VEHICLE CONTROL METHOD AND CONTROL SYSTEM, VEHICLE AND READABLE STORAGE MEDIUM

Abstract

A vehicle, a vehicle control procedure and system, and a computer-readable storage medium are provided. The vehicle control procedure includes the following: determining, when the vehicle is in a differential steering condition and has a slipping wheel, a torque reduction value of the slipping wheel; and performing a torque adjustment at coaxial wheels according to the torque reduction value.

Description

Vehicle control method, control system, vehicle, and readable storage medium

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on September 12, 2023, with application number 202311181457.2 and entitled “Vehicle Control Method, Control System, Vehicle and Readable Storage Medium,” the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a control system, a vehicle, and a readable storage medium. Background Art

[0004] When a vehicle is driving, wheels often slip. Different torque control strategies need to be formulated according to different wheel slip conditions to prevent the vehicle from slipping.

[0005] Related technologies primarily use TCS (Traction Control System) and ABS (Asset Backed Securitization) to prevent vehicle skid. Specifically, single-wheel torque reduction is often employed. However, using this technology under differential steering conditions can generate undesirable yaw torque on the wheels, affecting vehicle body posture.

[0006] Therefore, it is urgent to propose an anti-skid control method under differential steering conditions to improve the safety and reliability of the vehicle during differential steering.

[0007] Public content

[0008] This application aims to solve at least one of the technical problems existing in the prior art.

[0009] To this end, one purpose of the present application is to propose a vehicle control method. After determining that the vehicle is in a differential steering condition, the method classifies the vehicle's differential state, optimizes the identification scheme for the wheel slip problem under the differential steering condition, and uses different drive torque control logics. This not only ensures timely identification when the wheel slips in the opposite direction, but also expands the usage scenarios of the differential function, avoids high-speed wheel slip and body posture deflection, and improves the reliability of the vehicle's differential function.

[0010] To this end, a second object of this application is to provide a vehicle control system.

[0011] To this end, a third object of the present application is to provide a vehicle.

[0012] To this end, the fourth object of this application is to provide a computer-readable storage medium.

[0013] To achieve the above-mentioned objectives, an embodiment of the first aspect of the present application discloses a vehicle control method, comprising the following steps: when the vehicle is in a differential steering condition and a slipping wheel exists on the vehicle, determining the torque reduction torque of the slipping wheel; and adjusting the torque of the coaxial wheels according to the torque reduction torque.

[0014] According to the vehicle control method of an embodiment of the present application, upon determining that the vehicle is in a differential steering condition and has a slipping wheel, the method determines the torque reduction torque for the slipping wheel and adjusts the torque of the coaxial wheel based on the torque reduction torque. This optimizes the control of wheel slip under differential steering conditions and utilizes different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the use cases of the differential function, avoids high-speed wheel slip and vehicle body deflection, and improves the reliability of the vehicle's differential function and the user experience.

[0015] To achieve the above-mentioned objectives, an embodiment of the second aspect of the present application discloses a vehicle control system, including: a determination module, used to determine the torque reduction torque of the slipping wheel when the vehicle is in a differential steering condition and the vehicle has a slipping wheel; a control module, used to adjust the torque of the coaxial wheels according to the torque reduction torque.

[0016] According to the vehicle control system of an embodiment of the present application, upon determining that the vehicle is in a differential steering condition and has a slipping wheel, the system determines the torque reduction torque for the slipping wheel and adjusts the torque of the coaxial wheel based on the torque reduction torque. This optimizes the control of wheel slip under differential steering conditions and utilizes different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the use cases of the differential function, prevents high-speed wheel slip and vehicle body deviation, and improves the reliability of the vehicle's differential function and the user experience.

[0017] To achieve the above-mentioned purpose, an embodiment of the third aspect of the present application discloses a vehicle, comprising: the vehicle control system described in the embodiment of the second aspect of the present application; or comprising: a processor, a memory, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program, when processed and executed, implements the vehicle control method described in the embodiment of the first aspect of the present application.

[0018] According to the vehicle embodiment of the present application, when it is determined that the vehicle is in a differential steering condition and a wheel is slipping, the torque reduction torque of the slipping wheel is determined, and torque adjustment is performed on the coaxial wheel based on the torque reduction torque. This optimizes the control of wheel slip under differential steering conditions and utilizes different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the use cases of the differential function, avoids high-speed wheel slip and vehicle body deviation, and improves the reliability of the vehicle's differential function and the user experience.

[0019] To achieve the above-mentioned objectives, an embodiment of the fourth aspect of the present application discloses a computer-readable storage medium, on which a vehicle control program is stored. When the vehicle control program is executed by a processor, the vehicle control method described in the embodiment of the first aspect of the present application is implemented.

[0020] According to an embodiment of the present application, when a processor executes a vehicle control program stored on a computer-readable storage medium, upon determining that the vehicle is in a differential steering condition and has a slipping wheel, the processor determines the torque reduction torque for the slipping wheel and adjusts the torque of the coaxial wheel based on the torque reduction torque. This optimizes the control of wheel slip under differential steering conditions and utilizes different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the use cases of the differential function, prevents high-speed wheel slip and vehicle body posture deviation, and improves the reliability of the vehicle's differential function and the user experience.

[0021] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] FIG1 is a flow chart of a vehicle control method according to one embodiment of the present application;

[0024] FIG2 is a flow chart of a vehicle control method according to another embodiment of the present application;

[0025] FIG3 is a flow chart of torque regulation according to one embodiment of the present application;

[0026] FIG4 is a schematic diagram of wheel torque distribution under a differential steering condition according to one embodiment of the present application;

[0027] FIG5 is a flow chart of coaxial wheel torque control according to one embodiment of the present application;

[0028] FIG6 is a structural block diagram of a vehicle control system according to one embodiment of the present application;

[0029] FIG7 is a structural block diagram of a vehicle according to one embodiment of the present application;

[0030] FIG8 is a structural block diagram of a vehicle according to another embodiment of the present application.

[0031] Reference numerals:

[0032] Vehicle 200 , vehicle control system 100 , determination module 110 , control module 120 , memory 130 , processor 140 . DETAILED DESCRIPTION

[0033] The following describes in detail embodiments of the present application, and the embodiments described with reference to the accompanying drawings are exemplary.

[0034] The following describes a vehicle control method, a control system, a vehicle, and a readable storage medium according to an embodiment of the present application with reference to Figures 1 to 7.

[0035] FIG1 is a flow chart of a vehicle control method according to an embodiment of the present application. As shown in FIG1 , the vehicle control method includes the following steps:

[0036] Step S1: When the vehicle is in a differential steering state and a slipping wheel exists on the vehicle, the torque reduction torque of the slipping wheel is determined.

[0037] Specifically, after the vehicle is started, it is determined whether the vehicle is currently in a differential steering condition. The vehicle's differential steering condition can be determined based on relevant vehicle information, such as, but not limited to, whether the vehicle's differential steering function flag is activated and the actual driving torque of the wheels. Whether the vehicle is currently in a differential steering condition is determined based on the vehicle's differential function flag and the actual driving torque of the wheels. For example, when the vehicle's differential function flag is in the activated flag position, the vehicle is in a differential steering condition. Alternatively, the determination is made based on the actual driving torque of each wheel. When the actual driving torque of each wheel meets certain conditions, the vehicle is determined to be in a differential steering condition. A differential steering condition refers to a condition in which the left and right coaxial wheels of the vehicle can independently control and adjust torque. For example, the left and right front wheels of the vehicle can independently control and adjust torque, and / or the left and right rear wheels of the vehicle can independently control and adjust torque. In other words, the vehicle can be a three-motor vehicle or a four-motor vehicle.

[0038] Step S2: adjusting the torque of the coaxial wheels according to the torque reduction torque.

[0039] Specifically, when a vehicle is driving, the torque of the transmission system acts on the wheels and propels the vehicle. Wheel torque refers to the moment generated by the wheels when they rotate. Its magnitude is related to factors such as wheel radius, tire size, vehicle speed, and engine power. For example, the magnitude of wheel torque depends on the radius of the wheel and the friction coefficient between the wheel and the ground, and the friction coefficient depends on the condition of the road surface, such as but not limited to the dryness, wetness, and gravel of the road surface. The torque of the coaxial wheels is adjusted according to the torque reduction torque so that the torque of each wheel better adapts to the current driving conditions of the vehicle, which helps to improve the dynamic performance of the vehicle under the current driving conditions, thereby preventing the vehicle from slipping or suppressing wheel slippage to get rid of the slippage as soon as possible, which is beneficial to improving the reliability and safety of the vehicle, as well as the user experience.

[0040] If the vehicle is currently in a differential steering state, the system further determines whether the vehicle meets the conditions for anti-skid control intervention. For example, the system can determine whether the vehicle meets the conditions for anti-skid control intervention based on whether any wheels are slipping. The wheels may include the left front wheel, right front wheel, left rear wheel, and right rear wheel. If any of the left front wheel, right front wheel, left rear wheel, or right rear wheel is slipping, the vehicle is determined to meet the conditions for anti-skid control intervention, and anti-skid control may be initiated based on this condition.

[0041] If the vehicle is determined to be in differential steering mode and has a slipping wheel, the conditions for anti-skid control intervention are considered met, and anti-skid control is implemented. After anti-skid control intervenes, the torque reduction torque of the slipping wheel is determined, and torque adjustment is performed on the coaxial wheels based on the torque reduction torque, that is, torque adjustment is performed simultaneously on both wheels on the same axle. For example, torque adjustment is performed uniformly on both the left and right wheels of the front and / or rear axles, thereby preventing vehicle slip, avoiding high-speed wheel slip and vehicle body deviation, and improving the reliability of the vehicle's differential steering function.

[0042] Therefore, the embodiment of the present application determines that the vehicle is in a differential steering condition and that there is a slipping wheel on the vehicle, further determines the torque reduction torque of the slipping wheel, and adjusts the torque of the coaxial wheels according to the torque reduction torque, that is, achieves synchronous adjustment of the coaxial wheels, thereby avoiding high-speed wheel slippage in the vehicle, and improving the reliability of the vehicle's differential steering function and driving safety.

[0043] Therefore, the above-mentioned vehicle control method, upon determining that the vehicle is in a differential steering condition and has a slipping wheel, determines the torque reduction torque for the slipping wheel and adjusts the torque of the coaxial wheel based on the torque reduction torque. This optimizes the control of wheel slip under differential steering conditions and utilizes different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the use cases of the differential function, prevents high-speed wheel slip and vehicle body deviation, and improves the reliability of the vehicle's differential function and the user experience.

[0044] In one embodiment of the present application, when the differential steering function flag of the vehicle is in the activation flag, it is determined that the vehicle is in the differential steering working condition.

[0045] In an embodiment, the vehicle may be configured with a function option to enable the differential function. When the driver enables the differential function according to this function option and it is determined that the driver has a strong steering demand, the differential steering function flag is automatically activated and the activation flag is output. Specifically, when it is determined that the vehicle meets certain conditions, such as but not limited to the steering wheel angle, gear position, and vehicle speed (e.g., the steering wheel angle is greater than a certain angle, the gear position is D, and the vehicle speed is less than a certain speed), it is determined that the driver has a strong steering demand.

[0046] Specifically, if the vehicle's differential steering function flag is in the activation flag position, it can be determined that the vehicle is currently in a differential steering condition; if the vehicle's differential steering function flag is not in the activation flag position, it can be determined that the vehicle is not currently in a differential steering condition. By judging whether the vehicle is in a differential steering condition, the vehicle's differential state can be classified to facilitate the formulation of different drive anti-skid control strategies, which can help avoid vehicle slipping and improve the safety and reliability of the vehicle.

[0047] In another embodiment of the present application, determining whether the vehicle is in a differential steering condition includes: obtaining an actual driving torque of each wheel; and determining whether the vehicle is in a differential steering condition based on the actual driving torque of each wheel.

[0048] In an embodiment, the actual driving torque of each wheel can be obtained through a wheel torque sensor, and whether the vehicle is in a differential steering condition can be determined based on the actual torque of each wheel obtained. By determining whether the vehicle is in a differential steering condition, the differential state of the vehicle can be classified to facilitate the formulation of different drive anti-skid control strategies, which can help avoid vehicle slippage and improve the safety and reliability of the vehicle.

[0049] Specifically, when the absolute value of the first difference is greater than the first preset torque threshold value, and / or the absolute value of the second difference is greater than the second preset torque threshold value, it is determined that the vehicle is in a differential steering condition; wherein the first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

[0050] In an embodiment, the actual torque of each wheel can be obtained by the wheel torque sensor to determine whether the vehicle is in a differential steering state. Specifically, the actual driving torque corresponding to the left front wheel, right front wheel, left rear wheel and right rear wheel of the vehicle can be obtained by the wheel torque sensor respectively, and the actual driving torque of the left front wheel is recorded as T lf , the actual driving torque of the right front wheel is recorded as T rf , the actual driving torque of the left rear wheel is recorded as T lr The actual driving torque of the right rear wheel is recorded as T rr , the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel is recorded as the absolute value of the first difference, that is, ΔT1 = |T lf -T rf |, the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel is recorded as the absolute value of the second difference, that is, ΔT2 = |T lr -T rr When the absolute value of the first difference ΔT1 is greater than a first preset torque threshold, and / or the absolute value of the second difference ΔT2 is greater than a second preset torque threshold, the vehicle is determined to be in a differential steering condition. Thus, by obtaining the actual driving torque of each wheel and determining whether the vehicle is in a differential steering condition based on the actual driving torque of each wheel, it is possible to accurately determine whether the vehicle is currently in a differential steering condition, thereby facilitating the precise formulation of different drive anti-skid control strategies, effectively preventing vehicle slippage and improving vehicle safety and reliability.

[0051] In one embodiment of the present application, determining whether the vehicle meets the conditions for anti-skid control intervention includes: determining whether the vehicle has a slipping wheel; if so, determining that the vehicle meets the conditions for anti-skid control intervention.

[0052] In an embodiment, when it is determined that the vehicle is currently in a differential steering condition, the slip state of each wheel can be independently judged, and whether the current vehicle requires anti-skid control intervention is judged based on the slip state of the wheel. If the wheel slips, that is, any one of the four wheels of the vehicle slips, then it is judged that the vehicle meets the conditions for anti-skid control intervention, that is, the vehicle requires anti-skid control intervention.

[0053] In one embodiment of the present application, when it is determined that any wheel meets the first preset condition for N consecutive cycles, it is determined that the corresponding wheel has slipped; otherwise, it is determined that the corresponding wheel has not slipped, where N is an integer greater than 1.

[0054] In an embodiment, as shown in FIG3 , it is determined that the vehicle is currently in a differential steering state and whether any wheels are slipping. To determine whether any wheels are slipping, the vehicle may first be determined to be in a non-active braking state. For example, this may be determined based on the relationship between the braking depth of the brake pedal and a preset value. When the braking depth is less than the preset value, the vehicle is considered to be in a non-active braking state; when the braking depth is greater than or equal to the preset value, the vehicle is considered to be in an active braking state. For example, the preset value may be set to 5%. When the braking depth is less than 5%, the vehicle is considered to be in a non-active braking state; when the braking depth is greater than or equal to 5%, the vehicle is considered to be in an active braking state. For example, if the braking depth of the vehicle's brake pedal is detected to be 3%, then the braking depth is less than a preset value (e.g., 5%). Whether any wheel is slipping is determined based on whether the first preset condition is met for N consecutive cycles. Specifically, the wheel can be any of the left front wheel, right front wheel, left rear wheel, and right rear wheel. A counter can be used to count the number of determination cycles. If any wheel satisfies a first preset condition for N consecutive cycles, the wheel is determined to be slipping; otherwise, the vehicle is determined to be not slipping. N is an integer greater than 1. For example, taking N as an example, if the counter determines that a wheel satisfies the first preset condition for five consecutive cycles, the wheel is determined to be slipping. If the wheel does not satisfy the first preset condition for five consecutive cycles, the wheel is determined to be not slipping. For example, if the wheel satisfies the first preset condition for the first two consecutive cycles, does not satisfy the first preset condition for the third and fourth cycles, but satisfies the first preset condition again for the fifth cycle, the wheel does not satisfy the first preset condition for five consecutive cycles, meaning it is not slipping. Thus, by providing a counter, slip detection can be performed for any wheel, improving the vehicle slip detection rate while also enhancing vehicle reliability and safety, as well as user experience.

[0055] In one embodiment of the present application, when the absolute value of the third difference is greater than a preset wheel speed difference threshold, and / or the absolute value of the fourth difference is greater than a preset wheel acceleration difference threshold, it is judged that the wheel meets the first preset condition; wherein the third difference is the absolute value of the difference between the actual wheel speed of the wheel and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration and the vehicle longitudinal acceleration.

[0056] In the embodiment, the wheels include a left front wheel, a right front wheel, a left rear wheel and a right rear wheel. Taking the left front wheel as an example, the process of determining whether the left front wheel meets the first preset condition includes: for example, recording the actual wheel speed of the left front wheel as u lf , the current vehicle speed is u, and the left front wheel acceleration is The longitudinal acceleration of the vehicle is a x , the wheel speed difference threshold is Δu, the wheel acceleration difference threshold is Δa, and the absolute value of the third difference between the actual wheel speed of the left front wheel and the current vehicle speed is recorded as ΔT3=|u lf -u|, the absolute value of the fourth difference between the left front wheel acceleration and the vehicle longitudinal acceleration is recorded as When ΔT3 is greater than Δu, and / or ΔT4 is greater than Δa, it is determined that the left front wheel meets the first preset condition. In other words, when either of the following two conditions is met, it is determined that the left front wheel meets the first preset condition, the two conditions including:

[0057] The above example uses the left front wheel as an example. The logic for determining the slip status of the remaining wheels is the same as the above process and will not be listed here one by one.

[0058] Therefore, by setting threshold values ​​for the absolute value of the difference between the wheel speed and the vehicle speed, and the absolute value of the wheel acceleration and the vehicle longitudinal acceleration, it can be ensured that both forward and reverse wheel slip can be identified, thereby improving the recognition rate of forward and reverse wheel slip.

[0059] In one embodiment of the present application, the preset wheel speed difference threshold is positively correlated with the vehicle speed, and the preset wheel acceleration difference threshold is positively correlated with the vehicle speed. That is, the preset wheel speed difference threshold increases as the vehicle speed increases, and decreases as the vehicle speed decreases; the preset wheel acceleration difference threshold increases as the vehicle speed increases, and decreases as the vehicle speed decreases.

[0060] In one embodiment of the present application, after determining that the corresponding wheel has slipped, it also includes: if it is detected that the wheel does not meet the first preset condition in M ​​consecutive cycles, and / or the torque reduction torque of the wheel is less than the preset torque, then it is determined that the wheel has recovered stability; when all wheels have recovered stability, the torque adjustment of each wheel is stopped, where M is an integer greater than 2.

[0061] In an embodiment, as shown in FIG3 , the number of judgment cycles is counted according to a counter. When any wheel that has slipped does not meet the first preset condition for M consecutive cycles after the slip occurs, and / or the torque reduction torque of the wheel is less than the preset torque (such as but not limited to 100 Nm), it is judged that the wheel has recovered to a stable state. Furthermore, when all wheels have recovered to a stable state, the anti-skid control can be exited, that is, the anti-skid control of the vehicle can be stopped, where M is an integer greater than 2. For example, taking the value of M as 5, the preset torque as 100Nm, and the wheel as the left front wheel, after the left front wheel slips, when it is detected that the left front wheel does not meet the first preset condition in 5 consecutive cycles, and the torque reduction torque of the left wheel is less than 100Nm, it is considered that the left front wheel has recovered stability and the anti-skid control of the left front wheel can be stopped. Then, the right front wheel, left rear wheel and right rear wheel are judged. If the right front wheel, left rear wheel and right rear wheel do not meet the first preset condition in 5 consecutive cycles, and the torque reduction torque corresponding to each wheel is less than the preset torque, it is considered that all wheels have recovered stability and the anti-skid control of the vehicle can be stopped. If at least one wheel still meets the first preset condition, anti-skid control of the vehicle will not be terminated. For example, if the vehicle is in differential steering and has been driving for a period of time, and the right rear wheel still meets the first preset condition, meaning it has not regained stability and is still slipping, anti-skid control of the right rear wheel will continue until the right rear wheel fails to meet the first preset condition for M consecutive cycles and the torque reduction torque of the right rear wheel is less than the preset torque. In this case, the right rear wheel is deemed to have regained stability. Anti-skid control of the vehicle can be terminated until all wheels have regained stability. Therefore, by performing individual anti-skid control on each wheel in differential steering, the vehicle will not generate additional yaw torque or change its vehicle posture after individual wheel slippage, thereby improving the reliability of the vehicle's differential function and user experience.

[0062] In one embodiment of the present application, in step S2, the torque of the coaxial wheels is adjusted according to the torque reduction torque, including: determining the front axle torque reduction torque and / or rear axle torque reduction torque corresponding to the vehicle according to the torque reduction torque; and adjusting the torque of the coaxial wheels according to the front axle torque reduction torque and / or rear axle torque reduction torque.

[0063] In one embodiment of the present application, the torque reduction torque corresponding to the slipping wheel can be calculated by the difference between the current wheel speed and the vehicle speed. The torque reduction torque refers to the torque required to adjust the wheel end torque in order to control the current wheel speed.

[0064] In one embodiment of the present application, the torque reduction torque ΔT of the left front wheel is lf is calculated as follows:

[0065] Where, ΔT lf is the torque reduction of the left front wheel, errorlf (t) is the difference between the current left front wheel speed and the vehicle speed, K p is the proportional coefficient, as shown in Table 1, K p The value can be determined according to the wheel speed difference error lf (t) size can be checked; K i is the integral coefficient, as shown in Table 2, K i The value of is determined by the integral value of wheel speed difference The size is obtained by looking up the table; K d is the differential coefficient, as shown in Table 3, K d The value of is determined by the wheel speed differential value d[error lf (t)] / dt size can be obtained by looking up the table.

[0066] As shown in Table 1 below, K p Some examples of table lookup values ​​are listed below.

[0067] Table 1

[0068] As shown in Table 2 below, K i Some examples of table lookup values ​​are listed below.

[0069] Table 2

[0070] As shown in Table 3 below, K d Some examples of table lookup values ​​are listed below.

[0071] Table 3

[0072] For example, get the current left front wheel speed and vehicle speed, when calculating the difference between the current left front wheel speed and vehicle speed error lf (t) is -15, and its corresponding K can be obtained by looking up Table 1. p The value is -300. If the integral value of the difference between the current left front wheel speed and the vehicle speed is is -500, then by looking up Table 2, it corresponds to K i The value of is -6, and K d The value can be calculated based on the wheel speed differential value d[error lf (t)] / d can be obtained by looking up Table 3. If the wheel speed differential value d[error lf (t)] / d is -500, then the corresponding K d The value is -0.5, and the obtained values ​​are substituted into the left front wheel torque reduction torque ΔT lf In the calculation formula,

[0073] The current left front wheel torque reduction torque ΔT can be obtained lfIt is 7750.

[0074] The above example takes the left front wheel as the slipping wheel. The calculation process of the torque reduction torque of the remaining wheels (i.e., the right front wheel, the left rear wheel and the right rear wheel) is the same as the above process. To reduce redundancy, they will not be listed here one by one.

[0075] In one embodiment of the present application, determining a target torque for each wheel based on the torque reduction torque corresponding to the slipping wheel includes: determining a front axle torque reduction torque and a rear axle torque reduction torque corresponding to the vehicle based on the torque reduction torque corresponding to the slipping wheel; and determining a target torque for each wheel based on the front axle torque reduction torque and the rear axle torque reduction torque. Furthermore, torque is distributed to each wheel based on the target torque corresponding to each wheel.

[0076] In an embodiment, when determining the target torque corresponding to each wheel based on the torque reduction torque corresponding to the slipping wheel, the front and rear axle torque reduction torques corresponding to the vehicle can be first determined based on the torque reduction torque corresponding to the slipping wheel, and then the target torque corresponding to each wheel can be determined based on the front and rear axle torque reduction torques. It will be appreciated that by determining the target torque corresponding to each wheel based on the front and rear axle torque reduction torques, torque can be distributed to each wheel based on the target torque corresponding to each wheel, achieving torque regulation for each wheel. Calculating the front and rear axle torque reduction torques can achieve torque synchronization control for coaxial vehicles. Specifically, since the vehicle is currently in a differential steering state, in addition to the driving torque, a differential torque in the opposite direction is also applied to the coaxial wheels. If only the slipping wheels are controlled to reduce the torque, it will cause the entire vehicle to generate an unexpected yaw moment and change the magnitude of the vehicle's longitudinal force, causing the vehicle to skid, push its head, or have abnormal speed. Therefore, in the differential state, the coaxial wheels need to be synchronously adjusted after the wheels slip. Therefore, the front axle torque reduction torque and rear axle torque reduction torque corresponding to the slipping wheels are determined, and the target torque corresponding to each wheel is determined according to the front axle torque reduction torque and the rear axle torque reduction torque, so that the torque of the coaxial wheels can be synchronously adjusted and controlled to avoid the entire vehicle from generating an unexpected yaw moment, and preventing the vehicle from skidding, pushing its head, or having abnormal speed.

[0077] In one embodiment of the present application, as shown in Figure 5, the front axle torque reduction torque and / or rear axle torque reduction torque corresponding to the vehicle are determined based on the torque reduction torque, including: when at least one of the left front wheel and the right front wheel slips, the front axle torque reduction torque and / or the rear axle torque reduction torque are calculated according to a first calculation strategy; when neither the left front wheel nor the right front wheel slips, and at least one of the left rear wheel and the right rear wheel slips, the rear axle torque reduction torque is calculated according to a second calculation strategy.

[0078] In an embodiment, as shown in FIG5 , whether the front axle is slipping is determined by determining whether the two front axle wheels (i.e., the left front wheel and the right front wheel) are slipping. If at least one of the left front wheel and the right front wheel is slipping, that is, the front axle is determined to be slipping, then the front axle torque reduction torque and / or the rear axle torque reduction torque are calculated according to the first calculation strategy. If neither the left front wheel nor the right front wheel is slipping, and at least one of the left rear wheel and the right rear wheel is slipping, that is, the front axle is determined to be not slipping, but the rear axle is slipping, then the rear axle torque reduction torque is calculated according to the second calculation strategy, thereby determining the front axle torque reduction and / or the rear axle torque reduction corresponding to the vehicle based on the torque reduction torque corresponding to the slipping wheel. A coaxial control strategy is adopted for the slipping wheel to ensure that under differential steering conditions, the vehicle will not generate additional yaw moment after the single wheel slips and reduces torque, thereby changing the vehicle body posture.

[0079] In one embodiment of the present application, the first computing strategy includes:

[0080] Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lf is the torque reduction torque corresponding to the left front wheel, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rf is the torque reduction torque corresponding to the right front wheel, ΔT rr is the torque reduction corresponding to the right rear wheel.

[0081] In the embodiment, when the front axle wheels slip during vehicle travel, the rear axle wheels are also likely to slip when passing through the same road surface. Therefore, when the front axle wheels slip, the differential torque of the rear axle is adjusted to reduce the frequency of wheel slip. That is, the first calculation strategy is used to calculate the torque reduction of the front and rear axles. Specifically, the front axle torque reduction can be recorded as ΔT F , the rear axle torque reduction is recorded as ΔT R , the torque reduction torque corresponding to the left front wheel is recorded as ΔT lf , the torque reduction torque corresponding to the left rear wheel is recorded as ΔT lr , the torque reduction torque corresponding to the right front wheel is recorded as ΔT rf , the torque reduction torque corresponding to the right rear wheel is recorded as ΔT rr In the first calculation strategy, the front axle torque reduction torque ΔT F Take the torque reduction torque ΔT corresponding to the left front wheel lf The torque reduction ΔT corresponding to the right front wheel rf The maximum value in ΔT F =max(ΔT lf ,ΔT rf ), rear axle torque reduction torque ΔT R Take the torque reduction torque ΔT corresponding to the left front wheel lf, the torque reduction torque ΔT corresponding to the right front wheel rf , the torque reduction torque ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr The maximum value in ΔT R =max(ΔT lr ,ΔT rf , ΔT lr ,ΔT rr ), thus, the torque reduction torque ΔT corresponding to the left front wheel is lf , the torque reduction torque ΔT corresponding to the right front wheel rf , the torque reduction torque ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr , the front axle torque reduction torque ΔT can be calculated F and rear axle torque reduction torque ΔT R .

[0082] In one embodiment of the present application, the second calculation strategy includes:

[0083] Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rr is the torque reduction corresponding to the right rear wheel.

[0084] In the embodiment, the front axle torque reduction torque can be recorded as ΔT F , the rear axle torque reduction is recorded as ΔT R , the torque reduction torque corresponding to the left rear wheel is recorded as ΔT lr , the torque reduction torque corresponding to the right rear wheel is recorded as ΔT rr In the second calculation strategy, the front axle torque reduction torque ΔT F Take 0, that is, ΔT F =0, rear axle torque reduction torque ΔT R Take the torque reduction torque ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr The maximum value in ΔT R =max(ΔT lr ,ΔT rr ), thus, according to the torque reduction torque ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr , the rear axle torque reduction torque ΔT can be calculated R .

[0085] In one embodiment of the present application, in combination with Figure 4, the torque of the coaxial wheels is adjusted according to the front axle torque reduction torque and / or the rear axle torque reduction torque, including: determining the target torque corresponding to each wheel according to the front axle torque reduction torque and / or the rear axle torque reduction torque; when the driving torque directions of the inner wheels and the outer wheels of the vehicle are opposite, using the third calculation strategy to calculate the target torque corresponding to each wheel; when the driving torque directions of the inner wheels and the outer wheels of the vehicle are the same, using the fourth calculation strategy to calculate the target torque corresponding to each wheel.

[0086] In one embodiment, as shown in Figure 4, the vehicle is determined to be in a differential steering condition. Under differential steering conditions, the inner wheel may be subjected to a driving force opposite to the direction of travel. Therefore, different torque adjustment strategies are developed for situations where the inner wheel slips in the positive and negative directions. Specifically, when the driving torques of the inner and outer wheels are in opposite directions, a third calculation strategy is used to determine the target torque for each wheel, and torque is then distributed accordingly. When the driving torques of the inner and outer wheels are in the same direction, a fourth calculation strategy is used to determine the target torque for each wheel, and torque is then distributed accordingly. Developing separate control strategies for situations where the inner wheel slips in the negative direction improves the reliability of the vehicle's differential function and enhances vehicle safety.

[0087] In one embodiment of the present application, the third calculation strategy includes:

[0088] Among them, T lft is the target torque of the left front wheel, T lfi The wheel end torque corresponding to the left front wheel before torque regulation (i.e. anti-slip control intervention) is calculated, d is the vehicle rotation direction, ΔT F is the front axle torque reduction torque, T rft is the target torque of the right front wheel, T rfi The wheel end torque corresponding to the right front wheel before torque regulation (i.e. anti-skid control intervention) is T lrt is the target torque of the left rear wheel, T lri To adjust the torque (i.e., anti-slip control intervention), the wheel end torque corresponding to the front left and rear wheels, ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri The wheel end torque corresponding to the front, right and rear wheels is used for torque regulation (i.e. anti-skid control intervention).

[0089] In the embodiment, the target torque of the left front wheel is recorded as T lft , the wheel end torque of the left front wheel before torque adjustment is recorded as T lfi , the vehicle rotation direction is recorded as d, and the front axle torque reduction torque is recorded as ΔTF , the target torque of the right front wheel is recorded as T rft , the wheel end torque of the right front wheel before torque adjustment is recorded as T rfi , the target torque of the left rear wheel is recorded as T lrt , the wheel end torque of the left rear wheel before torque adjustment is recorded as T lri , the rear axle torque reduction is recorded as ΔT R , the target torque of the right rear wheel is recorded as T rrt , the wheel end torque of the right rear wheel before torque adjustment is recorded as T rri Specifically, the wheel end torque T corresponding to the left front wheel before torque adjustment is performed lfi , that is, the initial wheel end torque of the left front wheel, which can be obtained by reading the corresponding signal on the vehicle. The wheel end torque of the right front wheel, left rear wheel and right rear wheel before torque adjustment is obtained in the same way as the left front wheel. The wheel end torque T corresponding to the left front wheel before torque adjustment lfi and the vehicle rotation direction d and the front axle torque reduction torque ΔT F The sum of the products is the target torque T of the left front wheel lft The value of T lft =T lfi +d*ΔT F ; The wheel end torque T corresponding to the right front wheel before torque adjustment rfi and the vehicle rotation direction d and the front axle torque reduction torque ΔT F The sum of the products is the target torque T of the right front wheel rft , that is, T rft =T rfi -d*ΔT F ; The wheel end torque T corresponding to the left and rear wheels before torque adjustment lri and the vehicle rotation direction d and the rear axle torque reduction torque ΔT R The sum of the products is the target torque T for the left rear wheel lrt The value of T lrt =T lri +d*ΔT R ; The wheel end torque T corresponding to the right and rear wheels before torque adjustment rri and the vehicle rotation direction d and the rear axle torque reduction torque ΔT R The sum of the products is the target torque T for the right rear wheel rrt The value of T rrt =T rri -d*ΔT R .

[0090] In one embodiment of the present application, different vehicle rotation directions correspond to different values.

[0091] In the embodiment, different vehicle rotation directions correspond to different values. For example, when the vehicle turns left, the vehicle rotation direction is set to 1, that is, d=1; when the vehicle turns right, the vehicle rotation direction is set to -1, that is, d=-1.

[0092] Based on this, when the vehicle turns left, the third calculation strategy includes:

[0093] When the vehicle turns right, the third calculation strategy includes:

[0094] In one embodiment of the present application, the fourth computing strategy includes:

[0095] Among them, T lft is the target torque of the left front wheel, T lfi The wheel end torque corresponding to the left front wheel before torque regulation (i.e. anti-slip control intervention) is ΔT F is the front axle torque reduction torque, T rft is the target torque of the right front wheel, T rfi The wheel end torque corresponding to the right front wheel before torque adjustment (i.e. anti-skid control intervention) is T lrt is the target torque of the left rear wheel, T lri To adjust the torque (i.e., anti-slip control intervention), the wheel end torque corresponding to the front left and rear wheels, ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri The wheel end torque corresponding to the front, right and rear wheels is used for torque regulation (i.e. anti-skid control intervention).

[0096] In the embodiment, the target torque of the left front wheel is recorded as T lft , the wheel end torque of the left front wheel before torque adjustment is recorded as T lfi , the front axle torque reduction is recorded as ΔT F , the target torque of the right front wheel is recorded as T rft , the wheel end torque of the right front wheel before torque adjustment is recorded as T rfi , the target torque of the left rear wheel is recorded as T lrt , the wheel end torque of the left rear wheel before torque adjustment is recorded as T lri , the rear axle torque reduction is recorded as ΔT R , the target torque of the right rear wheel is recorded as T rrt , the wheel end torque of the right rear wheel before torque adjustment is recorded as T rri In the fourth calculation strategy, the wheel end torque T corresponding to the left front wheel before torque adjustment is performed lfi and front axle torque reduction ΔT F The difference is compared with 0, that is, T lfi -ΔTF By comparing the size between the two and 0, we can get T lfi -ΔT F The maximum value between 0 and 0 can be used to obtain the target torque T of the left front wheel. lft , that is, T lft =max(T lfi -ΔT F , 0); by comparing the torque adjustment before the right front wheel corresponding to the wheel end torque T rfi and front axle torque reduction ΔT F The difference between the value of T and 0 is T rfi -ΔT F and 0, take T rfi -ΔT F The maximum value of the two and 0 can be obtained as the target torque T of the right front wheel. rft , that is, T rft =max(T rfi -ΔT F , 0); by comparing the torque adjustment of the left and rear wheels corresponding to the wheel end torque T lri and rear axle torque reduction torque ΔT R The difference between the value of T and 0 is T rfi -ΔT F The size between 0 and T rfi -ΔT F The maximum value of the two and 0 can be obtained as the target torque T of the left rear wheel. lrt , that is, T lrt =max(T lri -ΔT R , 0); by comparing the torque adjustment front right rear wheel corresponding to the wheel end torque T rri and rear axle torque reduction torque ΔT R The difference between the value of T and 0 is T rri -ΔT R The size between T and 0 is T rri -ΔT R The maximum value of the two and 0 can be obtained as the target torque T of the right rear wheel. rrt , that is, T rrt =max(T rri -ΔT R , 0).

[0097] Therefore, through the above-mentioned third calculation strategy or fourth calculation strategy, the target torque corresponding to each wheel can be calculated, and then the torque is distributed to the corresponding wheels according to the target torque corresponding to each wheel, so that the output torque of each wheel adapts to the current driving condition of the vehicle, reduces the frequency of vehicle slippage, and at the same time, under the differential steering condition, the vehicle will not generate additional yaw moment after the torque is reduced by a single wheel slipping, thereby avoiding affecting the body posture and ensuring the riding experience of the people in the vehicle.

[0098] In one embodiment of the present application, as shown in FIG5 , after calculating the target torque of each wheel of the vehicle, the method further includes: performing torque limitation and smoothing anti-shake processing on the target torque.

[0099] In an embodiment, as shown in FIG5 , after calculating the target torque of each wheel, the target torque may be torque-limited and smoothed for anti-shake processing. Specifically, the target torque may be limited by the maximum available torque limit of the vehicle motor. Further, the target torque after torque limitation may be smoothed for anti-shake processing. Specifically, the smoothing for anti-shake processing may be performed by first-order filtering and a set torque change step limit. By performing torque limitation and smoothing for anti-shake processing on the target torque, the smoothness of the vehicle control process may be increased, and the vehicle vibration may be reduced, thereby improving the user's riding experience.

[0100] As a specific embodiment, the following describes a flowchart of the basic control logic of the vehicle control method of an embodiment of the present application in combination with FIG2 .

[0101] As shown in FIG2 , in an embodiment, the vehicle control method mainly performs the following steps:

[0102] Step S10: Start the vehicle.

[0103] Step S20: Determine whether the current vehicle is in a differential steering state. If so, execute step S30; if not, execute step S60.

[0104] Specifically, the following judgment logic is used to determine whether the current vehicle is in the differential steering state:

[0105] Among them, T lf 、T rf 、T lr 、T rr The ΔT represents the actual driving torque of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively, and the differential steering torque threshold is ΔT. When either of the above two conditions is met or the differential steering function flag is activated, the vehicle is considered to be in the differential steering state.

[0106] Step S30: Determine whether the current vehicle state requires anti-skid control intervention, that is, whether torque adjustment is required. If yes, execute step S40; if no, execute step S60.

[0107] Specifically, when any of the four wheels slips, it is determined that the current vehicle needs torque adjustment. The slip status of each wheel is determined independently. Taking the left front wheel as an example, the judgment logic for the remaining wheels is the same, as shown in Figure 3. The judgment steps are as follows:

[0108] Step S301: Start the vehicle.

[0109] Step S302: Clear the counter, i.e., set M = 0 and N = 0. M is the number of cycles for determining whether all wheels have recovered stability, and N is the number of cycles for determining whether any wheel has slipped.

[0110] Step S303: Determine whether the braking depth is less than a preset value, for example, the preset value is 5%. If the braking depth is less than the preset value, execute step S305; if the braking depth is not less than the preset value, execute step S304.

[0111] Step S304: Output k slip =0, that is, the wheel does not meet the slip conditions and does not require torque adjustment, that is, no anti-skid control intervention is required.

[0112] Step S305: Determine the wheel speed and acceleration status, that is, determine whether the difference between the wheel status parameter and the vehicle status parameter exceeds the threshold value. If so, execute step S306; if not, execute step S307.

[0113] Specifically, the judgment logic is as follows:

[0114] Among them, u lf The table shows the actual wheel speed of the left front wheel, u is the current vehicle speed, Δu is the wheel speed difference threshold value, K1 is the wheel speed difference threshold value correction coefficient, is the left front wheel acceleration, a x is the vehicle longitudinal acceleration, Δa is the wheel acceleration difference threshold, and K2 is the wheel acceleration difference threshold correction coefficient. When either of the above two conditions is met, it can be determined that the difference between the wheel state parameter and the vehicle state parameter exceeds the threshold. This criterion is true, indicating that the wheel meets the first preset condition.

[0115] In a specific example, as shown in Table 4 below, some examples of the wheel speed difference threshold correction coefficient K1 are shown.

[0116] Table 4

[0117] In a specific example, as shown in Table 5 below, some examples of the wheel acceleration difference threshold correction coefficient K2 are shown.

[0118] Table 5

[0119] Step S306: Set the counter to M=M+1, N=0. That is, N is whether the wheel meets the condition of slipping in N consecutive cycles; M is whether the wheel meets the condition of restoring stability in M ​​consecutive cycles.

[0120] Step S307: Set the counter to M=0.

[0121] Step S308: Wheel slip status judgment. When the judgment results in N consecutive cycles are all true, that is, the number of consecutive cycles in which the wheel meets the first preset condition is greater than 1, execute step S309; ​​if N is not greater than 1, return to execute step S305 and repeat the above steps.

[0122] Step S309: Output k slip =1, that is, if any wheel satisfies the wheel slip condition within N consecutive cycles, torque adjustment is required.

[0123] Step S310: Determine whether the wheel is stable, i.e. slip =1. If yes, go to step S311; if no, go to step S313.

[0124] Step S311: The counter is set to N = N + 1. This is an assignment formula. If the initial value is 0, it will increase by 1 after each cycle. That is, if the vehicle is not started, that is, the vehicle is stopped, the number of consecutive wheel cycles detected by the counter is 0. After a period of time, if the wheel rolls one or more circles, the number of consecutive wheel cycles detected changes from N = 0 to N = 0 + 1 = 1.

[0125] Step S312: Determine whether the wheel has regained stability. This is done by determining whether the determination result is true for M consecutive cycles, i.e., whether M is greater than 2, and whether the wheel's torque reduction is less than a preset torque (e.g., 100 Nm). If M is greater than 2 and the wheel's torque reduction is less than the preset torque (e.g., 100 Nm), proceed to step S313; otherwise, proceed to step S308.

[0126] Step S313: Output k slip =0, that is, if all wheels meet the conditions for restoring stability within M consecutive cycles and the torque reduction of each wheel is less than 100 Nm, the vehicle's anti-skid control will be exited.

[0127] Step S314: End.

[0128] Step S40: Calculate the torque reduction of each wheel, perform proportional-integral-differential adjustment based on the current wheel speed and the vehicle speed difference, and calculate the torque required to adjust the wheel end torque in order to control the wheel speed.

[0129] Step S50: Control the coaxial wheels to adjust the torque.

[0130] Specifically, since the vehicle is currently in a differential state, as shown in Figure 4, in addition to processing the driving torque on the coaxial wheels, a differential torque in the opposite direction is also applied. If only the slipping wheels are subjected to torque reduction control, it will cause the entire vehicle to generate an undesirable yaw moment and change the magnitude of the vehicle's longitudinal force, causing the vehicle to drift, push forward, or have abnormal speed. Therefore, in the differential state, after the wheels slip, the coaxial wheels need to be synchronized. The torque synchronization adjustment strategy is shown in Figure 5, and the specific implementation steps are as follows:

[0131] Step S510: Start the vehicle.

[0132] Step S520: Determine whether the front axle of the vehicle is slipping, that is, whether the left front wheel and the right front wheel are slipping. If slipping occurs, execute step S530; if not, execute step S540.

[0133] Step S530: Shaft adjustment torque calculation rule 1, ie, the first calculation strategy.

[0134] Specifically, when the front axle wheels slip while the vehicle is moving, the rear axle wheels are also likely to slip when passing through this road surface. Therefore, when the front axle wheels slip, adjusting the differential torque of the rear axle is beneficial to reducing the probability of wheel slippage. The calculation formula for the front and rear axle adjustment torque is:

[0135] Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lf is the torque reduction torque corresponding to the left front wheel, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rf is the torque reduction torque corresponding to the right front wheel, ΔT rr is the torque reduction corresponding to the right rear wheel.

[0136] Step S540: Axis adjustment calculation rule 2, that is, the second calculation strategy, namely:

[0137] Step S550: Calculate the wheel end target torque.

[0138] Specifically, as shown in Figure 4, under differential steering conditions, the inner wheel may exert a driving force opposite to the direction of travel. Therefore, the braking torque adjustment scheme is used for the inner wheel's forward and reverse slip conditions. When the driving torque directions of the inner and outer wheels are opposite, the wheel-end target torque is calculated as follows, i.e., the third calculation strategy:

[0139] When the driving torque directions of the inner and outer wheels are the same, the wheel end target torque is calculated as follows, i.e., the fourth calculation strategy:

[0140] Step S560: According to the motor capability, the calculated target torque of each wheel end is limited and smoothed to prevent shaking.

[0141] Step S570: End.

[0142] In summary, according to the vehicle control method of the embodiment of the present application, upon determining that the vehicle is in a differential steering condition and that a wheel is slipping, the method determines the torque reduction torque of the slipping wheel and performs torque adjustment on the coaxial wheel based on the torque reduction torque. Specifically, upon determining that the vehicle is in a differential steering condition, a determination is made as to whether the vehicle meets the conditions for anti-skid control intervention. When the conditions for anti-skid control intervention are met (i.e., the vehicle is slipping), anti-skid control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and perform torque adjustment on the coaxial wheel based on the torque reduction torque, thereby performing vehicle anti-skid control under the differential steering condition. In addition, by classifying the vehicle's differential state, the identification scheme for the wheel slip problem under differential steering conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is adopted for the slipping wheels, and a control strategy is formulated for the condition of reverse slip of the inner wheels. This not only ensures that the wheels can be identified in time when reverse slip occurs, but also expands the usage scenarios of the differential function, avoids high-speed wheel slip and body posture deflection, and improves the reliability of the vehicle's differential function and user experience.

[0143] The present application further proposes a vehicle control system 100 in an embodiment.

[0144] FIG6 is a schematic diagram of the structure of a vehicle control system according to an embodiment of the present application. As shown in FIG6 , the vehicle control system 100 includes: a determination module 110 and a control module 120 .

[0145] Specifically, the determination module 110 is configured to determine the torque reduction of the slipping wheel when the vehicle is in a differential steering state and the vehicle has a slipping wheel.

[0146] The control module 120 is configured to adjust the torque of the coaxial wheels according to the torque reduction torque.

[0147] In one embodiment of the present application, the determination module 110 determines whether the vehicle is in a differential steering condition, including: when the differential steering function flag of the vehicle is in an activation flag, determining that the vehicle is in the differential steering condition.

[0148] In one embodiment of the present application, the determination module 110 is used to: determine that the vehicle is in a differential steering condition when the absolute value of the first difference is greater than the first preset torque threshold value, and / or the absolute value of the second difference is greater than the second preset torque threshold value; wherein the first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

[0149] In one embodiment of the present application, the determination module 110 is used to: when it is determined that any wheel meets the first preset condition in N consecutive cycles, determine that the corresponding wheel has slipped; otherwise, determine that the corresponding wheel has not slipped, where N is an integer greater than 1.

[0150] In one embodiment of the present application, the determination module 110 is used to: when the absolute value of the third difference is greater than the preset wheel speed difference threshold value, and / or the absolute value of the fourth difference is greater than the preset wheel acceleration difference threshold value, determine that the wheel meets the first preset condition; wherein the third difference is the absolute value of the difference between the actual wheel speed of the wheel and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration of the wheel and the longitudinal acceleration of the vehicle.

[0151] In one embodiment of the present application, the preset wheel speed difference threshold value is positively correlated with the vehicle speed value, and the preset wheel acceleration difference threshold value is positively correlated with the vehicle speed value.

[0152] In one embodiment of the present application, after determining that the corresponding wheel has slipped, the determination module 110 is further used to: if it is detected that the wheel does not meet the first preset condition for M consecutive cycles, and / or the torque reduction torque of the wheel is less than the preset torque, then determine that the wheel has recovered stability; the control module 120 is also used to: when all wheels have recovered stability, stop torque adjustment for each wheel, where M is an integer greater than 2.

[0153] In one embodiment of the present application, the control module 120 performs torque adjustment on the coaxial wheels according to the torque reduction torque, including: determining the front axle torque reduction torque and / or rear axle torque reduction torque corresponding to the vehicle according to the torque reduction torque; and performing torque adjustment on the coaxial wheels according to the front axle torque reduction torque and / or rear axle torque reduction torque.

[0154] In one embodiment of the present application, the control module 120 determines the front axle torque reduction torque and / or rear axle torque reduction torque corresponding to the vehicle based on the torque reduction torque, including: when at least one of the left front wheel and the right front wheel slips, the front axle torque reduction torque and / or the rear axle torque reduction torque is calculated according to a first calculation strategy; when neither the left front wheel nor the right front wheel slips, and at least one of the left rear wheel and the right rear wheel slips, the rear axle torque reduction torque is calculated according to a second calculation strategy.

[0155] In one embodiment of the present application, the first computing strategy includes:

[0156] Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lf is the torque reduction torque corresponding to the left front wheel, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rf is the torque reduction torque corresponding to the right front wheel, ΔT rr is the torque reduction corresponding to the right rear wheel.

[0157] In one embodiment of the present application, the second calculation strategy includes:

[0158] Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rr is the torque reduction corresponding to the right rear wheel.

[0159] In one embodiment of the present application, the control module 120 performs torque adjustment on the coaxial wheels according to the front axle torque reduction torque and / or the rear axle torque reduction torque, including: determining the target torque corresponding to each wheel according to the front axle torque reduction torque and / or the rear axle torque reduction torque; when the driving torque directions of the inner wheels and the outer wheels of the vehicle are opposite, using a third calculation strategy to calculate the target torque corresponding to each wheel; when the driving torque directions of the inner wheels and the outer wheels of the vehicle are the same, using a fourth calculation strategy to calculate the target torque corresponding to each wheel.

[0160] In one embodiment of the present application, the third calculation strategy includes:

[0161] Among them, T lft is the target torque of the left front wheel, T lfi The wheel end torque of the left front wheel before torque adjustment is d, which is the direction of vehicle rotation, ΔT F is the front axle torque reduction torque, T rft is the target torque of the right front wheel, T rfiTo adjust the torque, the wheel end torque of the right front wheel is T lrt is the target torque of the left rear wheel, T lri In order to adjust the torque, the wheel end torque corresponding to the front left and rear wheels is ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri To adjust the wheel end torque of the front right and rear wheels.

[0162] In one embodiment of the present application, the fourth computing strategy includes:

[0163] Among them, T lft is the target torque of the left front wheel, T lfi For torque regulation, the wheel end torque of the left front wheel is ΔT F is the front axle torque reduction torque, T rft is the target torque of the right front wheel, T rfi To adjust the torque, the wheel end torque of the right front wheel is T lrt is the target torque of the left rear wheel, T lri In order to adjust the torque, the wheel end torque corresponding to the front left and rear wheels is ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri To adjust the wheel end torque of the front right and rear wheels.

[0164] In one embodiment of the present application, after calculating the target torque of each wheel of the vehicle, the control module 120 is also used to: perform torque limitation and smoothing and anti-shake processing on the target torque, and then adjust the torque of the corresponding wheel according to the target torque after torque limitation and smoothing and anti-shake processing.

[0165] It should be noted that when controlling the vehicle, the specific implementation method of the vehicle control system 100 is similar to the specific implementation method of the vehicle control method described in the above-mentioned first aspect embodiment of this application. Therefore, for a detailed exemplary description of the vehicle control system 100, please refer to the above-mentioned description of the vehicle control method. In order to reduce redundancy, it will not be repeated here.

[0166] According to the vehicle control system 100 of an embodiment of the present application, when the vehicle is determined to be in a differential steering condition and a wheel is slipping, the system determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel based on the torque reduction torque. Specifically, upon determining that the vehicle is in a differential steering condition, it is determined whether the vehicle meets the conditions for anti-skid control intervention. When the conditions for anti-skid control intervention are met (i.e., the vehicle is slipping), anti-skid control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and adjust the torque of the coaxial wheel based on the torque reduction torque, thereby performing vehicle anti-skid control under the differential steering condition. Furthermore, by classifying the vehicle's differential state, the identification scheme for wheel slip under differential steering conditions is optimized, and different drive torque control logics are used, such as adopting a coaxial control strategy for slipping wheels and developing a control strategy for conditions where the inner wheel is reversely slipping. This not only ensures timely identification of reverse wheel slip, but also expands the use scenarios of the differential function, avoids high-speed wheel slip and vehicle body posture deflection, and improves the reliability of the vehicle differential function and user experience.

[0167] A further embodiment of the present application provides a vehicle 200 .

[0168] FIG7 is a structural block diagram of a vehicle according to an embodiment of the present application.

[0169] In some embodiments, as shown in FIG. 7 , the vehicle 200 of an embodiment of the present application includes a vehicle control system 100 as described in any one of the above embodiments of the present application.

[0170] In other embodiments, as shown in Figure 8, the vehicle 200 includes: a processor 140, a memory 130, and a vehicle control program stored in the memory 130 and executable on the processor 140. When the vehicle control program is executed by the processor 140, a vehicle control method as described in any one of the above embodiments of the present application is implemented.

[0171] It should be noted that when the vehicle is controlled, its specific implementation method is similar to the specific implementation method of the vehicle control method or control system of any of the above-mentioned embodiments of the present application. Therefore, for a detailed exemplary description of the drive anti-skid control process of the vehicle under differential steering conditions, please refer to the relevant description part of the vehicle control method or control system mentioned above. In order to reduce redundancy, it will not be repeated here.

[0172] According to the vehicle 200 of the embodiment of the present application, upon determining that the vehicle is in a differential steering condition and that a wheel is slipping, the vehicle 200 determines the torque reduction torque of the slipping wheel and performs torque adjustment on the coaxial wheel based on the torque reduction torque. Specifically, upon determining that the vehicle is in a differential steering condition, a determination is made as to whether the vehicle meets the conditions for anti-skid control intervention. When the conditions for anti-skid control intervention are met (i.e., the vehicle is slipping), anti-skid control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and perform torque adjustment on the coaxial wheel based on the torque reduction torque, thereby performing anti-skid control on the vehicle under the differential steering condition. In addition, by classifying the vehicle's differential state, the identification scheme for the wheel slip problem under differential steering conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is adopted for the slipping wheels, and a control strategy is formulated for the condition of reverse slip of the inner wheels. This not only ensures that the wheels can be identified in time when reverse slip occurs, but also expands the usage scenarios of the differential function, avoids high-speed wheel slip and body posture deflection, and improves the reliability of the vehicle's differential function and user experience.

[0173] A further embodiment of the present application also discloses a computer-readable storage medium, on which a vehicle control program is stored. When the vehicle control program is executed by the processor 140, the vehicle control method described in any of the above embodiments of the present application is implemented.

[0174] According to an embodiment of the present application, when the computer-readable storage medium storing the vehicle control program is executed by the processor 140, upon determining that the vehicle is in a differential steering condition and a slipping wheel is present, the processor determines the torque reduction torque of the slipping wheel and performs torque adjustment on the coaxial wheel based on the torque reduction torque. Specifically, upon determining that the vehicle is in a differential steering condition, a determination is made as to whether the vehicle meets the conditions for anti-skid control intervention. When the conditions for anti-skid control intervention are met (i.e., the vehicle is slipping), anti-skid control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and perform torque adjustment on the coaxial wheel based on the torque reduction torque, thereby performing vehicle anti-skid control under the differential steering condition. In addition, by classifying the vehicle's differential state, the identification scheme for the wheel slip problem under differential steering conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is adopted for the slipping wheels, and a control strategy is formulated for the condition of reverse slip of the inner wheels. This not only ensures that the wheels can be identified in time when reverse slip occurs, but also expands the usage scenarios of the differential function, avoids high-speed wheel slip and body posture deflection, and improves the reliability of the vehicle's differential function and user experience.

[0175] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0176] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that: The following steps are involved: When the vehicle is in a differential steering state and a slipping wheel exists in the vehicle, determining a torque reduction torque of the slipping wheel (S1); and The torque of the coaxial wheels is adjusted according to the torque reduction torque (S2).

2. The vehicle control method according to claim 1, characterized in that: The torque of the coaxial wheels is adjusted according to the torque reduction torque (S2), comprising: Determining a front axle torque reduction torque and / or a rear axle torque reduction torque corresponding to the vehicle according to the torque reduction torque; and The torque of the coaxial wheels is adjusted according to the front axle torque reduction torque and / or the rear axle torque reduction torque.

3. The vehicle control method according to claim 2, characterized in that: Determining the front axle torque reduction torque and / or the rear axle torque reduction torque corresponding to the vehicle according to the torque reduction torque includes: When at least one of the left front wheel and the right front wheel slips, the front axle torque reduction torque and / or the rear axle torque reduction torque are calculated according to a first calculation strategy; and When neither the left front wheel nor the right front wheel slips, and at least one of the left rear wheel and the right rear wheel slips, the rear axle torque reduction torque is calculated according to the second calculation strategy.

4. The vehicle control method according to claim 3, characterized in that: The first calculation strategy includes: Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lf is the torque reduction torque corresponding to the left front wheel, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rf is the torque reduction torque corresponding to the right front wheel, ΔT rr This is the torque reduction corresponding to the right rear wheel.

5. The vehicle control method according to claim 3 or 4, characterized in that: The second calculation strategy includes: Where, ΔT F is the front axle torque reduction torque, ΔT R is the rear axle torque reduction torque, ΔT lr is the torque reduction torque corresponding to the left rear wheel, ΔT rr This is the torque reduction corresponding to the right rear wheel.

6. The vehicle control method according to claim 4 or 5, characterized in that: The torque of the coaxial wheels is adjusted according to the front axle torque reduction torque and / or the rear axle torque reduction torque, including: Determining a target torque corresponding to each wheel according to the front axle torque reduction and / or the rear axle torque reduction; When the driving torque directions of the inner wheel and the outer wheel of the vehicle are opposite, a third calculation strategy is used to calculate the target torque corresponding to each wheel; When the driving torque directions of the inner wheels and the outer wheels of the vehicle are the same, the fourth calculation strategy is used to calculate the target torque corresponding to each wheel.

7. The vehicle control method according to claim 6, characterized in that: The third calculation strategy includes: Among them, T lft is the target torque of the left front wheel, T lfi The wheel end torque corresponding to the left front wheel before torque adjustment, d is the vehicle rotation direction, ΔT F For the Front axle torque reduction, T rft is the target torque of the right front wheel, T rfi For torque regulation, the wheel end torque of the right front wheel is T lrt is the target torque of the left rear wheel, T lri To adjust the torque, the wheel end torque corresponding to the front left and rear wheels, ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri To adjust the torque, the wheel end torque corresponding to the front right rear wheel.

8. The vehicle control method according to claim 6 or 7, characterized in that: The fourth calculation strategy includes: Among them, T lft is the target torque of the left front wheel, T lfi For torque regulation, the wheel end torque corresponding to the left front wheel is ΔT F is the front axle torque reduction torque, T rft is the target torque of the right front wheel, T rfi For torque regulation, the wheel end torque of the right front wheel is T lrt is the target torque of the left rear wheel, T lri To adjust the torque, the wheel end torque corresponding to the front left and rear wheels, ΔT R is the rear axle torque reduction torque, T rrt is the target torque of the right rear wheel, T rri To adjust the torque, the wheel end torque corresponding to the front right rear wheel.

9. The vehicle control method according to any one of claims 1 to 8, characterized in that: When the differential steering function flag of the vehicle is in the activation flag, it is determined that the vehicle is in the differential steering operating condition.

10. The vehicle control method according to any one of claims 1 to 9, characterized in that: When the absolute value of the first difference is greater than the first preset torque threshold value, and / or the absolute value of the second difference is greater than the second preset torque threshold value, determining that the vehicle is in the differential steering working condition; The first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

11. The vehicle control method according to any one of claims 1 to 10, characterized in that: When it is determined that any one of the wheels satisfies the first preset condition for N consecutive cycles, it is determined that the corresponding wheel has slipped; otherwise, it is determined that the corresponding wheel has not slipped, wherein N is an integer greater than 1.

12. The vehicle control method according to claim 11, characterized in that: When the absolute value of the third difference is greater than a preset wheel speed difference threshold value, and / or the absolute value of the fourth difference is greater than a preset wheel acceleration difference threshold value, it is determined that the wheel meets the first preset condition; The third difference is the absolute value of the difference between the actual wheel speed of the wheel and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration of the wheel and the longitudinal acceleration of the vehicle.

13. The vehicle control method according to claim 12, characterized in that: The preset wheel speed difference threshold value is positively correlated with the vehicle speed value, and the preset wheel acceleration difference threshold value is positively correlated with the vehicle speed value.

14. The vehicle control method according to any one of claims 11 to 13, characterized in that: After determining that the corresponding wheel slips, the method further includes: If it is detected that the wheel does not meet the first preset condition in M ​​consecutive cycles, and / or the torque reduction torque of the wheel is less than the preset torque, then it is determined that the wheel has recovered stability; and When all the wheels recover to be stable, the torque adjustment for each wheel is stopped, wherein M is an integer greater than 2.

15. A vehicle control system (100), characterized in that: include: A determination module (110) is used to determine the torque reduction torque of the slipping wheel when the vehicle is in a differential steering state and the vehicle has a slipping wheel; and The control module (120) is used to adjust the torque of the coaxial wheels according to the torque reduction torque.

16. A vehicle (200), characterized in that: include: The vehicle control system (100) as claimed in claim 15; or A processor (140) and a memory (130), wherein the memory (130) stores a vehicle control program that can be run on the processor (140), and when the vehicle control program is executed by the processor (140), the vehicle control method according to any one of claims 1 to 14 is implemented.

17. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a vehicle control program, and when the vehicle control program is executed by the processor (140), the vehicle control method according to any one of claims 1 to 14 is implemented.