the torque in the normal range increases linearly and uniformly with the pedal opening. When the first preset shape factor is 0.8, the torque growth in the low opening range is more gradual, effectively improving the smoothness of driving at low speeds and during smooth acceleration.

[0068] The torque adjustment coefficient is a dimensionless correction coefficient that adapts to the current pedal operation depth and preset power response characteristics. It is used to dynamically adjust the base torque value to achieve a precise match between the driver's pedal intention and the anti-slip reference torque. It can be generated by combining the relative position of the pedal opening and the curve adjustment characteristics. It determines the torque release ratio under different pedal openings. For example, if the base torque value of the vehicle under the current operating condition is 200 Nm, the torque adjustment coefficient obtained is 0.7. Multiplying the two together gives a slip limit reference torque of 140 Nm, which is used as the initial torque reference for subsequent safety corrections.

[0069] By implementing the above embodiments, the drive slip boundary is converted into a basic torque value, and a torque adjustment coefficient is generated by combining the ratio of the accelerator pedal opening to the first opening threshold and the first preset shape factor. This allows the target drive torque to not only be limited by the drive slip boundary, but also to continuously change according to the driver's pedal input. It can obtain a smoother drive force output that conforms to the driver's intention within the commonly used pedal opening range, reducing the risk of drive wheel slippage while taking into account the vehicle's power response performance.

[0070] In some embodiments, the aforementioned generation of the torque adjustment coefficient based on the ratio of the accelerator pedal opening to a first opening threshold and a first preset shape factor may include: using the ratio of the accelerator pedal opening to the first opening threshold as the base and the first preset shape factor as the exponent, performing a power operation to obtain the torque adjustment coefficient, wherein the value of the first preset shape factor is greater than 0 and less than or equal to 1.

[0071] In some examples, using the normalized relative pedal opening as the calculation base can eliminate parameter adaptation deviations caused by different vehicle models and different calibration thresholds, ensuring the uniformity of the torque adjustment benchmark. Simultaneously, using a first preset shape factor as a fixed calculation exponent, the rate of torque increase with pedal opening is changed through a power function calculation mechanism, thereby precisely controlling the shape of the power response curve in the vehicle's normal driving range. The first preset shape factor is limited to a value greater than 0 and less than or equal to 1. This value range ensures that the torque adjustment coefficient monotonically increases with increasing pedal opening throughout the entire range, avoiding power drop or sudden power changes. Under unreasonable operating conditions, the continuity and smoothness of the vehicle's power output are ensured. For example, if the vehicle's preset first opening threshold is calibrated to 50%, and the accelerator pedal opening collected during real-time driving is 25%, the calculated ratio of the accelerator pedal opening to the first opening threshold is 0.5. If the current vehicle's preset first shape factor is calibrated to 0.8, a power operation is performed with 0.5 as the base and 0.8 as the exponent to obtain the corresponding torque adjustment coefficient. When the first preset shape factor is 1, the power operation result is completely consistent with the pedal opening ratio, and the vehicle's power output exhibits standard linear response characteristics, adapting to conventional power output requirements.

[0072] For example, the target driving torque and pedal opening exhibit a linear or non-linear relationship, while the upper limit of torque output is constrained by the slip boundary. The corresponding calculation formula is: (1) In the formula, The final target driving torque is to be solved. As the first safety factor, This represents the drive slip boundary under the current operating conditions. The radius of the wheel's rolling motion. The accelerator pedal opening is collected in real time from the vehicle. The first opening threshold, The first preset shape factor, As the second safety factor, This represents the theoretical upper limit of the driving torque of the power system at the current vehicle speed.

[0073] Through the implementation of the above embodiments, the torque adjustment coefficient is generated by performing a power function nonlinear transformation on the accelerator pedal opening ratio, and the response curve shape of the target driving torque is controlled by the first preset shape factor, so that the vehicle driving force can achieve a smoother or more sensitive response according to different pedal openings. This avoids the problem of excessively fast or slow growth of driving force at low openings caused by traditional linear response, which is beneficial to balancing driving comfort and driving stability.

[0074] In some embodiments, determining the base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle may include: determining the slip limit torque based on the product of the drive slip boundary and the wheel rolling radius; and determining the smaller of the slip limit torque and the upper limit of the drive torque as the base torque value.

[0075] In some examples, the slip limit torque is the maximum permissible torque at the wheel end calculated entirely based on the road surface adhesion limit conditions. This parameter is determined by both the drive slip boundary and the wheel rolling radius, and is the limit torque value that is only subject to the road surface anti-skid constraints. For example, if the drive slip boundary calculated under the current operating conditions of the target vehicle is 4500 Nm and the vehicle's preset wheel rolling radius is 0.3 m, the corresponding slip limit torque of 1350 Nm can be obtained by multiplying the two.

[0076] The slip limit torque represents the maximum safe torque allowed by the road surface environment, while the upper limit of the drive torque represents the maximum theoretical torque that the power hardware can output at the current vehicle speed. By taking the minimum of the two, the technical defects caused by a single constraint can be avoided. This prevents the drive wheels from slipping due to excessive torque exceeding the road surface adhesion capacity, and also avoids problems such as abnormal power output and hardware overload damage caused by torque requests exceeding the load-bearing capacity of the power system hardware. For example, when the slip limit torque is 180 Nm and the upper limit of the drive torque corresponding to the current vehicle speed is 200 Nm, the smaller 180 Nm is selected as the base torque value to prioritize meeting the road surface anti-skid requirements. When the slip limit torque is 220 Nm and the upper limit of the drive torque corresponding to the current vehicle speed is 200 Nm, 200 Nm is selected as the base torque value to prioritize matching the output limit of the power hardware and ensure the stable operation of the power system.

[0077] For example, the complete calculation of the base torque and the target driving torque can be completed through a two-level formula hierarchy. The corresponding hierarchical calculation formulas are as follows: (2) (3) In the formula, Based on the base torque value, To drive the slip boundary, The inherent limit of the vehicle's powertrain torque, regardless of vehicle speed. It is the final target driving torque with the real-time accelerator pedal opening as the independent variable. As the first safety factor, It is the real-time accelerator pedal opening. The first opening threshold is used as the basis for dividing the two values ​​to obtain the normalized relative pedal opening, which is then used as the base for the exponentiation operation. The first preset shape factor is used as the exponential factor to control the nonlinear response curve of the torque. As the second safety factor, This refers to the upper limit of the drive torque of the powertrain, which varies with real-time vehicle speed.

[0078] By implementing the above embodiments, the slip limit torque calculated based on the drive slip boundary is compared with the upper limit value of the drive torque of the power system, and the smaller value is determined as the base torque value. This ensures that the base torque value simultaneously meets the limitations of tire adhesion and power system capability, thereby avoiding subsequent target drive torque calculations that are based on exceeding the actual output capability of the vehicle or the tire adhesion capability, thus improving the reliability of drive force control.

[0079] In some embodiments, the aforementioned vehicle driving force control method may further include: when the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is greater than a first opening threshold and less than or equal to a second opening threshold, then obtaining the target driving torque corresponding to the accelerator pedal opening being equal to the first opening threshold, as a first reference torque; obtaining the upper limit value of the power system driving torque of the target vehicle at the vehicle speed, as a second reference torque; determining relative position parameters based on the accelerator pedal opening, the first opening threshold, and the second opening threshold; performing a nonlinear transformation on the relative position parameters based on a second preset shape factor to obtain a transition weight coefficient, wherein the second preset shape factor is used to control the transition curve shape of the target driving torque during the process of the accelerator pedal opening increasing from the first opening threshold to the second opening threshold; and weighting and fusing the first reference torque and the second reference torque based on the transition weight coefficient to obtain the target driving torque.

[0080] In some examples, the second opening threshold is a critical pedal opening parameter used to divide the vehicle's power transition control range and the extreme power output range. It is a fixed threshold parameter pre-calibrated within the vehicle controller. The second opening threshold is greater than the first opening threshold. Together, they divide the complete accelerator pedal travel into three control areas: the normal anti-slip range, the power transition range, and the extreme performance range. Based on the unified setting of vehicle power performance and driving experience requirements, the value range of the second opening threshold is 75% to 85%. For example, if the second opening threshold is calibrated to 80%, when the accelerator pedal opening is in the range of 50% to 80%, the vehicle enters the power transition control logic to achieve a smooth switch between anti-slip constraints and power output.

[0081] The first reference torque is the target driving torque calculated when the accelerator pedal opening is exactly equal to the first opening threshold. It is the lower limit reference torque for calculating the torque in the power transition zone. This torque value is the maximum safe torque that can be output in the normal anti-slip zone. It has been fully corrected by slip boundary constraints and safety factors, and has the best anti-slip stability characteristics. As the starting reference for torque ramp-up in the transition zone, it ensures that there is no torque gap or sudden power change during the zone transition. For example, if the first opening threshold is calibrated to 50%, when the vehicle is driving smoothly and the pedal opening is stable at 50%, the calculated output steady-state torque of 190 Nm is the first reference torque, which provides the starting reference for subsequent torque interpolation calculations in the transition zone.

[0082] The second reference torque is the upper limit of the driving torque that the power system can output at the current real-time speed of the target vehicle. It is the upper limit benchmark torque for calculating the torque in the power transition range. This torque value is determined only by the external characteristics of the power system hardware and the real-time vehicle speed, and is not constrained by the road slip boundary. It represents the vehicle's limit power output capability at the current speed and serves as the termination benchmark for torque ramp-up in the transition range, used to achieve a gradual transition from anti-slip safety torque to the hardware's limit power. For example, if the vehicle's real-time speed is 60 km / h, the controller looks up the table to obtain the power system's limit output torque at this speed as 240 Nm, which is the second reference torque for the current operating condition.

[0083] The relative position parameter is a dimensionless normalized parameter used to characterize the relative position of the real-time accelerator pedal opening within the transition range. It can quantify the progress of the pedal opening from the first opening threshold to the second opening threshold. This parameter can eliminate the influence of different threshold calibration values ​​on the transition calculation logic, unify the benchmark scale for weight calculation within the transition range, and ensure the consistency of torque transition logic under different operating conditions and different calibration parameters.

[0084] The second preset shape factor is a dimensionless calibration parameter used to adjust the shape of the torque ramp-up curve in the transition range. Its value ranges from greater than 0 to less than or equal to 1. This parameter specifically corresponds to the power transition stage when the pedal opening increases from the first opening threshold to the second opening threshold. It can change the rate of torque growth as the pedal opening increases, and can achieve smooth or agile power characteristics according to the overall vehicle tuning requirements. Without changing the upper and lower limit benchmarks of torque, it can finely optimize the power response quality in the mid-opening range. For example, the smaller the value of the second preset shape factor, the smoother the torque ramp-up in the early stage of the transition range, and the better the driving comfort. When the value approaches 1, the torque in the transition range increases almost linearly, and the power response is more direct.

[0085] The transition weight coefficient is a dimensionless weight parameter obtained after nonlinear transformation by the second preset shape factor. It is used to characterize the proportion of the second reference torque in the fused torque. This coefficient is generated by the relative position of the pedal and the shape factor to achieve nonlinear smooth interpolation of the torque in the transition range. This avoids the problem of abrupt power transition and jarring feel caused by conventional linear interpolation, ensuring a continuous and smooth torque switching process. It can be obtained by solving the relative position parameter through a power function nonlinear transformation. For example, when the pedal opening just enters the transition range, the transition weight coefficient is small, and the torque is closer to the first reference torque, prioritizing driving stability. When the pedal opening approaches the second opening threshold, the transition weight coefficient approaches 1, and the torque is completely close to the second reference torque, fully releasing the vehicle's power performance. For another example, when the transition weight coefficient is 0.3, the fused torque is mainly based on the first reference torque and supplemented by the second reference torque, releasing power slightly. When the transition weight coefficient is 0.8, the fused torque is mainly based on the second reference torque, releasing power performance significantly, achieving a gradual power switching effect.

[0086] Through the implementation of the above embodiments, a weighted fusion mechanism between the first reference torque and the second reference torque is introduced for the pedal area between the first opening threshold and the second opening threshold. The transition curve is controlled by the second preset shape factor, so that the vehicle driving force can smoothly transition from the driving force limited by the slip boundary to the maximum output capacity of the power system. This can avoid sudden changes in driving force, improve the continuity of power output, and take into account both driving stability and power release requirements.

[0087] In some embodiments, determining the relative position parameter based on the accelerator pedal opening, a first opening threshold, and a second opening threshold may include: obtaining a first difference between the accelerator pedal opening and the first opening threshold; obtaining a second difference between the second opening threshold and the first opening threshold; and determining the ratio of the first difference to the second difference as the relative position parameter.

[0088] In some examples, the first difference is the numerical difference between the real-time accelerator pedal opening of the target vehicle and a preset first opening threshold. This value characterizes the degree of deviation of the current pedal operation position relative to the upper limit of the normal anti-slip zone. This difference directly reflects the extent to which the driver depresses the accelerator pedal beyond the normal stable driving range. The second difference is a fixed numerical difference between a preset second opening threshold and a preset first opening threshold. This value characterizes the total opening span of the complete power transition zone and serves as a benchmark fixed parameter defining the range of the pedal transition zone. By using the ratio of the real-time dynamic difference to the fixed interval span, any pedal opening position can be transformed into a standardized dimensionless parameter in the 0-1 range. This eliminates calculation deviations caused by differences in opening threshold calibration across different vehicle models and driving modes, unifies the calculation benchmark for transition weights under all operating conditions, and ensures the algorithm's universality and operating condition adaptability for the torque transition curve.

[0089] For example, the target driving torque within the power transition range is fitted smoothly using a nonlinear weighted interpolation method, and the corresponding precise calculation formula is: (4) In the formula, The final target drive torque corresponding to the real-time pedal opening during the transition range. This is the first reference torque corresponding to when the pedal opening equals the first opening threshold. The accelerator pedal opening is collected in real time from the vehicle. The first opening threshold, This is the second opening threshold. For the second preset shape factor, The upper limit of the driving torque of the power system corresponding to the current real-time vehicle speed is the second reference torque corresponding to the upper limit of the torque in the transition range. When the second preset shape factor is 1, the torque in the transition range increases linearly and uniformly with the pedal opening, and the power transition effect is direct and linear with high response consistency. When the second preset shape factor is less than 1, the torque growth shows a non-linear characteristic of being flat in the early stage and rapidly rising in the later stage, which can effectively weaken the problem of power sudden change and acceleration jerking in the middle opening range.

[0090] By implementing the above embodiments, the relative position parameters are determined by the first difference between the accelerator pedal opening and the first opening threshold and the second difference between the two opening thresholds, so that the target driving torque can be continuously changed in the transition zone according to the pedal position. This ensures that the driving force output corresponding to different pedal openings is continuous and reduces the impact on vehicle driving smoothness caused by discontinuous changes in the target driving torque.

[0091] In some embodiments, the aforementioned vehicle driving force control method may further include: when the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is greater than a second opening threshold, then determining the second reference torque as the target driving torque.

[0092] In some examples, when the accelerator pedal opening exceeds the second opening threshold, it indicates that the driver has high-intensity power demands such as rapid acceleration, high-speed overtaking, and heavy-load hill climbing. At this time, the pre-restrictive torque adjustment logic based on the road slip boundary is completely removed. The anti-slip torque limiting strategy in the normal range and the weighted smoothing strategy in the transition range are no longer used. The torque output is directly based on the limit capacity of the power system corresponding to the current vehicle speed. Under the premise of ensuring basic driving safety, the vehicle's power reserve can be maximized, taking into account both daily driving stability and power performance under extreme conditions.

[0093] For example, when it is determined that the accelerator pedal opening is greater than the second opening threshold and the drive wheels are in a non-slipping state, the second reference torque corresponding to the current vehicle speed is directly retrieved, and this torque value is directly assigned as the final target drive torque. There is no need to perform slip boundary calculations, coefficient corrections, and weighted fusion calculations. The control logic is simple, efficient, and has a faster response speed. For example, if the second opening threshold of the vehicle's overall parameters is 80%, and the vehicle is driving stably on a dry paved road with the drive wheels in a non-slipping state throughout the journey, when the driver deeply depresses the accelerator pedal, causing the real-time accelerator pedal opening to reach 85%, it is determined that the current pedal opening exceeds the second opening threshold and enters the performance power output range. The vehicle controller queries the power system external characteristic data based on the current real-time vehicle speed to obtain the corresponding second reference torque, and directly determines this value as the target drive torque, so that the vehicle can fully release the hardware limit power, achieve strong acceleration response, and meet the needs of intense driving scenarios such as overtaking and acceleration.

[0094] Through the implementation of the above embodiments, when the accelerator pedal opening exceeds the second opening threshold, the second reference torque corresponding to the upper limit of the power system driving torque is directly used as the target driving torque, so that the vehicle can fully release the output capability of the power system when the driver has a high power demand, thereby taking into account the high power performance demand. At the same time, since this control strategy is only applied to the condition of large pedal opening, it can take into account both driving performance and driving stability under daily conditions.

[0095] In some embodiments, the aforementioned vehicle driving force control method may further include: if the driving mode of the target vehicle is a first driving mode, then the first opening threshold is a first preset value and the second opening threshold is a second preset value; when the driving mode is a second driving mode, the first opening threshold is a third preset value and the second opening threshold is a fourth preset value, wherein the power response demand corresponding to the first driving mode is higher than that of the second driving mode, and the first preset value is less than the third preset value and the second preset value is less than the fourth preset value.

[0096] In some examples, the first driving mode is the high-power response demand driving mode corresponding to the target vehicle. In this mode, the vehicle's power output style is more aggressive, prioritizing the response to the driver's acceleration intention and releasing the vehicle's power performance in advance. The tuning focus of the first driving mode is to improve the power response speed and acceleration feel, adapting to driving scenarios with high power response requirements such as overtaking, rapid acceleration, and dynamic driving. For example, the first driving mode specifically corresponds to the vehicle's sport driving mode. After the driver switches to sport driving mode through the vehicle's central control interface, the vehicle controller determines that the vehicle is currently running in the first driving mode and activates the aggressive power tuning logic. The second driving mode is a low-power response driving mode corresponding to the target vehicle. In this mode, the vehicle's power output style is smoother and gentler, prioritizing vehicle driving stability, comfort, and smoothness, while weakening aggressive power output. The tuning focus of the second driving mode is to suppress abrupt power changes and extend the anti-slip stability control range, adapting to normal comfort conditions such as city driving, low-speed cruising, and smooth driving on slippery roads. For example, the second driving mode specifically corresponds to the vehicle's comfort driving mode. The vehicle defaults to operating in comfort driving mode when powered on, and the vehicle controller executes a stability-priority power control logic based on this mode.

[0097] The first preset value is the first opening threshold value corresponding to the vehicle operating in the first driving mode. The first preset value is generally set to a small value, which can shorten the opening range of the normal anti-slip zone, allowing the vehicle to leave the pure anti-slip constraint condition earlier and enter the power transition zone in advance, adapting to the high power response requirements of the first driving mode; for example, the first preset value is set to 40%.

[0098] The second preset value is the second opening threshold calibration value corresponding to the vehicle running in the first driving mode. A smaller second preset value can shorten the opening span of the power transition range, allowing the vehicle to complete the anti-slip constraint release process faster and enter the full power output performance range earlier, further enhancing the acceleration response characteristics in high power mode; for example, the second preset value is calibrated to 75%.

[0099] The third preset value is the first opening threshold calibration value corresponding to the vehicle running in the second driving mode. The third preset value is greater than the first preset value, which can effectively extend the normal anti-slip stability range, allowing the vehicle to continuously rely on the slip boundary to constrain power output within a larger pedal opening range, prioritizing driving stability and smoothness, and meeting the comfort and stability tuning requirements of the second driving mode; for example, the third preset value is calibrated to 50%.

[0100] The fourth preset value is the second opening threshold calibration value corresponding to the vehicle running in the second driving mode. If the fourth preset value is greater than the second preset value, the opening span of the power transition range can be extended, the speed of anti-slip constraint release can be slowed down, and the power can be slowly transitioned from a stable state to a limit performance state, effectively avoiding the power jerking and surging problem in comfort mode; for example, the fourth preset value is calibrated to 85%.

[0101] For example, during the driving of the target vehicle, when it is detected that the target vehicle is operating in the first driving mode, a pre-calibrated first preset value is retrieved as the first opening threshold of the current operating condition, and a pre-calibrated second preset value is retrieved as the second opening threshold of the current operating condition. The smaller dual threshold parameters can shorten the stable anti-slip zone and the power transition zone, allowing the vehicle to get out of the strict constraints of the slip boundary earlier and enter the power transition state and the extreme performance output state in advance. The overall power response is more agile and aggressive, matching the driving needs of sportiness and high responsiveness. When the vehicle controller detects that the target vehicle is operating in the second driving mode, it automatically switches the parameter configuration, retrieves a third preset value with a larger value as the first opening threshold, and a fourth preset value with a larger value as the second opening threshold, extending the conventional anti-slip control zone and the power transition zone. This allows the vehicle to continuously rely on the slip boundary to achieve active anti-slip torque control within most of the conventional pedal travel, making the power transition process smoother and gentler.

[0102] By implementing the above embodiments, different first opening thresholds and second opening thresholds are set for different driving modes, so that different driving modes correspond to different driving force release strategies. Among them, driving modes with higher power response requirements can enter the power release stage earlier, while driving modes with lower power response requirements can maintain a larger driving force restricted area. Thus, the driving force control strategy can be adjusted according to different driving needs, which can improve the adaptability of the method in the embodiments of this application.

[0103] In some examples, the aforementioned first opening threshold, second opening threshold, first safety factor, second safety factor, first preset shape factor, and second preset shape factor can all be adaptively and dynamically adjusted according to the target vehicle's currently activated driving mode and the identified driver's driving style. Through multi-parameter collaborative correction, refined and differentiated adaptation of the power response characteristics is achieved, further broadening the adaptation scenarios and experience dimensions of the vehicle's power tuning. Specifically, when the target vehicle switches to the first driving mode that emphasizes power response, i.e., the sport driving mode, the calibration values ​​of the first opening threshold and the first preset shape factor can be simultaneously lowered. For example, the first opening threshold can be reduced from 50% corresponding to the comfort mode to 40%, while the first preset shape factor can be reduced from 0.8 to 0.5. After parameter adjustment, the opening range of the normal anti-slip zone can be effectively shortened, the torque growth curve of the normal pedal range can be changed, the torque climb rate of the small and medium pedal opening range can be made faster, and the power response sensitivity of the commonly used driving range can be significantly improved, adapting to the sport mode. The system caters to the driving demands of aggressive acceleration. When the vehicle controller identifies an aggressive driving style, it can slightly and adaptively lower the first safety factor, for example, reducing the safety factor from 0.95 under normal conditions to 0.9. This moderately relaxes the constraint margin of the road slip boundary, making the actual output torque closer to the theoretical torque corresponding to the road adhesion limit. Under the premise of ensuring basic driving safety and no obvious slippage, it fully releases the vehicle's potential power reserve and enhances the vehicle's acceleration performance. Conversely, when the target vehicle switches to the second driving mode, which emphasizes smoothness and stability (i.e., comfort driving mode), or when the system identifies a stable and conservative driving style, it automatically corrects various control parameters in reverse, moderately increasing the opening threshold, improving the safety factor, optimizing the shape factor parameters, extending the anti-slip stability range, and slowing down the torque transition rate. This effectively suppresses abrupt changes in power, ensuring smooth and linear power output for the entire vehicle, and comprehensively considering driving stability, driving smoothness, and power response characteristics under different driving modes and styles.

[0104] In some embodiments, prior to step 104, the vehicle driving force control method may further include: acquiring the drive wheel speed and non-drive wheel speed of the target vehicle; determining the drive wheel slip ratio of the target vehicle based on the drive wheel speed and non-drive wheel speed; if the drive wheel slip ratio is greater than or equal to a preset slip ratio threshold, then performing torque reduction correction on the target driving torque based on the difference between the drive wheel slip ratio and the preset slip ratio threshold to obtain the corrected target driving torque; step 104 may include: controlling the vehicle drive actuator to output driving force based on the corrected target driving torque.

[0105] In some examples, the drive wheel speed is the real-time rotational speed of the wheels of the target vehicle that bear the power output and drive the vehicle forward. It is an operating parameter that characterizes the actual rotational state of the drive wheels. The drive wheels of the vehicle directly receive the torque output by the power system and generate rotational motion. Their speed can directly reflect the rotational state of the wheels after power output and can be used to determine whether the wheels are spinning freely, slipping, or other abnormal driving conditions.

[0106] The non-drive wheel speed is the real-time rotational speed of the wheels of the target vehicle that do not participate in power driving and only passively roll with the vehicle's movement. The non-drive wheels do not receive torque output from the power system and, under normal driving conditions, simply roll along with the vehicle body and the road surface. Their speed can accurately reflect the vehicle's actual driving speed and is not affected by power output slippage.

[0107] Drive wheel slip ratio is a dimensionless parameter used to quantify the degree of drive wheel slippage. It can accurately characterize the severity of drive wheel spin-off. Under normal driving conditions, the drive wheels roll in contact with the road surface, and the speed of the drive wheels is basically the same as that of the non-drive wheels, with the slip ratio remaining at a very low level. When the road surface adhesion is insufficient and slippage occurs, the drive wheels spin, and the speed of the drive wheels will be significantly higher than the actual rolling speed of the non-drive wheels, and the slip ratio will increase accordingly, directly reflecting the degree of vehicle driving instability. For example, if the drive wheels experience slight spin-off during vehicle acceleration, the speed of the drive wheels will be significantly higher than that of the non-drive wheels. The corresponding drive wheel slip ratio can be obtained by calculating the speed difference.

[0108] The preset slip ratio threshold is a pre-calibrated critical value for slip detection, used to distinguish between the normal rolling state of the vehicle and the slipping and unstable state of the drive wheels. It is the slip limit standard for stable vehicle driving. When the real-time drive wheel slip ratio is lower than this threshold, the drive wheels are determined to be rolling stably in contact with the road surface, and no torque correction is required. When the real-time drive wheel slip ratio is greater than or equal to this threshold, the drive wheels are determined to have effective slippage, and the torque reduction correction logic needs to be activated. For example, if the preset slip ratio threshold for the whole vehicle is calibrated to 5%, when the real-time drive wheel slip ratio is detected to be less than 5%, the vehicle is determined to be driving stably. When the slip ratio reaches or exceeds 5%, the slip correction mechanism is triggered.

[0109] The corrected target drive torque is the final torque command value obtained by dynamically reducing torque based on the original feedforward calculated target drive torque and combined with real-time drive slippage conditions. This torque value combines the feedforward constraint of the road surface adhesion boundary and the closed-loop correction of the real-time slippage state, preserving the driver's original power operation intention while specifically suppressing sudden slippage conditions, balancing normal driving power and abnormal driving stability. It can be obtained by dynamically attenuating and correcting the previously calculated target drive torque according to the deviation between the drive wheel slip rate and the preset slip rate threshold. The larger the slippage deviation, the greater the torque reduction. For example, if the vehicle experiences slight slippage during acceleration on a low-friction surface and the real-time slip rate exceeds the preset threshold, the original target drive torque is slightly reduced based on the slippage deviation to obtain the corrected target drive torque, suppressing continuous wheel spinning. Another example is when sudden local water accumulation on a wet and slippery road surface causes slight slippage of the drive wheels. After completing the torque reduction correction, the drive actuator outputs driving force according to the corrected low torque to quickly suppress wheel slippage and restore the vehicle to a stable driving state.

[0110] For example, during vehicle operation, the vehicle controller continuously and synchronously collects the real-time rotational speeds of the drive wheels and non-drive wheels through all-wheel speed sensors. Relying on the passive rolling characteristic of the non-drive wheels, the controller uses their rotational speed as the real vehicle speed reference and calculates the drive wheel slip ratio under the current operating condition by combining it with the real-time rotational speeds of the drive wheels. The calculated real-time drive wheel slip ratio is then compared with a pre-calibrated and stored preset slip ratio threshold. If the real-time slip ratio is determined to be less than the preset threshold, it is determined that the drive wheels are not effectively slipping, the vehicle's adhesion is stable, and no torque correction is needed. The target drive torque calculated using the feedforward method is directly used for power output. When the real-time slip ratio is greater than or equal to a preset slip ratio threshold, the system identifies a slippage and instability condition in the current drive wheel. It then calculates the deviation between the real-time slip ratio and the preset threshold and dynamically reduces the original target drive torque based on this deviation. The larger the deviation, the greater the torque correction. Finally, a corrected target drive torque adapted to the current slippage condition is generated. After correction, the vehicle controller uses the corrected target drive torque as the control benchmark to generate standardized torque control commands and send them to the vehicle drive actuators. The drive actuators accurately output the corresponding drive force according to the corrected torque value, achieving rapid correction and stable control in slippage conditions.

[0111] By implementing the above embodiments, the slip rate of the drive wheel is further detected before the target drive torque is output, and the target drive torque is reduced when the slip rate exceeds the preset slip rate threshold. This combines feedforward drive force control with slip rate-based feedback control. Therefore, even if the drive wheel slips under extreme conditions, the drive force can be reduced in time, which can improve the robustness of vehicle drive force control and driving safety.

[0112] In some embodiments, the aforementioned vehicle state parameters may further include the drive form information of the aforementioned target vehicle; step 102 may include: determining a target dynamic model from a plurality of preset candidate dynamic models based on the drive form information, wherein the target dynamic model is used to characterize the mapping relationship between the vertical load of the drive wheel corresponding to the drive form information and the vehicle speed and the road surface adhesion coefficient; and determining the drive slip boundary based on the target dynamic model for the vehicle speed, the road surface adhesion coefficient and the preset vehicle parameters of the target vehicle, wherein the preset vehicle parameters are used to characterize the mass distribution, geometric dimensions and aerodynamic characteristics of the target vehicle.

[0113] In some examples, drive type information is an inherent vehicle parameter used to characterize the power output wheel system layout of the target vehicle. It is an important component of the vehicle state parameters and can clearly distinguish the power drive structure type of the target vehicle. Vehicles with different drive types will produce different longitudinal load transfers and aerodynamic load changes during acceleration and driving, which directly affect the vertical load values ​​of the drive wheels and thus change the limit range of the vehicle's drive slip boundary.

[0114] Multiple candidate dynamic models are a set of standardized dynamic calculation models pre-stored within the vehicle controller, each corresponding to different vehicle drive types. Each model is independently adapted to the load variation law and mechanical characteristics of the corresponding drive vehicle. Each candidate dynamic model is built based on vehicle dynamics principles and can independently characterize the mapping law of the vertical load of the drive wheel with the vehicle speed and road adhesion coefficient under the corresponding drive type, covering the mainstream vehicle drive architecture on the market, and providing model support for differentiated and accurate calculation of drive slip boundary. For example, the candidate dynamic model set includes dynamic models adapted to rear-wheel drive vehicles, dynamic models adapted to front-wheel drive vehicles, and dynamic models adapted to four-wheel drive vehicles. The three types of models correspond to the axle load transfer and load calculation logic of different vehicle types, which can specifically solve the problem that a single model cannot adapt to the slip boundary calculation of multiple vehicle types.

[0115] The target dynamics model is a dedicated computational model that is precisely matched from multiple candidate dynamics models based on the actual driving form information of the target vehicle. It is an effective model for calculating the vertical load of the drive wheels and the drive slip boundary under the current vehicle operating conditions. The target dynamics model can accurately characterize the corresponding mapping relationship between the vertical load of the drive wheels of the current target vehicle and the real-time vehicle speed and road adhesion coefficient, which fits the actual mechanical characteristics of the vehicle and can minimize the calculation error of the slip boundary.

[0116] For example, firstly, the fixed drive type information of the target vehicle is read to determine the current drive wheel layout type of the vehicle. At the same time, multiple candidate dynamic models pre-stored inside the vehicle controller are retrieved. Based on the drive type information, the model is accurately matched, and the target dynamic model that is suitable for the mechanical characteristics of the current vehicle model is selected and the algorithm is activated. Real-time driving state parameters of the vehicle are continuously collected, including real-time vehicle speed and road surface adhesion coefficient. At the same time, all preset vehicle parameters pre-stored inside the controller to characterize the vehicle's mass distribution, geometric dimensions, and aerodynamic characteristics are retrieved. Then, the real-time dynamic parameters and the vehicle's inherent preset parameters are uniformly input into the activated target dynamic model. Relying on the model's dedicated load calculation logic, the vertical load of the drive wheels that changes dynamically during driving is accurately solved. Combined with the current road surface adhesion coefficient, iterative calculations are completed, and finally, the drive slip boundary that is suitable for the current vehicle model, current road conditions, and driving speed is obtained.

[0117] By implementing the above embodiments, the corresponding vehicle dynamics model is selected based on the vehicle drive type information, and the drive slip boundary is calculated in combination with vehicle speed, road surface adhesion coefficient and vehicle parameters. This allows the drive slip boundary to fully reflect the dynamic vertical load change law of the drive wheel under different drive types, thereby improving the calculation accuracy of the drive slip boundary and making the target drive torque more consistent with the actual adhesion capability of the vehicle.

[0118] In some embodiments, the aforementioned preset vehicle parameters may include vehicle mass, wheelbase, center of gravity height, distance from center of gravity to front axle, distance from center of gravity to rear axle, frontal area, air density, rolling resistance coefficient, air drag coefficient, and lift coefficient; the aforementioned drive type information may include rear-wheel drive, front-wheel drive, and four-wheel drive; the aforementioned determination of a target dynamic model from a plurality of preset candidate dynamic models based on the drive type information may include: if the drive type information is rear-wheel drive, then determining the first candidate dynamic model as the target dynamic model, wherein the first candidate dynamic model is used to determine the target dynamic model based on the preset vehicle parameters. The dynamic vertical load of the rear axle drive wheels is determined, and the drive slip boundary is determined based on the dynamic vertical load of the rear axle drive wheels and the road adhesion coefficient. If the drive type information is front-wheel drive, the second candidate dynamic model is determined as the target dynamic model. The second candidate dynamic model is used to determine the dynamic vertical load of the front axle drive wheels based on preset vehicle parameters, and to determine the drive slip boundary based on the dynamic vertical load of the front axle drive wheels and the road adhesion coefficient. If the drive type information is four-wheel drive, the target dynamic model is determined from the third and fourth candidate dynamic models based on the drive force distribution attributes of the target vehicle.

[0119] In some examples, vehicle mass is a fundamental inherent parameter characterizing the total weight of the target vehicle. It directly determines the static axle load distribution, dynamic load transfer amplitude, and driving force characteristics of the vehicle. The magnitude of the vehicle mass directly affects the longitudinal weight transfer ratio and the load change amplitude corresponding to air lift during acceleration, thereby changing the dynamic vertical load on the drive wheels and having a direct impact on the calculation accuracy of the drive slip boundary. For example, the vehicle mass of a conventional compact new energy passenger vehicle is calibrated as 1500 kg.

[0120] Wheelbase is the straight-line distance between the center of the front axle and the center of the rear axle of a target vehicle. It is an inherent parameter characterizing the geometric layout of the vehicle chassis. The wheelbase determines the load distribution ratio between the front and rear axles and the transmission law of longitudinal load transfer under acceleration conditions. Different wheelbase parameters correspond to different dynamic load change characteristics of the drive wheels; for example, the wheelbase of the target vehicle is calibrated to be 2700 mm.

[0121] Center of gravity height is the vertical height parameter of the equivalent center of gravity of the target vehicle from the ground. It is a parameter that affects the dynamic load transfer of the vehicle. The inertial torque generated during the acceleration of the vehicle will form the front and rear axle load transfer based on the center of gravity height. The larger the center of gravity height value, the more significant the load transfer under the same acceleration intensity, and the more obvious the vertical load fluctuation of the drive wheels. For example, the center of gravity height of the target vehicle is calibrated to be 550 mm.

[0122] The distance from the center of gravity to the front axle is the horizontal straight-line distance from the equivalent center of gravity of the vehicle to the center of the front axle. It is used to quantify the position of the vehicle's center of gravity relative to the front axle and directly determines the proportion of static front axle load and the dynamic load transfer coefficient. For example, the distance from the center of gravity to the front axle of the target vehicle is calibrated to 1200 mm.

[0123] The distance from the center of gravity to the rear axle is the horizontal straight-line distance from the equivalent center of gravity of the vehicle to the center of the rear axle. It is used to quantify the position of the vehicle's center of gravity relative to the rear axle and to determine the proportion of static rear axle load and dynamic load transfer characteristics. For example, if the distance from the center of gravity to the rear axle of the target vehicle is calibrated to 1500 mm, this parameter can be combined with the vehicle's acceleration parameters to accurately solve for the value of the dynamic vertical load on the rear axle.

[0124] Frontal area is the maximum projected area of ​​the front of a target vehicle perpendicular to the direction of travel. It is a parameter of the vehicle's aerodynamic characteristics. Frontal area directly determines the magnitude of air resistance and air lift during high-speed driving, thereby changing the vertical load on the drive wheels under high-speed conditions and affecting the value of the drive slip boundary under high-speed driving conditions. For example, the frontal area of ​​a conventional passenger car is calibrated to 2 square meters. This parameter is used for air lift correction calculations under high-speed conditions to accurately correct the dynamic vertical load on the drive wheels.

[0125] Air density is the mass of air per unit volume in the vehicle's driving environment. As an environmental reference parameter that affects the aerodynamic forces of a vehicle, air density is directly related to the calculation results of air resistance and air lift, and is a necessary environmental parameter for correcting the load on the drive wheels under high-speed conditions; for example, air density is 1.225 kilograms per cubic meter.

[0126] The rolling resistance coefficient is a dimensionless parameter that characterizes the resistance loss generated by a vehicle tire during rolling on a paved road surface. It is used to correct the resistance loss load during vehicle operation. This coefficient is related to the road material and tire structural characteristics; for example, the equivalent rolling resistance coefficient for dry paved roads is calibrated as 0.015.

[0127] The drag coefficient is a dimensionless parameter that characterizes the aerodynamic shape characteristics of a target vehicle. It is used to quantify the magnitude of air resistance during vehicle operation. The higher the vehicle speed, the more significant the impact of air resistance on the overall vehicle force. For example, the drag coefficient of a streamlined passenger car is calibrated to 0.32.

[0128] The lift coefficient is a dimensionless parameter that characterizes the air lift characteristics of a vehicle when it is traveling at high speed. It is used to calculate the upward air lift force on the vehicle body after the vehicle speed increases. The air lift force will offset part of the vertical load on the wheels and reduce the road adhesion limit; for example, the lift coefficient of the target vehicle is calibrated to be 0.08.

[0129] Rear-wheel drive is one of the mainstream drive layouts for vehicles. It means the vehicle's powertrain outputs drive torque only to the rear axle wheels, while the front axle wheels passively roll and do not participate in power output. In rear-wheel drive vehicles, the acceleration load transfer characteristics show increased load on the rear axle and decreased load on the front axle. Front-wheel drive is also a mainstream drive layout, meaning the vehicle's powertrain outputs drive torque only to the front axle wheels, while the rear axle wheels are passive. In front-wheel drive vehicles, the front axle load decreases during acceleration, and the vertical load on the drive wheels dynamically decreases with acceleration conditions, exhibiting a completely different load variation pattern compared to rear-wheel drive vehicles. Four-wheel drive is an all-wheel drive layout, meaning the vehicle's powertrain can output drive torque to both the front and rear axles simultaneously, with both front and rear wheels being drive wheels. The load distribution and power allocation ratio of the drive wheels in four-wheel drive vehicles vary significantly depending on the vehicle model.

[0130] The first candidate dynamics model is a standardized dynamics calculation model specifically designed for rear-wheel drive vehicles. It is an independent model within the pre-stored candidate model set of the vehicle controller. This model is specifically adapted to the mechanical characteristics of rear-wheel drive vehicles. It can accurately solve the dynamic vertical load on the rear axle drive wheels based on various preset vehicle parameters, and calculate the drive slip boundary for the corresponding working condition by combining real-time road adhesion coefficients. It is fully adapted to the load transfer and anti-slip characteristics of rear-wheel drive vehicles. For example, the model uses the following formula for calculating the drive slip boundary of a rear-wheel drive vehicle: (5) In the formula, To drive the slip boundary, For the vehicle's real-time speed, The road surface adhesion coefficient, For vehicle quality, It is the acceleration due to gravity. The distance from the center of gravity to the front axle. Wheelbase The rolling resistance coefficient, For the height of the center of mass, air density, For windward area, This is the rear axle lift coefficient. The model uses the air drag coefficient as a metric, incorporating all inherent vehicle parameters and real-time driving parameters to dynamically calculate the ultimate driving force of rear-wheel drive vehicles. The first candidate dynamic model does not estimate the drive wheel adhesion limit solely based on vehicle mass or static axle load. Instead, it integrates multiple parameters affecting the dynamic vertical load on the rear axle, such as vehicle mass, wheelbase, center of gravity height, center of gravity position, rolling resistance, air resistance, and air lift, into the drive slip boundary calculation process. It then dynamically determines the drive slip boundary of the rear-wheel drive vehicle by combining the vehicle's real-time speed and road adhesion coefficient. Because this model can simultaneously consider the combined effects of longitudinal load transfer and aerodynamic factors on the vertical load on the rear axle under high-speed conditions, the calculated drive slip boundary is closer to the maximum driving force that the rear-wheel drive vehicle can actually provide. Compared to related technologies that determine the driving force limit solely based on a fixed adhesion coefficient or static axle load, this model more accurately reflects the dynamic changes in the driving capability of rear-wheel drive vehicles under different speeds and load transfer conditions. This provides a more accurate constraint basis for the target driving torque, reducing the possibility of drive wheel slippage while ensuring the vehicle's power output capability.

[0131] The second candidate dynamics model is a standardized dynamics calculation model specifically designed for front-wheel-drive vehicles. It is an independently fixed candidate algorithm model, specifically adapted to the dynamic load variation patterns of front-wheel-drive vehicles. Based on all preset vehicle parameters, it can accurately calculate the dynamic vertical load on the front axle drive wheels and, combined with the road adhesion coefficient, obtain the drive slip boundary specific to front-wheel-drive vehicles, thus meeting their anti-slip control requirements. For example, the model uses the following drive slip boundary calculation formula for front-wheel-drive vehicles: In the formula, To drive the slip boundary, For the vehicle's real-time speed, The road surface adhesion coefficient, For vehicle quality, It is the acceleration due to gravity. The distance from the center of gravity to the rear axle. Wheelbase The rolling resistance coefficient, For the height of the center of mass, air density, For windward area, This is the front axle lift coefficient. The drag coefficient is used to calculate the drive slip boundary of the front axle drive wheels in front-wheel drive vehicles in real time using the above formula. The second candidate dynamic model addresses the characteristic of continuously decreasing vertical load on the front axle during acceleration in front-wheel drive vehicles. It incorporates vehicle mass, wheelbase, center of gravity height, distance between front and rear axle centers of gravity, rolling resistance, and aerodynamic parameters into the drive slip boundary calculation model. It also dynamically calculates the ultimate driving force that the front axle drive wheels can withstand by combining real-time vehicle speed and road adhesion coefficient. Since the vertical load on the drive wheels of front-wheel drive vehicles changes completely differently from that of rear-wheel drive vehicles during acceleration, a dedicated dynamic model for front-wheel drive vehicles is used instead of a unified calculation model. This more accurately characterizes the dynamic characteristics of the drive wheel adhesion capability of front-wheel drive vehicles as the vehicle's operating state changes. Compared to related technologies that use a unified empirical model or a fixed driving force limitation strategy, this improves the calculation accuracy of the drive slip boundary for front-wheel drive vehicles, making the target driving torque more consistent with the current available adhesion capability of the front-wheel drive vehicle. This balances vehicle dynamic response performance and driving stability, reducing the risk of drive wheel slippage.

[0132] Four-wheel drive vehicles encompass a variety of power distribution characteristics. Different distribution characteristics correspond to significant differences in the front-to-rear axle power output ratio and drive wheel load utilization. A single model cannot cover the computational needs of all four-wheel drive vehicles. By using the factory-preset drive force distribution attributes of the target vehicle as a criterion, different four-wheel drive vehicles can be categorized and adapted to either a third or fourth candidate dynamics model. This achieves precise adaptation of four-wheel drive vehicle dynamics modeling. The third and fourth candidate dynamics models correspond to the mechanical characteristics of four-wheel drive vehicles with different power distribution logics, allowing for targeted solutions to the dynamic vertical load and drive slip boundary of the corresponding vehicle model. For example, for four-wheel drive vehicles with a fixed front-to-rear axle power distribution ratio, the corresponding third candidate dynamics model is matched; for four-wheel drive vehicles with dynamic intelligent power distribution, the corresponding fourth candidate dynamics model is matched, ensuring the accuracy of slip boundary calculations for different four-wheel drive vehicles.

[0133] Through the implementation of the above embodiments, corresponding dynamic models are established for front-wheel drive, rear-wheel drive and four-wheel drive vehicles respectively, and the driving slip boundary is determined by combining parameters such as vehicle mass distribution and aerodynamic characteristics. This enables vehicles with different drive forms to obtain corresponding driving force control strategies based on their own dynamic characteristics, thereby improving the applicability and control accuracy of vehicle driving force control methods.

[0134] In some embodiments, the aforementioned determination of the target dynamic model from the third and fourth candidate dynamic models based on the driving force distribution attributes of the target vehicle may include: if the driving force distribution attribute is a variable distribution attribute, then the third candidate dynamic model is determined as the target dynamic model, wherein the variable distribution attribute characterizes the dynamic change of the front and rear axle driving force ratio of the target vehicle according to the driving conditions, and the third candidate dynamic model is used to determine the total dynamic vertical load of the target vehicle's driving wheels based on preset vehicle parameters, and to determine the driving slip boundary based on the total dynamic vertical load of the driving wheels and the road adhesion coefficient; if the driving force distribution attribute is a fixed distribution attribute, then the fourth candidate dynamic model is determined as the target dynamic model, wherein the fixed distribution attribute characterizes the driving force distribution ratio between the front and rear axles of the target vehicle as a preset fixed value, and the fourth candidate dynamic model is used to determine the first candidate slip boundary corresponding to the front axle driving wheels and the second candidate slip boundary corresponding to the rear axle driving wheels based on preset vehicle parameters, and to determine the smaller value between the first candidate slip boundary and the second candidate slip boundary as the driving slip boundary.

[0135] In some examples, the variable distribution attribute is a power configuration attribute of a four-wheel drive vehicle. This attribute indicates that the front and rear axle drive force ratio of the target vehicle does not maintain a fixed value and can be dynamically and adaptively adjusted according to the real-time driving conditions of the vehicle. A four-wheel drive vehicle with the variable distribution attribute can adjust the power output ratio of the front axle and the rear axle in real time according to the vehicle speed, road adhesion, drive wheel slippage, and driver power demand, so as to realize intelligent dynamic adaptation of the vehicle's power distribution and adapt to complex and ever-changing driving conditions.

[0136] The third candidate dynamics model is a dedicated dynamics calculation model adapted to four-wheel drive vehicles with variable power distribution. It is a standard algorithm model pre-calibrated and fixed within the vehicle controller. This model does not distinguish between independent slip boundaries for the front and rear axles, treating all drive wheels as a whole. It calculates the dynamic vertical load on the total drive wheels corresponding to the four-wheel drive system based on preset vehicle parameters, and combines this with the real-time road adhesion coefficient to uniformly calculate the vehicle's drive slip boundary, thus adapting to the mechanical control characteristics of dynamic power distribution four-wheel drive vehicles. For example, this model uses a dedicated overall slip boundary calculation formula for variable drive force distribution four-wheel drive vehicles. In the formula This represents the overall drive slip boundary of the four-wheel drive vehicle. For the vehicle's real-time speed, The road surface adhesion coefficient, For vehicle quality, It is the acceleration due to gravity. air density, For windward area, This is the front axle lift coefficient. The formula, which uses the rear axle lift coefficient, leverages the characteristic of dynamically distributed four-wheel drive to optimally distribute power between the front and rear axles. It ignores single-axle load limitations and calculates the vehicle's ultimate driving force based solely on the total vertical load and road adhesion coefficient, fully utilizing the road adhesion efficiency of variable four-wheel drive vehicles. Since the variable four-wheel drive system can actively optimize the front and rear axle driving force distribution according to the vehicle's operating state, allowing each drive wheel to utilize road adhesion more fully, this application's embodiment uses an overall slip boundary calculation method. Compared to the axle-by-axle calculation method used in related technologies for two-wheel drive vehicles or the fixed driving force limitation method, this method more accurately reflects the actual driving force limit of the variable four-wheel drive system. It avoids the problem of insufficient utilization of the vehicle's available adhesion due to independent axle limitations, thereby reducing the risk of drive wheel slippage while further improving vehicle power output, achieving a balance between vehicle power and driving stability.

[0137] Fixed power distribution is another type of inherent power configuration attribute of four-wheel drive vehicles. This attribute indicates that the power distribution ratio between the front axle and the rear axle of the target vehicle is a fixed and constant value preset by the factory. It will not be dynamically adjusted with changes in operating conditions during the entire driving process. Four-wheel drive vehicles with fixed power distribution have a constant power output ratio between the front and rear axles, and the power distribution logic is simple and stable, making them suitable for four-wheel drive models under normal steady-state driving conditions.

[0138] The fourth candidate dynamics model is a dedicated dynamics calculation model adapted to four-wheel drive vehicles with fixed drive force distribution. It is a standard algorithm model independently fixed within the vehicle controller. This model differs from the overall calculation logic of the third candidate dynamics model by employing a separate axle calculation mechanism. Based on preset vehicle parameters, it independently solves for the dynamic vertical loads corresponding to the front axle drive wheels and the rear axle drive wheels, respectively calculating the first candidate slip boundary for the front axle and the second candidate slip boundary for the rear axle. Finally, the final drive slip boundary of the entire vehicle is determined through dual-boundary numerical filtering. For example, this model uses a separate axle verification slip boundary calculation formula specific to four-wheel drive vehicles with fixed drive force distribution. In the formula A fixed front axle drive force distribution coefficient is preset for the vehicle. The distance from the center of gravity to the rear axle. Wheelbase The rolling resistance coefficient, For the height of the center of mass, The drag coefficient is used, and the remaining parameters are defined in the same way as those in the aforementioned dynamic model. The model calculates the total driving force corresponding to the rear axle slip limit and the front axle slip limit under a fixed distribution ratio, respectively, and takes the minimum of the two as the final driving slip boundary of the vehicle, thus avoiding the problem of premature slippage and instability of a single axle in a fixed-ratio four-wheel drive vehicle. Since a fixed-ratio four-wheel drive vehicle is constrained by a fixed driving force ratio during power output, when one drive axle reaches its adhesion limit first, even if the other drive axle still has residual adhesion capacity, it is difficult to continue to increase the overall driving force of the vehicle. Therefore, the embodiment of this application adopts a calculation method of split axle verification and taking the minimum value. Compared with the method of using a uniform adhesion limit of the whole vehicle or simple averaging in related technologies, it can more accurately reflect the actual working condition of a fixed-ratio four-wheel drive vehicle limited by the adhesion capacity of a single axle, and avoid the premature slippage of a certain drive axle due to overestimation of the overall driving force limit of the vehicle. This improves the calculation accuracy of the driving slip boundary, provides a more reliable constraint basis for the target driving torque, and further improves the stability and safety of vehicle driving force control.

[0139] For example, the vehicle's factory-set drive force distribution attribute parameters can be retrieved first to determine whether the target vehicle has a variable or fixed distribution attribute. When the target vehicle is identified as having a variable distribution attribute, it is determined that the front and rear axle drive force ratio of the four-wheel drive model can be dynamically adjusted in real time according to driving conditions. Then, the third candidate dynamic model is selected from the preset model library as the target dynamic model for the current driving condition. The activated third candidate dynamic model, based on various pre-stored vehicle parameters, integrates and solves the total dynamic vertical load of all drive wheels of the target vehicle. Combined with the real-time collected road adhesion coefficient, a unified calculation is performed to obtain the overall drive slip boundary adapted to the dynamically distributed four-wheel drive model, providing a basis for vehicle drive force control. A unified anti-slip critical benchmark is provided. When the target vehicle is identified as having a fixed distribution attribute, it is determined that the front and rear axle driving force ratio of the four-wheel drive model is a constant preset value with no dynamic adjustment capability. Then, the fourth candidate dynamic model is determined as the target dynamic model for the current working condition. The activated fourth candidate dynamic model adopts the axle independent verification logic. Based on the preset vehicle parameters, the dynamic loads corresponding to the front axle drive wheels and the dynamic loads corresponding to the rear axle drive wheels are solved separately. The first candidate slip boundary corresponding to the front axle and the second candidate slip boundary corresponding to the rear axle are calculated and generated independently. By comparing the numerical values ​​of the two sets of slip boundaries, the slip boundary with the smaller value and the stricter anti-slip constraint is selected as the final driving slip boundary of the whole vehicle.

[0140] By implementing the above embodiments, the variable driving force distribution attribute and the fixed driving force distribution attribute are further distinguished for four-wheel drive vehicles, and different dynamic models are used to calculate the driving slip boundary respectively. This enables four-wheel drive vehicles to determine more reasonable driving force limit conditions based on the actual driving force distribution method, thereby further improving the driving force control accuracy of four-wheel drive vehicles and reducing the risk of slippage of different drive shafts.

[0141] In some embodiments, the aforementioned vehicle driving force control method may further include: generating a three-dimensional pedal torque mapping table based on the target driving torque, wherein the three-dimensional pedal torque mapping table uses vehicle speed as a first input dimension, road surface adhesion coefficient as a second input dimension, accelerator pedal opening as a third input dimension, and the target driving torque as an output dimension, and is used by the target vehicle to determine the target driving torque by looking up the table during vehicle operation.

[0142] In some examples, the three-dimensional pedal torque mapping table is a multi-dimensional data correspondence table stored inside the vehicle controller for quickly querying the target driving torque. It is a standardized data model obtained by offline fitting of the aforementioned complete set of driving force control algorithms. This mapping table constructs a precise correspondence between multi-dimensional inputs and torque outputs, thoroughly integrating vehicle speed characteristics, road surface adhesion and anti-slip constraint characteristics, and driver pedal operation intentions. It abandons the limitations of traditional single-dimensional or two-dimensional lookup tables and can cover the vehicle power control needs under all operating conditions. The three-dimensional pedal torque mapping table sets vehicle speed as the first input dimension, road surface adhesion coefficient as the second input dimension, accelerator pedal opening as the third input dimension, and the target driving torque finally solved by the algorithm as the output dimension. Each input dimension evenly covers the parameter range of the vehicle's normal driving range. The dimension nodes are determined through precise calibration and algorithm simulation to ensure the accuracy and continuity of the lookup table under all operating conditions.

[0143] For example, firstly, the effective value range and calibration node density of each dimension of the 3D mapping table are determined, and the hierarchical nodes of the vehicle speed dimension, road surface adhesion coefficient dimension, and accelerator pedal opening dimension are evenly divided to ensure that the data distribution of each working condition range is uniform and closely matches the actual vehicle driving scenario. Then, the calibration system traverses the combination parameters of all dimension nodes. For each combination of vehicle speed, road surface adhesion coefficient, and accelerator pedal opening, it adaptively matches the dynamic model of the corresponding driving form to calculate the driving slip boundary of the current working condition. Combined with a complete set of control logic, including pedal interval determination, nonlinear adjustment of shape factor, safety factor correction, weighted fusion of transition interval, slippage closed-loop correction, and adaptive adjustment of driving mode threshold, the standard target driving torque under the corresponding working condition is accurately solved. The mapping relationship between all dimensional parameter combinations and the corresponding target driving torque is summarized and organized to generate a standardized 3D pedal torque mapping table and stored in the vehicle controller. During the actual driving process of the target vehicle, the vehicle controller does not need to perform complex multi-level iterative calculations in real time. It only needs to collect three types of parameters in real time: current vehicle speed, road surface adhesion coefficient, and accelerator pedal opening. Through a three-dimensional pedal torque mapping table, it performs high-precision table lookup and interpolation calculations to quickly determine the target driving torque corresponding to the current operating condition.

[0144] Through the implementation of the above embodiments, a three-dimensional pedal torque mapping table is generated based on the target driving torque, with vehicle speed, road surface adhesion coefficient and accelerator pedal opening as input dimensions. This enables the target driving torque to be quickly obtained by looking up the table during vehicle operation, reducing the amount of real-time calculation, improving the driving force control response speed, and facilitating control strategy calibration and engineering applications.

[0145] In some embodiments, the step of obtaining the aforementioned road surface adhesion coefficient may include: acquiring a road image captured by an onboard camera; analyzing the road image using a preset image recognition model to determine the road type; determining the road surface adhesion coefficient according to a preset correspondence between road type and adhesion coefficient; or, acquiring a road surface mode selection command input by a user through an interactive interface; determining the road surface adhesion coefficient according to a preset adhesion coefficient value corresponding to the road surface mode selection command; or, acquiring the tire slip rate and wheel speed signals of the target vehicle during driving; processing the tire slip rate and wheel speed signals using a preset state estimation model to determine the road surface adhesion coefficient.

[0146] In some examples, the road surface adhesion coefficient supports three independent acquisition methods, following a fixed priority order: the user manually selects the road surface mode with the highest priority, followed by the vehicle real-time estimation algorithm, and the vehicle visual recognition preset method has the lowest priority. Specifically, the user can manually select working condition modes such as cement road mode, snow mode, and sand mode through the vehicle interactive interface to retrieve the corresponding preset adhesion coefficient; the user can also estimate the current road surface adhesion coefficient in real time through the vehicle dynamics model; or the user can acquire road surface images through the forward-facing camera, identify the road surface type, and match the preset adhesion coefficient value.

[0147] For example, during the driving process of the target vehicle, the vehicle controller is configured with three independent and redundant road adhesion coefficient acquisition mechanisms, which can adaptively adapt to the optimal solution path according to the actual driving scenario, ensuring the real-time performance and accuracy of the road adhesion coefficient parameters. Under normal driving conditions, the vehicle initiates visual recognition to acquire a path, continuously collecting real-time images of the road ahead via an onboard camera. The image frame data is input into a preset image recognition model, which intelligently analyzes and extracts road surface material, wetness / dryness, and covering features to accurately determine the current road type. It then retrieves a pre-stored correspondence between road type and adhesion coefficient to match the current road adhesion coefficient, enabling advanced road condition perception and parameter updates. When visual recognition is limited by environmental factors such as strong light, rain, or obstructions and cannot accurately identify the road type, the system automatically switches to manual interaction for path selection. It receives road mode selection commands actively input by the driver through the onboard interface and quickly locks the current road adhesion coefficient based on the corresponding preset standard adhesion coefficient value, relying on human prediction to compensate for the shortcomings of automatic recognition. When the vehicle is in normal driving conditions without visual recognition or human intervention, the system defaults to driving state estimation path acquisition, continuously collecting real-time wheel speed signals and tire slip ratio parameters. These dynamic driving parameters are input into a preset state estimation model, which uses iterative vehicle dynamics calculations to estimate the true road adhesion coefficient in real time. The three paths for obtaining the adhesion coefficient are redundant and complementary, which can adapt to complex road conditions in all scenarios. They provide a precise, stable and reliable foundation for the road adhesion coefficient input for subsequent driving slip boundary solving, target driving torque calculation and vehicle anti-slip driving force control, and comprehensively improve the environmental adaptability and working condition robustness of the vehicle driving force control strategy.

[0148] Through the implementation of the above embodiments, based on three methods of obtaining road surface adhesion coefficient—road image recognition, user mode selection, and vehicle state estimation—the vehicle can flexibly determine the road surface adhesion coefficient according to different hardware configurations and application scenarios, providing a reliable basis for calculating the drive slip boundary. This improves the adaptability of the drive force control strategy to different road environments and further enhances the accuracy of target drive torque determination.

[0149] Furthermore, as an implementation of the aforementioned method embodiments, this application also provides a vehicle driving force control device for implementing the aforementioned method embodiments. This device embodiment corresponds to the aforementioned method embodiments. For ease of reading, this vehicle driving force control device embodiment will not repeat the details of the aforementioned method embodiments one by one, but it should be understood that the device in this application embodiment can correspondingly implement all the contents of the aforementioned method embodiments. For example... Figure 2 As shown, the vehicle drive force control device 20 includes: a data acquisition unit 201, a boundary determination unit 202, a torque determination unit 203, and a drive control unit 204. The data acquisition unit 201 acquires vehicle state parameters of the target vehicle, including vehicle speed, road surface adhesion coefficient, and accelerator pedal opening. The boundary determination unit 202 determines the drive slip boundary of the target vehicle based on vehicle speed and road surface adhesion coefficient, wherein the drive slip boundary characterizes the drive force limit that causes the drive wheels of the target vehicle to be in a critical state of slippage and non-slippage. The torque determination unit 203 determines the target drive torque based on the accelerator pedal opening and the drive slip boundary when the drive wheels of the target vehicle are in a non-slippage state, provided that the accelerator pedal opening is less than or equal to a first opening threshold. The drive control unit 204 controls the vehicle drive actuator of the target vehicle to output drive force based on the target drive torque.

[0150] In some embodiments, the torque determination unit 203 is further configured to determine a slip limit reference torque based on the accelerator pedal opening and the drive slip boundary; reduce the slip limit reference torque based on a first safety factor to obtain a candidate target torque; obtain the upper limit value of the drive torque of the power system of the target vehicle at the aforementioned vehicle speed; reduce the upper limit value of the drive torque based on a second safety factor to obtain a safe value of the drive torque; and determine the smaller value between the candidate target torque and the safe value of the drive torque as the target drive torque.

[0151] In some embodiments, the torque determination unit 203 is further configured to determine a base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle; generate a torque adjustment coefficient based on the ratio of the accelerator pedal opening to a first opening threshold and a first preset shape factor, wherein the first preset shape factor is used to control the response curve shape of the target drive torque as the accelerator pedal opening increases from 0 to the first opening threshold; and determine a slip limit reference torque based on the product of the base torque value and the torque adjustment coefficient.

[0152] In some embodiments, the torque determination unit 203 is further configured to determine the slip limit torque based on the product of the drive slip boundary and the wheel rolling radius; and to determine the smaller value between the slip limit torque and the upper limit value of the drive torque as the base torque value.

[0153] In some embodiments, the torque determination unit 203 is further configured to use the ratio of the accelerator pedal opening to the first opening threshold as the base and the first preset shape factor as the exponent to perform a power operation to obtain the torque adjustment coefficient, wherein the value of the first preset shape factor is greater than 0 and less than or equal to 1.

[0154] In some embodiments, the torque determination unit 203 is further configured to: when the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is greater than a first opening threshold and less than or equal to a second opening threshold, obtain the target driving torque corresponding to the accelerator pedal opening being equal to the first opening threshold as a first reference torque; obtain the upper limit value of the power system driving torque of the target vehicle at the vehicle speed as a second reference torque; determine relative position parameters based on the accelerator pedal opening, the first opening threshold, and the second opening threshold; perform a nonlinear transformation on the relative position parameters based on a second preset shape factor to obtain a transition weight coefficient, wherein the second preset shape factor is used to control the transition curve shape of the target driving torque during the process of the accelerator pedal opening increasing from the first opening threshold to the second opening threshold; and perform a weighted fusion of the first reference torque and the second reference torque based on the transition weight coefficient to obtain the target driving torque.

[0155] In some embodiments, the torque determination unit 203 is further configured to obtain a first difference between the accelerator pedal opening and a first opening threshold; obtain a second difference between a second opening threshold and the first opening threshold; and determine the ratio of the first difference to the second difference as a relative position parameter.

[0156] In some embodiments, the torque determination unit 203 is further configured to determine the second reference torque as the target driving torque if the accelerator pedal opening is greater than the second opening threshold when the drive wheels of the target vehicle are in an unslipped state.

[0157] In some embodiments, the torque determination unit 203 is further configured to: if the driving mode of the target vehicle is a first driving mode, then the first opening threshold is set to a first preset value and the second opening threshold is set to a second preset value; when the driving mode is a second driving mode, the first opening threshold is set to a third preset value and the second opening threshold is set to a fourth preset value, wherein the power response demand corresponding to the first driving mode is higher than that of the second driving mode, and the first preset value is less than the third preset value and the second preset value is less than the fourth preset value.

[0158] In some embodiments, the drive control unit 204 is further configured to acquire the drive wheel speed and non-drive wheel speed of the target vehicle; determine the drive wheel slip ratio of the target vehicle based on the drive wheel speed and non-drive wheel speed; if the drive wheel slip ratio is greater than or equal to a preset slip ratio threshold, then perform torque reduction correction on the target drive torque based on the difference between the drive wheel slip ratio and the preset slip ratio threshold to obtain the corrected target drive torque; and control the vehicle drive actuator to output drive force based on the corrected target drive torque.

[0159] In some embodiments, the vehicle state parameters further include drive form information of the target vehicle; the boundary determination unit 202 is further configured to determine a target dynamic model from a plurality of preset candidate dynamic models based on the drive form information, wherein the target dynamic model is used to characterize the mapping relationship between the vertical load of the drive wheel corresponding to the drive form information and the vehicle speed and road surface adhesion coefficient; and based on the target dynamic model, determine the drive slip boundary for the vehicle speed, road surface adhesion coefficient and preset vehicle parameters of the target vehicle, wherein the preset vehicle parameters are used to characterize the mass distribution, geometric dimensions and aerodynamic characteristics of the target vehicle.

[0160] In some embodiments, the preset vehicle parameters include vehicle mass, wheelbase, center of gravity height, distance from center of gravity to front axle, distance from center of gravity to rear axle, frontal area, air density, rolling resistance coefficient, air resistance coefficient, and lift coefficient. The drive type information includes rear-wheel drive, front-wheel drive, and four-wheel drive. The boundary determination unit 202 is further configured to: if the drive type information is rear-wheel drive, determine the first candidate dynamic model as the target dynamic model, wherein the first candidate dynamic model is used to determine the dynamic vertical load of the rear axle drive wheel based on the preset vehicle parameters, and to determine the drive slip boundary based on the dynamic vertical load of the rear axle drive wheel and the road adhesion coefficient; if the drive type information is front-wheel drive, determine the second candidate dynamic model as the target dynamic model, wherein the second candidate dynamic model is used to determine the dynamic vertical load of the front axle drive wheel based on the preset vehicle parameters, and to determine the drive slip boundary based on the dynamic vertical load of the front axle drive wheel and the road adhesion coefficient; if the drive type information is four-wheel drive, determine the target dynamic model from the third and fourth candidate dynamic models based on the drive force distribution attributes of the target vehicle.

[0161] In some embodiments, the boundary determination unit 202 is further configured to determine the third candidate dynamic model as the target dynamic model if the driving force distribution attribute is a variable distribution attribute, wherein the variable distribution attribute characterizes the dynamic change of the front and rear axle driving force ratio of the target vehicle according to the driving conditions, and the third candidate dynamic model is used to determine the total driving wheel dynamic vertical load of the target vehicle based on preset vehicle parameters, and to determine the driving slip boundary based on the total driving wheel dynamic vertical load and the road adhesion coefficient; if the driving force distribution attribute is a fixed distribution attribute, the fourth candidate dynamic model is determined as the target dynamic model, wherein the fixed distribution attribute characterizes the driving force distribution ratio between the front axle and the rear axle of the target vehicle as a preset fixed value, and the fourth candidate dynamic model is used to determine the first candidate slip boundary corresponding to the front axle driving wheel and the second candidate slip boundary corresponding to the rear axle driving wheel based on preset vehicle parameters, and to determine the smaller value between the first candidate slip boundary and the second candidate slip boundary as the driving slip boundary.

[0162] In some embodiments, the vehicle drive force control device 20 includes a mapping storage unit for generating a three-dimensional pedal torque mapping table based on the target drive torque. The three-dimensional pedal torque mapping table uses vehicle speed as the first input dimension, road surface adhesion coefficient as the second input dimension, accelerator pedal opening as the third input dimension, and the target drive torque as the output dimension. It is used to determine the target drive torque of the target vehicle by looking up the table during vehicle operation.

[0163] In some embodiments, the data acquisition unit 201 is further configured to acquire road images captured by a vehicle-mounted camera; analyze the road images using a preset image recognition model to determine the road type; determine the road surface adhesion coefficient based on a preset correspondence between road type and adhesion coefficient; or, acquire a road surface mode selection command input by the user through an interactive interface; determine the road surface adhesion coefficient based on a preset adhesion coefficient value corresponding to the road surface mode selection command; or, acquire the tire slip rate and wheel speed signals of the target vehicle during driving; process the tire slip rate and wheel speed signals using a preset state estimation model to determine the road surface adhesion coefficient.

[0164] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs that, when executed by a processor, will cause the processor to perform any step of the vehicle drive force control method provided in this application.

[0165] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0166] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0167] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0168] like Figure 3 As shown, this application also provides a vehicle 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described vehicle driving force control method.

[0169] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A vehicle's processor reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the vehicle to perform any step of the vehicle drive force control method described above.

[0170] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle driving force control method, characterized in that, Applied to a target vehicle, the vehicle driving force control method includes: Obtain the vehicle state parameters of the target vehicle, wherein the vehicle state parameters include vehicle speed, road surface adhesion coefficient and accelerator pedal opening; Based on the vehicle speed and the road surface adhesion coefficient, the drive slip boundary of the target vehicle is determined, wherein the drive slip boundary is used to characterize the driving force limit when the drive wheels of the target vehicle are in a critical state of slippage and non-slippage. When the drive wheels of the target vehicle are in a non-slipping state, if the accelerator pedal opening is less than or equal to a first opening threshold, the target drive torque is determined based on the accelerator pedal opening and the drive slip boundary. Based on the target driving torque, the vehicle drive actuator of the target vehicle is controlled to output driving force.

2. The vehicle driving force control method according to claim 1, characterized in that, Determining the target drive torque based on the accelerator pedal opening and the drive slip boundary includes: Based on the accelerator pedal opening and the drive slip boundary, determine the slip limit reference torque; Based on the first safety factor, the slip limit reference torque is reduced to obtain the candidate target torque; Obtain the upper limit value of the drive torque of the power system of the target vehicle at the vehicle speed; The upper limit of the driving torque is reduced based on the second safety factor to obtain a safe value for the driving torque; The smaller value between the candidate target torque and the safe value of the drive torque is determined as the target drive torque.

3. The vehicle driving force control method according to claim 2, characterized in that, The step of determining the slip limit reference torque based on the accelerator pedal opening and the drive slip boundary includes: The base torque value is determined based on the drive slip boundary and the wheel rolling radius of the target vehicle; Based on the ratio of the accelerator pedal opening to the first opening threshold and the first preset shape factor, a torque adjustment coefficient is generated, wherein the first preset shape factor is used to control the response curve shape of the target driving torque during the process of the accelerator pedal opening increasing from 0 to the first opening threshold. The slip limit reference torque is determined based on the product of the base torque value and the torque adjustment coefficient.

4. The vehicle driving force control method according to claim 3, characterized in that, The determination of the base torque value based on the drive slip boundary and the wheel rolling radius of the target vehicle includes: The slip limiting torque is determined based on the product of the drive slip boundary and the wheel rolling radius; The smaller of the slip limiting torque and the upper limit of the drive torque is determined as the base torque value.

5. The vehicle driving force control method according to claim 3, characterized in that, The step of generating a torque adjustment coefficient based on the ratio of the accelerator pedal opening to the first opening threshold and a first preset shape factor includes: The torque adjustment coefficient is obtained by exponentiation of the ratio of the accelerator pedal opening to the first opening threshold, with the first preset shape factor as the exponent, and the first preset shape factor as the exponent. The value of the first preset shape factor is greater than 0 and less than or equal to 1.

6. The vehicle driving force control method according to claim 1, characterized in that, The vehicle driving force control method further includes: When the drive wheels of the target vehicle are not slipping, if the accelerator pedal opening is greater than the first opening threshold and less than or equal to the second opening threshold, the target drive torque corresponding to the accelerator pedal opening being equal to the first opening threshold is obtained as the first reference torque. The upper limit value of the powertrain driving torque of the target vehicle at the vehicle speed is obtained as the second reference torque; Based on the accelerator pedal opening, the first opening threshold, and the second opening threshold, the relative position parameters are determined; The relative position parameters are nonlinearly transformed based on the second preset shape factor to obtain the transition weight coefficient. The second preset shape factor is used to control the transition curve shape of the target driving torque during the process of the accelerator pedal opening increasing from the first opening threshold to the second opening threshold. Based on the transition weight coefficient, the first reference torque and the second reference torque are weighted and fused to obtain the target driving torque.

7. The vehicle driving force control method according to claim 6, characterized in that, The step of determining the relative position parameters based on the accelerator pedal opening, the first opening threshold, and the second opening threshold includes: Obtain the first difference between the accelerator pedal opening degree and the first opening threshold value; Obtain the second difference between the second opening threshold and the first opening threshold; The ratio of the first difference to the second difference is determined as the relative position parameter.

8. The vehicle driving force control method according to claim 6, characterized in that, The vehicle driving force control method further includes: When the drive wheels of the target vehicle are not slipping, if the accelerator pedal opening is greater than the second opening threshold, then the second reference torque is determined as the target drive torque.

9. The vehicle driving force control method according to claim 6, characterized in that, The vehicle driving force control method further includes: If the target vehicle's driving mode is the first driving mode, then the first opening threshold is a first preset value, and the second opening threshold is a second preset value. When the driving mode is the second driving mode, the first opening threshold is a third preset value, and the second opening threshold is a fourth preset value. The power response requirement corresponding to the first driving mode is higher than that of the second driving mode, and the first preset value is less than the third preset value, and the second preset value is less than the fourth preset value.

10. The vehicle driving force control method according to claim 1, characterized in that, Before controlling the vehicle drive actuator of the target vehicle to output drive force based on the target drive torque, the vehicle drive force control method further includes: Obtain the speed of the drive wheels and the speed of the non-drive wheels of the target vehicle; Based on the drive wheel speed and the non-drive wheel speed, determine the drive wheel slip ratio of the target vehicle; If the slip ratio of the drive wheel is greater than or equal to a preset slip ratio threshold, then based on the difference between the slip ratio of the drive wheel and the preset slip ratio threshold, the target drive torque is reduced to obtain the corrected target drive torque. The step of controlling the vehicle drive actuator of the target vehicle to output driving force based on the target driving torque includes: Based on the corrected target driving torque, the vehicle drive actuator is controlled to output driving force.

11. The vehicle driving force control method according to claim 1, characterized in that, The vehicle state parameters also include the drive type information of the target vehicle; determining the drive slip boundary of the target vehicle based on the vehicle speed and the road surface adhesion coefficient includes: Based on the drive type information, a target dynamic model is determined from a set of multiple candidate dynamic models. The target dynamic model is used to characterize the mapping relationship between the vertical load of the drive wheel corresponding to the drive type information and the vehicle speed and the road surface adhesion coefficient. Based on the target dynamics model, the driving slip boundary is determined by the vehicle speed, the road surface adhesion coefficient, and the preset vehicle parameters of the target vehicle, wherein the preset vehicle parameters are used to characterize the mass distribution, geometric dimensions, and aerodynamic characteristics of the target vehicle.

12. The vehicle driving force control method according to claim 11, characterized in that, The preset vehicle parameters include vehicle mass, wheelbase, center of gravity height, distance from center of gravity to front axle, distance from center of gravity to rear axle, frontal area, air density, rolling resistance coefficient, air resistance coefficient, and lift coefficient. The drive type information includes rear-wheel drive, front-wheel drive, and four-wheel drive. The step of determining the target dynamic model from a set of candidate dynamic models based on the driving form information includes: If the drive type information is the rear-wheel drive type, then the first candidate dynamic model is determined as the target dynamic model, wherein the first candidate dynamic model is used to determine the dynamic vertical load of the rear axle drive wheel based on the preset vehicle parameters, and to determine the drive slip boundary based on the dynamic vertical load of the rear axle drive wheel and the road surface adhesion coefficient. If the drive type information is the front-wheel drive type, then the second candidate dynamic model is determined as the target dynamic model, wherein the second candidate dynamic model is used to determine the dynamic vertical load of the front axle drive wheel based on the preset vehicle parameters, and to determine the drive slip boundary based on the dynamic vertical load of the front axle drive wheel and the road adhesion coefficient. If the drive type information is the four-wheel drive type, then the target dynamic model is determined from the third candidate dynamic model and the fourth candidate dynamic model based on the drive force distribution attribute of the target vehicle.

13. The vehicle driving force control method according to claim 11, characterized in that, The step of determining the target dynamic model from the third and fourth candidate dynamic models based on the driving force distribution attributes of the target vehicle includes: If the driving force distribution attribute is a variable distribution attribute, then the third candidate dynamic model is determined as the target dynamic model, wherein the variable distribution attribute characterizes the dynamic change of the front and rear axle driving force ratio of the target vehicle according to the driving conditions, and the third candidate dynamic model is used to determine the total driving wheel dynamic vertical load of the target vehicle based on the preset vehicle parameters, and to determine the driving slip boundary based on the total driving wheel dynamic vertical load and the road surface adhesion coefficient. If the driving force distribution attribute is a fixed distribution attribute, then the fourth candidate dynamic model is determined as the target dynamic model. The fixed distribution attribute indicates that the driving force distribution ratio between the front axle and the rear axle of the target vehicle is a preset fixed value. The fourth candidate dynamic model is used to determine the first candidate slip boundary corresponding to the front axle drive wheel and the second candidate slip boundary corresponding to the rear axle drive wheel based on the preset vehicle parameters, and the smaller value between the first candidate slip boundary and the second candidate slip boundary is determined as the driving slip boundary.

14. The vehicle driving force control method according to any one of claims 1 to 13, characterized in that, The vehicle driving force control method further includes: A three-dimensional pedal torque mapping table is generated based on the target driving torque. The three-dimensional pedal torque mapping table uses the vehicle speed as the first input dimension, the road surface adhesion coefficient as the second input dimension, the accelerator pedal opening as the third input dimension, and the target driving torque as the output dimension. It is used by the target vehicle to determine the target driving torque by looking up the table during vehicle operation.

15. The vehicle driving force control method according to any one of claims 1 to 13, characterized in that, The step of obtaining the road surface adhesion coefficient includes: Acquire road images captured by a vehicle-mounted camera; analyze the road images using a preset image recognition model to determine the road type; determine the road surface adhesion coefficient based on a preset correspondence between road type and adhesion coefficient; or, Obtain the road surface mode selection command input by the user through the interactive interface; determine the road surface adhesion coefficient based on the preset adhesion coefficient value corresponding to the road surface mode selection command; or, The tire slip ratio and wheel speed signals of the target vehicle during driving are acquired; the tire slip ratio and wheel speed signals are processed by a preset state estimation model to determine the road adhesion coefficient.

16. A vehicle drive force control device, characterized in that, Applied to a target vehicle, the vehicle drive force control device includes: The data acquisition unit is used to acquire the vehicle state parameters of the target vehicle, wherein the vehicle state parameters include vehicle speed, road surface adhesion coefficient and accelerator pedal opening. A boundary determination unit is used to determine the drive slip boundary of the target vehicle based on the vehicle speed and the road surface adhesion coefficient, wherein the drive slip boundary is used to characterize the driving force limit when the drive wheels of the target vehicle are in a critical state of slippage and non-slippage. A torque determination unit is used to determine the target driving torque based on the accelerator pedal opening and the drive slip boundary when the drive wheels of the target vehicle are in an unslipped state and the accelerator pedal opening is less than or equal to a first opening threshold. A drive control unit is used to control the output drive force of the vehicle drive actuator of the target vehicle based on the target drive torque.

17. A vehicle comprising: A memory and a processor, characterized in that the processor, when executing a computer program stored in the memory, implements the steps of the vehicle drive force control method as described in any one of claims 1 to 15.

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