Vehicle torque control method, processing device, and vehicle

Abstract

A vehicle torque control method. The method includes the steps of: obtaining a steering wheel angle and a vehicle steering speed parameter; determining a current driving state of the vehicle according to the steering wheel angle and the vehicle steering speed parameter; and controlling the output torque of the front drive and the rear drive of the vehicle according to the current driving state of the vehicle in a step S3. A processing device, a vehicle, and a storage medium are further disclosed. The method determines the current driving state of the vehicle by the steering wheel angle and the vehicle steering speed, and the determination accuracy is higher, and the torque of the drive can be better and more accurately controlled according to the driving state, thereby improving the stability of the vehicle in the driving process.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. CN202210557476.X, entitled “VEHICLE TORQUE CONTROL METHOD, PROCESSING APPARATUS, AND VEHICLE,” filed on May 20, 2022, the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle control technology, and in particular to a vehicle torque control method, a processing device, and a vehicle. [Background technology]

[0003] During vehicle operation, the output torque of the wheels has a great impact on the stability of vehicle operation, and if the output torque of each wheel is not appropriate, especially when the vehicle is turning, obvious shaking and vibration may be caused during vehicle operation. For electric vehicles, the driving stability of the vehicle can be improved by adjusting the output torque of each motor. The appropriate power output is associated with the current driving situation of the vehicle, but so far there is no accurate method for detecting the driving situation of the vehicle in this field. How to accurately determine the driving state of the vehicle and how to adjust the power of the electric vehicle based on the driving state are technical problems to be solved in this field. Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present disclosure is to provide an optimized vehicle torque control method. [Means for solving the problem]

[0005] According to a first aspect of the present disclosure, there is provided a vehicle torque control method, including:

[0006] Steering wheel angle and vehicle steering speed parameters are obtained.

[0007] The current driving state of the vehicle is determined based on the steering wheel angle and vehicle steering speed parameters.

[0008] Output torque of the front and rear drive units of the vehicle is controlled based on the current operating conditions of the vehicle.

[0009] Optionally, the driving conditions include a curve entry condition and a curve exit condition, and determining the current driving condition of the vehicle based on the steering wheel angle and the vehicle steering speed parameters includes:

[0010] The steering wheel angular velocity and vehicle steering acceleration parameters are calculated.

[0011] The driving state is determined to be a curve entry state when one of the steering wheel angular velocity or the vehicle steering acceleration parameter is greater than 0; or The driving state is determined to be a curve exit state when either the steering wheel angular velocity or the vehicle steering acceleration parameter is less than zero.

[0012] Optionally, controlling the output torque of the front drive and rear drive of the vehicle based on the current driving conditions of the vehicle includes:

[0013] When the vehicle is in a curve entry state, the output torque of the front drive of the vehicle is reduced, or the output torque of the rear drive of the vehicle is increased, or the output torque of the front drive of the vehicle is reduced and the output torque of the rear drive of the vehicle is increased, or When the vehicle is exiting a curve, the output torque of the front drive of the vehicle is increased, or the output torque of the rear drive of the vehicle is decreased, or the output torque of the front drive of the vehicle is increased and the output torque of the rear drive of the vehicle is decreased.

[0014] Optionally, controlling the output torque of the front drive and rear drive of the vehicle based on the current driving conditions of the vehicle includes:

[0015] When the vehicle is in a curve entry condition, the output torque of the front drive unit of the vehicle is reduced and the output torque of the rear drive unit of the vehicle is increased, and the total output torque of the front drive unit and the rear drive unit remains unchanged; or When the vehicle is in a curve exit condition, the output torque of the front drives of the vehicle is increased and the output torque of the rear drives of the vehicle is decreased, with the total output torque of the front and rear drives remaining unchanged.

[0016] Optionally, the curve entry conditions include a curve entry preparation condition and a curve entry progress condition.

[0017] If the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration parameter is equal to 0, the vehicle is determined to be preparing to enter a curve; or If the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration parameter is greater than 0, the vehicle is determined to be entering a curve.

[0018] Increasing the output torque of the rear drive of the vehicle when the vehicle is in a curve preparation or curve proceeding condition includes:

[0019] A first single-step torque adjustment step size is determined based on the current output torque of the rear drive and the steering wheel angle.

[0020] Output torque of the vehicle's rear drive is increased in stages based on a first single-step torque adjustment step size.

[0021] Optionally, determining the first single-step torque adjustment step size based on a current output torque of the rear drive and a steering wheel angle includes:

[0022] A first adjustment step size factor is determined based on a current output torque of the rear drive and a second adjustment step size factor proportional to the steering wheel angle is determined based on the steering wheel angle. The first single-step torque adjustment step size is the product of the first adjustment step size factor and the second adjustment step size factor.

[0023] Optionally, the curve exiting conditions include a prepare to exit curve condition and a proceed to exit curve condition.

[0024] The vehicle is determined to be preparing to exit a curve if the steering wheel angular velocity is less than zero and the vehicle steering acceleration parameter is equal to zero, or If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration parameter is less than 0, the vehicle is determined to be exiting a curve.

[0025] When the vehicle is in a prepare to exit a curve or proceed to exit a curve state, the output torque of the front drive of the vehicle is increased including:

[0026] A second single-step torque adjustment step size is determined based on the current output torque of the front drive and the steering wheel angle.

[0027] The output torque of the vehicle's front drive is increased incrementally based on a second single-step torque adjustment step size.

[0028] Optionally, determining the second single-step torque adjustment step size based on the current output torque of the front drive and the steering wheel angle includes:

[0029] A third adjustment step size factor is determined based on a current output torque of the front drive and a fourth adjustment step size factor proportional to the steering wheel angle is determined based on the steering wheel angle. A second single step torque adjustment step size is the product of the third adjustment step size factor and the fourth adjustment step size factor.

[0030] Optionally, the curve entry condition further includes a curve entry convergence condition, where the vehicle is determined to be in the curve entry convergence condition when the steering wheel angular velocity is equal to zero and the vehicle steering acceleration parameter is greater than zero.

[0031] Increasing the output torque of the rear drive of the vehicle when the vehicle is in a curve entry convergence condition includes:

[0032] A predetermined first convergence factor is obtained, and a product of the first single-step torque adjustment step size and the first convergence factor is a third single-step torque adjustment step size, the first convergence factor being greater than 0 and less than 1.

[0033] Output torque of the vehicle's rear drive is increased incrementally based on a third single-step torque adjustment step size.

[0034] Optionally, the curve exit condition further comprises a curve exit convergence condition, and the vehicle is determined to be in the curve exit convergence condition when the steering wheel angular velocity is equal to zero and the vehicle steering acceleration parameter is less than zero.

[0035] Increasing the output torque of the front drive of the vehicle when the vehicle is in a curve exit convergence condition includes:

[0036] A predetermined second convergence factor is obtained, and a product of the second single-step torque adjustment step size and the second convergence factor is a fourth single-step torque adjustment step size, the second convergence factor being greater than 0 and less than 1.

[0037] The output torque of the vehicle's front drive is increased in increments based on a fourth single-step torque adjustment step size.

[0038] Optionally, the driving conditions include a curve hold condition and a straight ahead condition.

[0039] When the steering wheel angular velocity is zero and the vehicle steering acceleration parameter is also zero, the vehicle is in a turn holding or straight ahead condition.

[0040] When the vehicle is in a curve holding state or a straight driving state, the output torque of the front drive and rear drive of the vehicle are controlled, including:

[0041] The output torque of the vehicle's front and rear drives remains unchanged.

[0042] Optionally, the steering speed parameters include at least one of the following parameters: yaw rate, side-slip angle velocity, lateral velocity, and understeer degree; The steering acceleration parameters include at least one of the following parameters: yaw angular acceleration, side-slip angular acceleration, lateral acceleration, and understeer gradient.

[0043] The present disclosure further provides a processing device, the processing device being applied to the above torque control method, a signal acquisition module configured to acquire steering wheel angle and vehicle steering speed parameters; a state determination module configured to determine a current driving state of the vehicle based on a steering wheel angle and a vehicle steering speed parameter; a drive adjustment module configured to control output torque of the front and rear drive of the vehicle based on a current operating condition of the vehicle; Includes.

[0044] The present disclosure further includes a vehicle including a front drive unit, a rear drive unit, and the processing device described above, the processing device configured to perform the vehicle torque control method described above to control the output torque of the front drive unit and the rear drive unit.

[0045] The present disclosure further provides a computer-readable storage medium having a computer program stored therein, the computer program being executed to implement the above vehicle torque control method.

[0046] The technical effect of the present disclosure is that the current driving state of the vehicle is determined by the steering wheel angle and the vehicle steering speed, and the determination accuracy is higher, and therefore the torque of the drive device can be better and more accurately controlled based on the driving state, thereby improving the stability of the vehicle during driving.

[0047] Other features and advantages of the present disclosure will become apparent from the following detailed description of illustrative embodiments thereof, which refer to the accompanying drawings.

[0048] The accompanying drawings, which form a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the disclosure. [Brief description of the drawings]

[0049] [Figure 1] FIG. 2 is a schematic diagram of a vehicle torque modulation method. [Diagram 2] 4 is a flowchart for determining a driving state of a vehicle. [Diagram 3] 6 is a flowchart for determining another driving state of the vehicle. [Figure 4] 2 is a curve graph of relevant parameters during vehicle operation; [Diagram 5] FIG. 2 is a schematic diagram of a processing device for a vehicle. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0050] Various exemplary embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be noted that unless otherwise specified, the relative arrangement, numerical expressions, and numerical values ​​of components and steps described in the embodiments do not limit the scope of the present disclosure.

[0051] The following description of at least one exemplary embodiment is merely exemplary in nature and is not intended to construe any limitation on the disclosure and its application or uses.

[0052] Techniques and devices known to those skilled in the relevant art may not be described in detail, but, where appropriate, these techniques and devices should be considered part of the description.

[0053] In all examples shown and described herein, any particular values ​​should be construed as merely exemplary and not limiting, and thus other examples of the example embodiments may have different values.

[0054] It should be noted that in the following attached drawings, like reference numerals and letters indicate like items, and therefore, once an item is defined in one attached drawing, that item need not be further described in a subsequent attached drawing.

[0055] The present disclosure provides a vehicle torque adjustment method, which can be used to identify a current driving state of a vehicle during vehicle driving, and correspondingly adjust the output torque of a drive unit of the vehicle based on the identified driving state, so as to improve the stability and driving comfort of the vehicle.

[0056] As shown in FIG. 1 , the present disclosure provides a vehicle torque control method, which includes:

[0057] S1: Steering wheel angle and vehicle steering speed parameters are acquired.

[0058] S2: The current driving state of the vehicle is determined based on the steering wheel angle and vehicle steering speed parameters.

[0059] S3: The output torque of the vehicle's front and rear drives is controlled based on the vehicle's current operating conditions.

[0060] For example, the front and rear drives of the vehicle may both be motors, in particular synchronous motors, asynchronous motors, or other types of motors, and the front and rear motors may be the same or different types.

[0061] In step S1, a steering wheel angle may represent the turning requirements of the vehicle, and a vehicle steering speed parameter may represent the degree of deflection of the vehicle about a vertical axis while driving.

[0062] Regarding the steering wheel angle, for example, if the steering wheel is rotated to face forward, the steering wheel angle is 0°, or if the steering wheel is rotated 30° to the left or right, the steering wheel angle is 30°. If the steering wheel is rotated one turn to the left or one turn to the right, the steering wheel angle is 180°. The rest can be done similarly. In practical calculation applications, to determine a specific turning direction of the steering wheel, the angle at which the steering wheel turns to the left may be defined as a positive angle, and the angle at which the steering wheel turns to the right may be defined as a negative angle, or the turning angle of the steering wheel may be defined as a positive angle without distinguishing between left and right turns. Regarding the vehicle steering speed, for example, the angular speed at which the entire vehicle body is deflected to the left or right is the vehicle steering speed.

[0063] In the technical solution of the present disclosure, the current steering wheel angle and steering speed parameters can be detected by an on-board sensor, such as a steering wheel rotation angle sensor, etc. After the current steering wheel angle and steering speed parameters are obtained, the obtained data can be processed by average filtering, smoothing filtering, Kalman filtering, etc. to remove noise signals.

[0064] In step S2, different driving states can be classified based on different methods for adjusting the front torque and rear torque of the vehicle. Through analysis and determination of the steering wheel angle, steering speed parameters, and related derived data, the driving state of the vehicle can be determined.

[0065] According to the present disclosure, the output torque of the vehicle's drive unit is correspondingly adjusted based on the current different driving states of the vehicle, so that the output torque of the front drive unit and the rear drive unit of the vehicle can be appropriately adjusted, and the output torque required by the current driving state of the vehicle is met, thereby avoiding understeer or oversteer, improving the reliability of vehicle driving, and also improving the vehicle driving experience.

[0066] When the vehicle driving state is determined, it involves determining whether the steering wheel angle, steering wheel angular velocity, steering speed parameter, and steering acceleration parameter are close to 0, and determining whether the above parameters are stable and have little fluctuation. This involves designing threshold ranges for the above parameters. It should be noted that "remain unchanged" involved in this technical solution can mean not changed at all, or can mean that the fluctuation of the parameters is less than a critical value.

[0067] For example, critical values ​​can be designed for a steering wheel angle and a steering speed parameter, where a predetermined angle is the critical value of the steering wheel angle and a predetermined steering speed parameter is the critical value of the steering speed parameter.

[0068] The absolute value of the acquired current steering wheel angle and the absolute value of the acquired steering speed parameter are compared with a predetermined angle and a predetermined steering speed parameter, respectively, so that it can be determined whether the steering wheel angle and the vehicle steering speed are stable.

[0069] Optionally, to facilitate determining the current driving state of the vehicle, the steering wheel angle may be set to be positive during a left turn, in which case the rotation direction symbol value is 1, and the steering wheel angle may be set to be negative during a right turn, in which case the rotation direction symbol value is -1.

[0070] The current driving state of the vehicle can be determined based on the relationship between the steering wheel angular velocity and a predetermined steering wheel angular velocity and the relationship between the steering speed parameter and a predetermined steering speed parameter with reference to the rotation direction symbol value.

[0071] In step S3, the output torque of the drive unit of the vehicle is correspondingly adjusted based on the current different driving conditions of the vehicle determined in step S2, to improve the stability and driving comfort of the vehicle.

[0072] In the driving state processing method according to the present disclosure, the current steering wheel angular velocity and steering acceleration parameters can be calculated by acquiring the steering wheel angle and steering speed parameters in real time, and thus the current driving state of the vehicle can be accurately determined. According to the present disclosure, through the real-time acquisition of the steering wheel angle and steering speed parameters, the driving state of the vehicle is determined by the steering wheel angle and steering speed parameters, thus avoiding the erroneous judgment of the driving state caused by the signal delay from the rotation of the steering wheel to the actual turning of the vehicle, and improving the accuracy of judging the driving state of the vehicle.

[0073] On this basis, according to the present disclosure, the output torque of the drive device of the vehicle is adjusted accordingly based on the determined current driving state of the vehicle. In the method for adjusting the output torque of the drive device of the vehicle according to the present disclosure, a corresponding match can be made based on the current driving state of the vehicle, thereby avoiding over-adjustment and insufficient adjustment of the output torque of the drive device of the vehicle, improving the adjustment rationality of the output torque of the drive device of the vehicle, avoiding the unpleasant experience caused by the sudden change of the output torque of the drive device of the vehicle, and improving the driving experience.

[0074] In some implementations of the present disclosure, the steering velocity parameter is the yaw rate of the vehicle. The yaw rate of the vehicle can clearly visually indicate the swing attitude of the vehicle itself during turning, and the yaw rate of the vehicle can be directly measured by a sensor. The yaw rate can improve the solution accuracy of the technical solution of the present disclosure. Correspondingly, the steering acceleration parameter is the vehicle steering acceleration. In the following implementations, the description will be given with the yaw rate as the steering velocity parameter and the yaw angular acceleration as the steering acceleration parameter.

[0075] In other implementations of the present disclosure, at least one of the sideslip angular velocity, lateral velocity, understeer degree, and yaw rate can be used as the steering velocity parameter, and correspondingly, at least one of the sideslip angular acceleration, lateral acceleration, understeer gradient, and yaw angular acceleration can be used as the steering acceleration parameter.

[0076] Optionally, the driving state may include a curve-holding state and a straight-ahead state. As shown in FIG. 4, the curve-holding state is shown in (5), and the straight-ahead state is shown in (1). When the vehicle is in the curve-holding state or the straight-ahead state, the output torque of the front and rear drives of the vehicle may be kept unchanged, that is, the output torque of the front and rear drives of the vehicle at the previous time point is maintained without adjustment. When in either of the two driving states, the vehicle is in a relatively stable driving stage, and maintaining a stable torque output allows the vehicle to smoothly pass through this driving stage.

[0077] When the vehicle is in a curve-holding state or a straight-ahead state, the vehicle's steering wheel angular velocity is equal to 0, and the vehicle steering acceleration is equal to 0. In this specification, it should be noted that a parameter equal to 0 means that the value may be 0, or the parameter may be in a threshold range close to 0. Due to road conditions, data collection noise, and other reasons, even when the vehicle is in a straight-ahead state or a curve-holding state, the steering wheel angular velocity and the vehicle steering acceleration often fluctuate up and down in a small range. Therefore, a predetermined steering wheel angular velocity and a predetermined yaw angular acceleration may be preset for the above determination. The predetermined steering wheel angular velocity is a threshold close to 0. If the current steering wheel angular velocity is smaller than the predetermined steering wheel angular velocity, the predetermined steering wheel angular velocity is considered to be equal to 0. The predetermined yaw angular acceleration is a threshold close to 0. If the current vehicle steering acceleration is smaller than the predetermined yaw angular acceleration, the predetermined yaw angular acceleration is considered to be equal to 0.

[0078] In this disclosure, four predefined values ​​are mentioned, and the option values ​​of each predefined value are provided in the comparison table below for reference. For the predefined values ​​described below, please refer to the comparison table below.

[0079] [Table 1]

[0080] When the vehicle is in a curve holding condition or a straight driving condition, the output torque of the front and rear drive units of the vehicle being controlled includes the output torque of the front and rear drive units of the vehicle remaining unchanged.

[0081] Optionally, a detailed distinction can be made whether the vehicle is specifically in a curve-holding state or in a straight-ahead state.

[0082] In this embodiment, the driving state can be further determined by the acquired steering wheel angle and vehicle steering velocity while the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is equal to 0. If neither the acquired steering wheel angle nor the vehicle steering velocity is 0, the vehicle can be considered to be currently in a curve holding state. If both the acquired steering wheel angle and the vehicle steering velocity are 0, i.e., the steering wheel is not turned and the vehicle is not deflected, the vehicle can be considered to be currently in a straight ahead state.

[0083] In this specification, both steering wheel angle and vehicle steering speed being 0 also means that the parameters are within a threshold range close to 0 and are allowed to fluctuate. Since the vehicle also needs to make small adjustments to its direction while in a straight line, when both the acquired steering wheel angle and vehicle steering speed are 0 or kept in a small range close to 0, the vehicle can be considered to be currently in a straight line state.

[0084] Thus, a predetermined angle and a predetermined yaw rate may be preset for the above determination. The predetermined angle is a threshold value of a steering wheel angle close to 0°, and the predetermined yaw rate is a threshold value of a vehicle steering speed close to 0. If the absolute value of the current steering wheel angle is smaller than the predetermined angle, the steering wheel angle is considered to be equal to 0°. If the absolute value of the current vehicle steering speed is smaller than the predetermined yaw rate, the vehicle steering speed is considered to be equal to 0.

[0085] In another optional implementation, considering different road conditions during actual vehicle driving, whether the vehicle is in a curve-keeping state can be determined based on the absolute value of the acquired steering wheel angle and the absolute value of the acquired vehicle steering speed. Specifically, when the absolute value of the acquired steering wheel angle is greater than a predetermined angle and the absolute value of the acquired vehicle steering speed is greater than a predetermined yaw rate, it is determined that the vehicle is in a curve-keeping state.

[0086] Taking a vehicle with front and rear drives as an example, when the vehicle is in a straight line, the torque distribution of the two drives is as follows:

[0087] Front drive torque T f is the total output torque T a × Straight-line distribution coefficient c 0 and Rear drive torque T r is the total output torque T a - Front drive torque T f It is.

[0088] Straight distribution coefficient c 0 is a number between 0 and 1, optionally 0.5. 0 Please see the comparison table below for option ranges and option values.

[0089] In this disclosure, six coefficients are mentioned, and the option ranges and option values ​​of each coefficient are provided in the comparison table below for reference. For the coefficients described below, please refer to the comparison table below.

[0090] [Table 2]

[0091] Optionally, the driving conditions include curve entry conditions and curve exit conditions.

[0092] The current driving state of the vehicle is determined based on the steering wheel angle and the vehicle steering speed, including:

[0093] The steering wheel angular velocity and vehicle steering acceleration are calculated.

[0094] The driving state is determined to be a curve entry state when one of the steering wheel angular velocity or the vehicle steering acceleration is greater than 0; or The driving state is determined to be a curve exit state when either the steering wheel angular velocity or the vehicle steering acceleration is less than zero.

[0095] In this embodiment, the turning process of the vehicle can be divided into a curve entry state, a curve exit state, and the above-mentioned curve holding state. The curve entry state begins when the vehicle starts to turn the steering wheel and ends before the vehicle enters the curve holding state. The curve exit state begins when the vehicle ends the curve holding state and ends before the vehicle enters the straight ahead state. For example, when the vehicle turns left, in the curve entry state, the steering wheel is rotated left from position 0 to a target position, or in the curve exit state, the steering wheel is rotated right from a target position to position 0 (straightened). When the vehicle turns right, in the curve entry state, the steering wheel is rotated right from position 0 to a target position, or in the curve exit state, the steering wheel is rotated left from a target position to position 0 (straightened).

[0096] Based on this, as shown in Figure 4, curve 1 indicates the steering wheel angular velocity, where curve 1 corresponds to the slope of the steering wheel angle (steering wheel rotation angle) curve above. Curve 2 is the vehicle steering acceleration, where curve 2 corresponds to the slope of the vehicle steering velocity curve above. When one of the calculated steering wheel angular velocity or vehicle steering acceleration is greater than 0, it can be determined that the vehicle is in a curve entry state. In this state, the steering wheel begins to be turned and the vehicle gradually begins to establish a turning attitude.

[0097] The vehicle can be determined to be in a curve exit condition when either the calculated steering wheel angular velocity or vehicle steering acceleration is less than 0. In this condition, the steering wheel begins to be turned in the opposite direction and the vehicle is gradually prepared to exit the curve.

[0098] Optionally, controlling the output torque of the front drive and rear drive of the vehicle based on the current driving conditions of the vehicle includes:

[0099] When the vehicle is entering a curve, the output torque of the vehicle's front drive unit is reduced, or the output torque of the vehicle's rear drive unit is increased, or the output torque of the vehicle's front drive unit is reduced and the output torque of the vehicle's rear drive unit is increased, or when the vehicle is exiting a curve, the output torque of the vehicle's front drive unit is increased, or the output torque of the vehicle's rear drive unit is reduced, or the output torque of the vehicle's front drive unit is increased and the output torque of the vehicle's rear drive unit is reduced.

[0100] The output torque of the drive is, by way of example, regulated by a vehicle having at least a front drive and a rear drive.

[0101] In this embodiment, the output torque of the drive unit of the vehicle is adjusted accordingly based on the determined current driving state of the vehicle. Specifically, when the vehicle is in a curve entry state, the output torque of the front drive unit of the vehicle is reduced and the output torque of the rear drive unit of the vehicle is increased, or the output torque of the front drive unit of the vehicle is reduced and the output torque of the rear drive unit of the vehicle is increased, to improve the steering ability of the vehicle, avoid understeer, and improve the curve entry steering ability of the vehicle. When the vehicle is in a curve exit state, the output torque of the front drive unit of the vehicle is increased and the output torque of the rear drive unit of the vehicle is reduced, or the output torque of the front drive unit of the vehicle is increased and the output torque of the rear drive unit of the vehicle is reduced, to avoid oversteer.

[0102] In this embodiment, the output torque of the front drive unit of the vehicle or the output torque of the rear drive unit of the vehicle is adjusted correspondingly based on different driving states of the vehicle, thus avoiding oversteering, ensuring sufficient steering ability, improving the distribution rationality of the output torque of the front drive unit and the rear drive unit of the vehicle, and improving the driving stability of the vehicle.

[0103] Optionally, the output torque of the front and rear drive units of the vehicle is controlled based on a current driving condition of the vehicle including:

[0104] When the vehicle is entering a curve, the output torque of the vehicle's front drive unit is reduced and the output torque of the vehicle's rear drive unit is increased, with the total output torque of the front and rear drive units remaining unchanged; or when the vehicle is exiting a curve, the output torque of the vehicle's front drive unit is increased and the output torque of the vehicle's rear drive unit is reduced, with the total output torque of the front and rear drive units remaining unchanged.

[0105] When the vehicle has at least a front drive and a rear drive, during turning torque adjustment, the sum of the output torque of the vehicle's front drive and the output torque of the vehicle's rear drive is the total output torque of the vehicle's drive, and the total output torque of the vehicle's drive remains unchanged.

[0106] In this embodiment, the output torque of the drive unit of the vehicle is adjusted accordingly based on the determined current driving state of the vehicle. Specifically, when the vehicle is in a curve entry state, the output torque of the front drive unit of the vehicle is reduced and the output torque of the rear drive unit of the vehicle is increased, so that the output torque of the rear drive unit of the vehicle is greater than the output torque of the front drive unit of the vehicle, improving the steering ability of the vehicle, avoiding understeer, and improving the curve entry steering ability of the vehicle. When the vehicle is in a curve exit state, the output torque of the front drive unit of the vehicle is increased and the output torque of the rear drive unit of the vehicle is reduced to avoid oversteer.

[0107] In this embodiment, the output torque adjustment of the vehicle drive unit is actually to change the output torque of the vehicle's front drive unit into the output torque of the vehicle's rear drive unit to improve steering ability and avoid understeer, or to change the output torque of the vehicle's rear drive unit into the output torque of the vehicle's front drive unit to avoid oversteer.

[0108] Optionally, the curve entry conditions include a curve entry preparation condition and a curve entry progress condition.

[0109] The vehicle is determined to be in a curve preparation state when the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is equal to 0. The vehicle is determined to be in a curve preparation state when the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is greater than 0. For example, as shown in Figure 4, the curve preparation state is shown in (2) and the curve preparation state is shown in (3).

[0110] Increasing the output torque of the rear drive of the vehicle when the vehicle is in a curve preparation or curve proceeding condition includes:

[0111] A first single-step torque adjustment step size is determined based on a current output torque of the rear drive and a steering wheel angle, and the output torque of the vehicle's rear drive is increased incrementally based on the first single-step torque adjustment step size.

[0112] In this embodiment, the curve entry state of the vehicle can be divided into a curve entry preparation state and a curve entry progress state. When the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is equal to 0, i.e., the steering wheel starts to rotate but the vehicle does not start to turn its own attitude due to the delay in the turning power transmission, the vehicle is determined to be in a curve entry preparation state. When the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is greater than 0, i.e., the steering wheel continues to rotate and the vehicle also starts to turn, the vehicle is determined to be in a curve entry progress state. In this embodiment, the curve entry state of the vehicle can be monitored by determining the steering wheel angular velocity and the vehicle steering acceleration in real time.

[0113] It should be noted that in this technical solution, the relationship between the steering wheel angular velocity and 0 may be that the steering wheel angular velocity is equal to or greater than 0 in a mathematical sense, or may be a threshold value close to 0 formed by the above-mentioned predetermined steering wheel angular velocity. As long as the current steering wheel angular velocity is within the threshold range, the steering wheel angular velocity can be considered to be equal to 0. Similarly, the relationship between the vehicle steering acceleration and 0 may be that the vehicle steering acceleration is equal to or greater than 0 in a mathematical sense, or may be a threshold value close to 0 formed by the above-mentioned predetermined yaw angular acceleration. As long as the parameter is within the threshold range, the parameter can be considered to be equal to 0.

[0114] When the vehicle is in a curve entry preparation state or curve entry progress state, the output torque of the rear drive unit of the vehicle is increased to improve the steering ability of the vehicle and avoid understeer. Specifically, a first single-step torque adjustment step size is first determined based on the current output torque of the rear drive unit and the steering wheel angle, and then the output torque of the rear drive unit of the vehicle is increased stepwise based on the first single-step torque adjustment step size. In this embodiment, in this stepwise mode, the output torque of the rear drive unit of the vehicle can be gradually adjusted by a stepping characteristic, and the output torque is increased to ensure the steering ability, thereby avoiding the shock caused by the sudden change of the output torque of the rear drive unit of the vehicle, improving the curve entry stability of the vehicle, and also improving the vehicle driving experience.

[0115] Optionally, determining the first single-step torque adjustment step size based on a current output torque of the rear drive and a steering wheel angle includes:

[0116] The first adjustment step size coefficient c 1 is determined based on the current output torque of the rear drive and is proportional to the steering wheel angle, 2 is determined based on the steering wheel angle. The first single-step torque adjustment step size is determined based on the first adjustment step size coefficient c 1 and the second adjustment step size factor c 2 It is the product of c 1 and c 2 For the option range and option value of , please refer to the comparison table above. Specifically, the torque and c 1 and the steering wheel angle and c 2 The correspondence between the number of pixels and the number of pixels may be preset and stored in memory, for example, in the form of a table or a formula. 1 and c 2 When needs to be determined, c 1 and c 2is obtained by looking up a relevant table or calculated by a formula. 1 and c 2 The specific method for calculating is not limited. The methods for determining the following other parameters may be determined based on the above method.

[0117] In this embodiment, the first adjustment step size coefficient c 1 is determined based on the current output torque of the rear drive and is a second adjustment step size factor c proportional to the steering wheel angle 2 is determined based on the steering wheel angle. The first single-step torque adjustment step size is determined by a first adjustment step size coefficient c 1 and the second adjustment step size factor c 2 It is the product of c 1 and c 2 For the option range and option value, please refer to the comparison table above. Based on the first single-step torque adjustment step size, the output torque of the rear drive of the vehicle can be increased stepwise, thereby avoiding the shock caused by the sudden change of the output torque of the rear drive of the vehicle, improving the curve entry stability of the vehicle, and also improving the vehicle driving experience.

[0118] Optionally, the curve exiting conditions include a prepare to exit curve condition and a proceed to exit curve condition.

[0119] The vehicle is determined to be in a ready to exit curve state when the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is equal to 0. The vehicle is determined to be in a proceeding to exit curve state when the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is less than 0. For example, as shown in Figure 4, the ready to exit curve state is shown in (6) and the proceeding to exit curve state is shown in (7).

[0120] Increasing the output torque of the front drive of the vehicle when the vehicle is in a prepare to exit curve state or in a proceeding to exit curve state includes: determining a second single-step torque adjustment step size based on a current output torque of the front drive and a steering wheel angle; and increasing the output torque of the front drive of the vehicle in a stepwise manner based on the second single-step torque adjustment step size.

[0121] In this embodiment, the curve exit state of the vehicle is divided into a curve exit preparation state and a curve exit proceeding state. If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is equal to 0, i.e., the steering wheel rotation angle starts to be reduced but the vehicle attitude does not start to change due to execution delay, the vehicle is determined to be in a curve exit preparation state. If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is less than 0, i.e., the steering wheel rotation angle is still gradually decreasing and the vehicle starts to change its attitude, the vehicle is determined to be in a curve exit proceeding state. In this embodiment, the curve exit state of the vehicle can be monitored by determining the steering wheel angular velocity and the vehicle steering acceleration in real time.

[0122] In this implementation, the relationship of the steering wheel angular velocity to zero and the relationship of the vehicle steering acceleration to zero can be determined by a threshold range formed by the above-mentioned predetermined steering wheel angular velocity and the predetermined yaw angular acceleration. In a curve exit condition, the steering wheel angular velocity and the vehicle steering acceleration are negative, so when comparing with the threshold range, the absolute values ​​can be used for the comparison.

[0123] When the vehicle is in a curve exit preparation state or curve exit progress state, the output torque of the front drive of the vehicle is increased to avoid oversteering. Specifically, a second single-step torque adjustment step size is first determined based on the current output torque of the front drive and the steering wheel angle, and then the output torque of the front drive of the vehicle is increased stepwise based on the second single-step torque adjustment step size. In this embodiment, in this stepwise mode, the output torque of the front drive of the vehicle can be gradually adjusted by stepping characteristics, and the output torque is increased to ensure steering ability, thereby avoiding the shock caused by the sudden change of the output torque of the front drive of the vehicle, improving the curve exit stability of the vehicle, and also improving the vehicle driving experience.

[0124] Optionally, the second single-step torque adjustment step size is determined based on the current output torque of the front drive unit and the steering wheel angle, comprising: a third adjustment step size coefficient c 3 is determined based on the current output torque of the front drive. A fourth adjustment step size factor c 4 is determined based on the steering wheel angle. The second single-step torque adjustment step size is determined based on the third adjustment step size coefficient c 3 and the fourth adjustment step size factor c 4 It is the product of c 3 and c 4 Please see the comparison table above for option ranges and option values.

[0125] In this embodiment, the third adjustment step size coefficient c 3 is determined based on the current output torque of the front drive and is proportional to the steering wheel angle, 4 is determined based on the steering wheel angle. The second single-step torque adjustment step size is determined based on the third adjustment step size coefficient c 3and the fourth adjustment step size factor c 4 Based on the second single-step torque adjustment step size, the output torque of the front drive of the vehicle can be increased stepwise, thereby avoiding the shock caused by the sudden change of the output torque of the front drive of the vehicle, improving the curve exit stability of the vehicle, and also improving the vehicle driving experience.

[0126] Optionally, the curve entry condition further includes a curve entry convergence condition, where the vehicle is determined to be in the curve entry convergence condition when the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is greater than 0. For example, as shown in FIG. 4, the curve entry convergence condition is shown in (4).

[0127] Hereinafter, with reference to FIG. 2 , a flowchart for determining the driving state of a vehicle according to the present disclosure is described, which mainly includes the following steps:

[0128] S101: The steering wheel angle and the vehicle steering speed are obtained.

[0129] S102: The steering wheel angular velocity and vehicle steering acceleration are calculated.

[0130] S103: It is determined whether both the steering wheel angular velocity and the vehicle steering acceleration are equal to 0.

[0131] S104: If yes, the vehicle is in a curve holding or straight ahead state.

[0132] S105: If NO and the steering wheel angular velocity is greater than 0 and / or the vehicle steering acceleration is greater than 0, go to the next step.

[0133] S106: If the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is equal to 0, S109: The vehicle is preparing to enter a curve.

[0134] S107: If the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration is greater than 0, S110: The vehicle is entering a curve.

[0135] S108: If the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is greater than 0, S111: The vehicle is in a curve approach convergence state.

[0136] When the vehicle is in a curve entry convergence state, the output torque of the rear drive of the vehicle is increased by: 5 is obtained, the first single-step torque adjustment step size and the first convergence coefficient c 5 The product of this and the third single-step torque adjustment step size is the first convergence factor c 5 is greater than 0 and less than 1. The output torque of the vehicle's rear drive is increased in increments based on a third single-step torque adjustment step size. 5 Please see the comparison table above for option ranges and option values.

[0137] In this embodiment, when the vehicle completes the curve entry progress, the vehicle enters the curve entry convergence state. In this state, the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is greater than 0. That is, when the vehicle is in the curve entry convergence state, the steering wheel angle is controlled to remain unchanged to avoid oversteering. In this state, the vehicle is still in a turning state due to the signal delay.

[0138] When the vehicle is in a curve entry convergence state, it is necessary to slow down the increase in the output torque of the rear drive unit of the vehicle. Specifically, the increase in the output torque of the rear drive unit of the vehicle is slowed down by a predetermined first convergence coefficient c 5 is first obtained, the first single-step torque adjustment step size and the first convergence coefficient c 5The product of c and is taken as a third single-step torque adjustment step size. The output torque of the rear drive of the vehicle is then increased in increments based on the third single-step torque adjustment step size. 5 is greater than 0 and less than 1. In this embodiment, the first convergence coefficient c 5 is set, and c 5 For option ranges and option values, see the comparison table above. The third single-step torque adjustment step size is the first convergence factor c 5 , thereby slowing down the increase in the output torque of the rear drive unit of the vehicle, avoiding the oversteer caused by the delay of the signal, and ensuring the curve entry stability and safety of the vehicle.

[0139] In this implementation, the relationship between the steering wheel angular velocity and zero and the relationship between the vehicle steering acceleration and zero can be determined by a threshold range formed by the above-mentioned predetermined steering wheel angular velocity and the predetermined yaw angular acceleration.

[0140] Optionally, the curve exit condition further includes a curve exit convergence condition, where the vehicle is determined to be in the curve exit convergence condition when the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is less than 0. For example, as shown in FIG. 4, the curve exit convergence condition is shown in (8).

[0141] Hereinafter, with reference to FIG. 3 , a flowchart for determining another driving state of a vehicle according to the present disclosure is described, which mainly includes the following steps:

[0142] S201: The steering wheel angle and the vehicle steering speed are obtained.

[0143] S202: The steering wheel angular velocity and vehicle steering acceleration are calculated.

[0144] S203: It is determined whether the steering wheel angular velocity and the vehicle steering acceleration are both equal to 0.

[0145] S204: If yes, the vehicle is in a curve holding or straight ahead state.

[0146] S205: If NO and the steering wheel angular velocity is less than 0 and / or the vehicle steering acceleration is less than 0, go to the next step.

[0147] S206: If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is equal to 0, S209: The vehicle is preparing to exit the curve.

[0148] S207: If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration is less than 0, S210: The vehicle is exiting a curve.

[0149] S208: If the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is less than 0, S211: The vehicle is in a curve exit convergence condition.

[0150] When the vehicle is in a curve exit convergence state, the output torque of the front drive of the vehicle is increased by: 6 is obtained, and the second single-step torque adjustment step size and the second convergence factor c 6 The product of this and the fourth single-step torque adjustment step size is taken as the second convergence factor c 6 is greater than 0 and less than 1. The output torque of the vehicle's front drive is increased in increments based on a fourth single-step torque adjustment step size.

[0151] In this embodiment, when the vehicle completes the curve exit progress, the vehicle enters the curve exit convergence state. In this state, the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration is less than 0. That is, when the vehicle is in the curve exit convergence state, the steering wheel angle is controlled to remain unchanged to avoid oversteering. In this state, the vehicle is still in the curve exit recovery state due to the signal delay.

[0152] When the vehicle is in a curve exit convergence state, it is necessary to slow down the increase in the output torque of the front drive unit of the vehicle. Specifically, the second predetermined convergence coefficient c 6 is first obtained, and the second single-step torque adjustment step size and the second convergence factor c 6 The product of this and is taken as a fourth single-step torque adjustment step size. Next, the output torque of the front drive of the vehicle is increased in increments based on the fourth single-step torque adjustment step size. 6 is greater than 0 and less than 1. In this embodiment, the second convergence coefficient c 6 is set, and the fourth single-step torque adjustment step size is then set to the second convergence factor c 6 , thereby slowing down the increase in output torque of the front drive unit of the vehicle, avoiding oversteer, and ensuring the curve exit stability and safety of the vehicle.

[0153] In this implementation, the relationship between the steering wheel angular velocity and zero and the relationship between the vehicle steering acceleration and zero can be determined by a threshold range formed by the above-mentioned predetermined steering wheel angular velocity and the predetermined yaw angular acceleration.

[0154] The present disclosure further provides a processing device 0. The processing device 0 is applied to the above vehicle torque adjustment method. The processing device 0 can adjust the output torque of the drive device of the vehicle correspondingly based on the current different driving states of the vehicle, so that the output torque of the front drive device and the rear drive device of the vehicle are appropriately adjusted, thereby avoiding understeer or oversteer. As shown in FIG. 5, the processing device: a signal acquisition module 1 configured to acquire steering wheel angle and vehicle steering speed parameters; a state determination module configured to determine a current driving state of the vehicle based on a steering wheel angle and a vehicle steering speed parameter; a drive adjustment module 3 configured to adjust the output torque of the front drive and the rear drive of the vehicle based on the current driving state of the vehicle; Includes.

[0155] In the processing device 0 according to the present disclosure, the signal collection module 1 acquires the steering wheel angle and the vehicle steering speed, and then transmits the signals to the state determination module, which determines the current driving state of the vehicle based on the acquired signals. Finally, the drive adjustment module 3 adjusts the output torque of the front drive and the rear drive based on the driving state.

[0156] The present disclosure further provides a vehicle including a front drive unit, a rear drive unit, and a controller, the controller configured to perform the vehicle torque regulation method described above to control output torque of the front drive unit and the rear drive unit.

[0157] The present disclosure further provides a computer-readable storage medium having a computer program stored therein, the computer program being executed to implement the above vehicle torque regulation method.

[0158] The above embodiments focus on the differences between various embodiments, and different optimization features between various embodiments can be combined to form better embodiments, unless they are inconsistent. In consideration of brevity, details are not described herein.

[0159] Although some specific embodiments of the present disclosure have been described in detail as examples, those skilled in the art should understand that the above examples are merely illustrative and do not limit the scope of the present disclosure. It should be understood by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims. [Explanation of symbols]

[0160] 0 Processing Equipment 1 Signal Acquisition Module 2. Status Judgment Module 3 Drive adjustment module

Claims

1. obtaining steering wheel angle and vehicle steering speed parameters; determining a current driving state of a vehicle based on the steering wheel angle and the vehicle steering speed parameters; controlling output torque of the front and rear drive units of the vehicle based on the current operating conditions of the vehicle; A vehicle torque control method comprising:

2. The driving state includes a curve entering state and a curve exiting state, determining a current driving state of a vehicle based on the steering wheel angle and vehicle steering acceleration parameters; Calculating a steering wheel angular velocity and said vehicle steering acceleration parameters; determining that the driving condition is a curve entry condition when one of the steering wheel angular velocity or the vehicle steering acceleration parameter is greater than zero; or determining that the driving condition is a curve exit condition when one of the steering wheel angular velocity or the vehicle steering acceleration parameter is less than zero; The method of claim 1 , comprising:

3. controlling output torque of a front drive unit and a rear drive unit of the vehicle based on the current operating condition of the vehicle; When the vehicle is in a curve entry condition, reducing the output torque of the front drive of the vehicle, or increasing the output torque of the rear drive of the vehicle, or reducing the output torque of the front drive of the vehicle and increasing the output torque of the rear drive of the vehicle; or increasing the output torque of the front drive of the vehicle, or decreasing the output torque of the rear drive of the vehicle, or increasing the output torque of the front drive of the vehicle and decreasing the output torque of the rear drive of the vehicle when the vehicle is in a curve exit condition. The method of claim 1 or 2, comprising:

4. controlling output torque of a front drive unit and a rear drive unit of the vehicle based on the current operating condition of the vehicle; When the vehicle is in a curve entry condition, the output torque of the front drive of the vehicle is reduced and the output torque of the rear drive of the vehicle is increased, and the total output torque of the front drive and the rear drive remains unchanged; or When the vehicle is in the curve exit state, increase the output torque of the front drive device of the vehicle, decrease the output torque of the rear drive device of the vehicle, and keep the total output torque of the front drive device and the rear drive device unchanged. The method according to any one of claims 1 to 3, comprising this.

5. The curve entry state includes a curve entry preparation state and a curve entry progress state. When the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration parameter is equal to 0, the vehicle is determined to be in the curve entry preparation state, or When the steering wheel angular velocity is greater than 0 and the vehicle steering acceleration parameter is greater than 0, the vehicle is determined to be in the curve entry progress state. When the vehicle is in the curve entry preparation state or the curve entry progress state, increasing the output torque of the rear drive device of the vehicle may be Determining a first single-step torque adjustment step size based on the current output torque of the rear drive device and the steering wheel angle, and Stepping up the output torque of the rear drive device of the vehicle based on the first single-step torque adjustment step size. The method according to any one of claims 1 to 4, comprising this.

6. Determining the first single-step torque adjustment step size based on the current output torque of the rear drive device and the steering wheel angle may be Determining a first adjustment step size coefficient based on the current output torque of the rear drive device, and determining a second adjustment step size coefficient proportional to the steering wheel angle based on the steering wheel angle. The method according to claim 5, wherein the first single-step torque adjustment step size is the product of the first adjustment step size coefficient and the second adjustment step size coefficient.

7. The curve exit state includes a curve exit preparation state and a curve exit progress state. When the steering wheel angular velocity is less than 0 and the vehicle steering acceleration parameter is equal to 0, the vehicle is determined to be in the curve exit preparation state, or If the steering wheel angular velocity is less than 0 and the vehicle steering acceleration parameter is less than 0, it is determined that the vehicle is in the curve exiting state; When the vehicle is in the curve exit preparation state or the curve exit progress state, increasing the output torque of the front drive device of the vehicle, determining a second single-step torque adjustment step size based on a current output torque of the front drive unit and the steering wheel angle; increasing the output torque of the front drive of the vehicle in a stepwise manner based on the second single-step torque adjustment step size; The method according to any one of claims 2 to 6, comprising:

8. determining a second single-step torque adjustment step size based on a current output torque of the front drive unit and the steering wheel angle; 8. The method of claim 7, comprising: determining a third adjustment step size factor based on the current output torque of the front drive unit; and determining a fourth adjustment step size factor proportional to the steering wheel angle based on the steering wheel angle, wherein the second single-step torque adjustment step size is a product of the third adjustment step size factor and the fourth adjustment step size factor.

9. The curve entry condition further comprises a curve entry convergence condition, and when the steering wheel angular velocity is equal to 0 and the vehicle steering acceleration parameter is greater than 0, the vehicle is determined to be in the curve entry convergence condition; Increasing the output torque of the rear drive unit of the vehicle when the vehicle is in the curve entry convergence state, Obtaining a predetermined first convergence factor, and determining a third single-step torque adjustment step size as a product of the first single-step torque adjustment step size and the first convergence factor, the first convergence factor being greater than 0 and less than 1; increasing the output torque of the rear drive of the vehicle incrementally based on the third single-step torque adjustment step size; The method according to any one of claims 2 to 8, comprising:

10. The curve exit condition further comprises a curve exit convergence condition, and the vehicle is determined to be in the curve exit convergence condition when the steering wheel angular velocity is equal to zero and the vehicle steering acceleration parameter is less than zero; increasing the output torque of the front drive unit of the vehicle when the vehicle is in the curve exit convergence condition; obtaining a second predetermined convergence factor, and determining a fourth single-step torque adjustment step size as a product of the second single-step torque adjustment step size and the second convergence factor, the second convergence factor being greater than 0 and less than 1; increasing the output torque of the front drive of the vehicle in a stepwise manner based on the fourth single-step torque adjustment step size; The method according to any one of claims 2 to 9, comprising:

11. The driving state includes a curve holding state and a straight driving state, if the steering wheel angular velocity is zero and the vehicle steering acceleration parameter is also zero, the vehicle is in the turn holding state or the straight ahead state; controlling the output torque of the front drive unit and the rear drive unit of the vehicle when the vehicle is in the curve holding state or the straight driving state; the output torque of the front and rear drives of the vehicle remains unchanged; The method of any one of claims 1 to 10, comprising:

12. The steering velocity parameter comprises at least one of the following parameters: yaw rate, side-slip angular velocity, and lateral velocity; The method of any one of claims 1 to 11, wherein the steering acceleration parameter comprises at least one of the following parameters: yaw angular acceleration, side-slip angular acceleration, and lateral acceleration.

13. A processing device that is applied to the vehicle torque control method according to any one of claims 1 to 12, A signal acquisition module (1) configured to acquire steering wheel angle and vehicle steering speed parameters; a state determination module (2) configured to determine a current driving state of a vehicle based on the steering wheel angle and the vehicle steering speed parameters; a drive adjustment module (3) configured to control the output torque of the front drive and the rear drive of the vehicle based on the current operating state of the vehicle; A processing device comprising:

14. A front drive unit; A rear drive unit; The processing device according to claim 13 . Equipped with A vehicle, wherein the processing unit is configured to perform the vehicle torque control method of any one of claims 1 to 12 to control output torque of the front drive unit and the rear drive unit.

15. A computer-readable storage medium storing a computer program, comprising: A computer-readable storage medium, the computer program being executed to implement the vehicle torque control method according to any one of claims 1 to 12.

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