Vehicle and device power control method, medium, vehicle controller, and vehicle

Abstract

A vehicle power control method and device (800), a medium (600), a vehicle controller (700), and a vehicle (1000). The vehicle output control method includes, when a torque vector control function is enabled, determining a first torque distribution rate for each drive wheel of the vehicle according to a dynamic load of each drive wheel, and determining a first distribution torque for each corresponding drive wheel according to a required torque of the entire vehicle and the first torque distribution rate for each drive wheel, wherein when the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel angle of the vehicle is a set angle, an integral area of ​​a first curve that is a mapping curve between the turning radius and the lateral acceleration of the vehicle is smaller than an integral area of ​​a second curve that is a mapping curve between the turning radius and the lateral acceleration of the vehicle when the torque vector control function is not enabled.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to Chinese Patent Application No. 202211678720.4, filed on December 26, 2022. The entire contents of the above application are incorporated herein by reference.

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

[0003] With the development of the vehicle industry and economy, vehicles are becoming more and more widely used. Generally, while traveling, vehicles have difficulty turning at a relatively high speed with a relatively small turning radius, or at a relatively high speed, they are prone to skidding, making it impossible for the vehicle to make a steady turn. That is, the maximum speed during steady turning is relatively low. In particular, when the vehicle is excessively loaded, road conditions, or weather are relatively poor, the wheels of the vehicle may suddenly skid, which affects the stability and safety of the vehicle while traveling. Summary of the Invention

[0004] The present disclosure is intended to solve at least one of the technical problems in the related art to some extent.

[0005] Therefore, a first object of the present disclosure is to provide a vehicle power control method for extending the lateral acceleration interval over which the vehicle can make a steady turn without skidding and for increasing the maximum speed limit at which the vehicle can make a steady turn.

[0006] A second object of the present disclosure is to provide a computer-readable storage medium.

[0007] A third object of the present disclosure is to provide a vehicle controller.

[0008] A fourth object of the present disclosure is to provide a vehicle power control device.

[0009] A fifth object of the present disclosure is to provide a vehicle.

[0010] To achieve the above-mentioned object, one embodiment of a first aspect of the present disclosure provides a vehicle power control method, including: determining a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle when a torque vector control function is enabled; and determining a first distribution torque for each corresponding drive wheel according to a vehicle torque demand and the first torque distribution ratio for each drive wheel. When the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a first curve, and an integral of the first curve over a set lateral acceleration interval is a first area. When the torque vector control function is disabled and the vehicle turns according to the steering wheel rotation angle of the vehicle, the mapping curve between the turning radius and lateral acceleration of the vehicle is a second curve, and an integral of the second curve over a set lateral acceleration interval is a second area, and the first area is smaller than the second area.

[0011] According to one embodiment of the present disclosure, at the same turning radius, the lateral acceleration corresponding to the first curve is greater than the lateral acceleration corresponding to the second curve.

[0012] According to one embodiment of the present disclosure, at the same speed, the turning radius corresponding to the first curve is smaller than the turning radius corresponding to the second curve.

[0013] According to one embodiment of the present disclosure, the length of the set lateral acceleration interval occupies 30% to 40% of the lower limit value of the set lateral acceleration interval.

[0014] According to one embodiment of the present disclosure, determining the first torque distribution ratio of each drive wheel according to the dynamic load of each drive wheel of the vehicle includes: determining a basic torque distribution ratio of each drive wheel according to the dynamic load of each drive wheel; determining a wheel speed correction amount for the torque distribution ratio of each drive wheel according to wheel speed difference information of the vehicle; determining a steering correction amount for the torque distribution ratio of each drive wheel according to lateral dynamic information of the vehicle; and correcting the basic torque distribution ratio according to the wheel speed correction amount and / or the steering correction amount to obtain the first torque distribution ratio of each drive wheel.

[0015] According to one embodiment of the present disclosure, determining the basic torque distribution ratio of each drive wheel according to the dynamic load of the corresponding drive wheel includes determining a ratio of the dynamic load of each drive wheel to the total dynamic load as the basic torque distribution ratio of the corresponding drive wheel, where the sum of the dynamic loads of the drive wheels is equal to the total dynamic load.

[0016] According to one embodiment of the present disclosure, the dynamic load of each drive wheel is determined according to the total mass of the vehicle and the longitudinal and lateral accelerations of the vehicle.

[0017] According to one embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and the axis on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and the axis on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle. The dynamic load of each drive wheel is calculated according to the following formula:

number

number

number

number

[0018] F Z11,D , F Z12,D , FZ21,D , and F Z22,D are the dynamic loads on the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. m is the total mass of the vehicle. a and b are the distances between the front axle and the center of gravity and the rear axle and the center of gravity, respectively. h g is the height of the center of gravity of the vehicle. L is the track width of the vehicle. L f is the wheelbase between the left and right front wheels. L r is the wheel base between the left and right rear wheels. g is the acceleration due to gravity. a x is the longitudinal acceleration of the vehicle. y is the lateral acceleration of the vehicle.

[0019] According to one embodiment of the present disclosure, correcting the basic torque distribution ratio according to the wheel speed correction amount and the steering correction amount includes determining a first intermediate torque distribution ratio according to the wheel speed correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the steering correction amount and the first intermediate torque distribution ratio, or determining a second intermediate torque distribution ratio according to the steering correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the wheel speed correction amount and the second intermediate torque distribution ratio.

[0020] According to one embodiment of the present disclosure, correcting the basic torque distribution ratio according to the wheel speed correction amount or the steering correction amount includes: determining a first torque distribution ratio according to the steering correction amount and the basic torque distribution ratio when the vehicle's steering correction sub-function is enabled; determining the first torque distribution ratio according to the wheel speed correction amount and the basic torque distribution ratio when the vehicle's steering correction sub-function is disabled and the vehicle's wheel speed correction sub-function is enabled; or using the basic torque distribution ratio as the first torque distribution ratio when the vehicle's steering correction sub-function is disabled and the vehicle's wheel speed correction sub-function is disabled.

[0021] According to one embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. The wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle. The method further includes determining that the wheel speed correction sub-function of the vehicle is enabled if the first wheel speed difference is greater than a first predetermined speed threshold, determining that the wheel speed correction sub-function of the vehicle is enabled if the second wheel speed difference is greater than a second predetermined speed threshold, or determining that the wheel speed correction sub-function of the vehicle is enabled if the axle speed difference is greater than a third predetermined speed threshold.

[0022] According to one embodiment of the present disclosure, the lateral motion information is determined according to a relationship between an actual yaw rate and an ideal yaw rate of the vehicle. The method further includes determining that a steering compensation sub-function of the vehicle is enabled when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, or determining that a steering compensation sub-function of the vehicle is enabled when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold.

[0023] According to one embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle, and the wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle. Determining a wheel speed correction amount for the torque distribution ratio of each drive wheel according to the wheel speed difference information includes determining a first correction amount for the left front wheel and the right front wheel according to the first wheel speed difference, determining a second correction amount for the left rear wheel and the right rear wheel according to the second wheel speed difference, and determining a third correction amount for the front axle and the rear axle according to the axle speed difference, and determining a wheel speed correction amount for the left front wheel and the right front wheel according to the first correction amount and the third correction amount, and determining a wheel speed correction amount for the left rear wheel and the right rear wheel according to the second correction amount and the third correction amount.

[0024] According to one embodiment of the present disclosure, determining a first correction amount for the left and right front wheels according to the first wheel speed difference includes determining the first correction amount for the left and right front wheels according to the first wheel speed difference and a rate of change of the first wheel speed difference when the first wheel speed difference is greater than a first predetermined speed threshold; and / or determining a second correction amount for the left and right rear wheels according to the second wheel speed difference includes determining the second correction amount for the left and right rear wheels according to the second wheel speed difference and a rate of change of the second wheel speed difference when the second wheel speed difference is greater than a second predetermined speed threshold; and / or determining a third correction amount for the front and rear axles according to the axle speed difference includes determining the third correction amount for the front and rear axles according to the axle speed difference and a rate of change of the axle speed difference when the axle speed difference is greater than a third predetermined speed threshold.

[0025] According to one embodiment of the present disclosure, correcting the basic torque distribution ratio in accordance with the wheel speed correction amount includes subtracting a first correction amount from a basic torque distribution ratio corresponding to one of the left front wheel and the right front wheel which has a higher wheel speed and adding the first correction amount to a basic torque distribution ratio corresponding to one of the left front wheel and the right front wheel which has a lower wheel speed, and / or subtracting a second correction amount from a basic torque distribution ratio corresponding to one of the left rear wheel and the right rear wheel which has a higher wheel speed and adding the second correction amount to a basic torque distribution ratio corresponding to one of the left rear wheel and the right rear wheel which has a lower wheel speed, and / or subtracting half of a third correction amount from a basic torque distribution ratio of one of the two drive wheels corresponding to one of the front axle and the rear axle which has a higher axle speed and adding half of the third correction amount to a basic torque distribution ratio of one of the two drive wheels corresponding to one of the front axle and the rear axle which has a lower axle speed.

[0026] According to one embodiment of the present disclosure, if the first wheel speed difference is equal to or less than a first predetermined speed threshold, the first correction amount is determined to be zero; and / or if the second wheel speed difference is equal to or less than a second predetermined speed threshold, the second correction amount is determined to be zero; and / or if the axle speed difference is equal to or less than a third predetermined speed threshold, the third correction amount is determined to be zero.

[0027] According to one embodiment of the present disclosure, the lateral motion information is determined according to a relationship between an actual yaw rate and an ideal yaw rate of the vehicle.

[0028] According to an embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. Determining a steering correction amount of the torque distribution ratio of each drive wheel according to the lateral motion information includes: determining a front axle oversteer correction amount, a rear axle oversteer correction amount, and a front / rear axle understeer correction amount according to the difference between the actual yaw rate and the ideal yaw rate when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold; or determining a front axle understeer correction amount, a rear axle understeer correction amount, and a front / rear axle understeer correction amount according to the difference between the ideal yaw rate and the actual yaw rate when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold.

[0029] According to an embodiment of the present disclosure, when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes: adding a front axle oversteer correction amount to a basic torque distribution ratio of the steered wheel located on the inside of either the left front wheel or the right front wheel and subtracting the front axle oversteer correction amount from a basic torque distribution ratio of the steered wheel located on the outside of either the left front wheel or the right front wheel; adding a rear axle oversteer correction amount to a basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel and subtracting the rear axle oversteer correction amount from a basic torque distribution ratio of the steered wheel located on the outside of either the left rear wheel or the right rear wheel; and adding half of the front / rear oversteer correction amount to the basic torque distribution ratio of the left front wheel and the right front wheel and subtracting half of the front / rear oversteer correction amount from the basic torque distribution ratio of the left rear wheel and the right rear wheel.

[0030] According to an embodiment of the present disclosure, when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes: subtracting a front axle understeer correction amount from a basic torque distribution ratio of the steered wheel located inside either the left front wheel or the right front wheel and adding the front axle understeer correction amount to a basic torque distribution ratio of the steered wheel located outside either the left front wheel or the right front wheel; subtracting a rear axle understeer correction amount from a basic torque distribution ratio of the steered wheel located inside either the left rear wheel or the right rear wheel and adding the rear axle understeer correction amount to a basic torque distribution ratio of the steered wheel located outside either the left rear wheel or the right rear wheel; and subtracting half of the front and rear axle understeer correction amount from the basic torque distribution ratio of the left front wheel and the right front wheel and adding half of the front and rear axle understeer correction amount to the basic torque distribution ratio of the left rear wheel and the right rear wheel.

[0031] According to one embodiment of the present disclosure, if the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is equal to or less than a fourth predetermined speed threshold, the front axle oversteer correction amount, rear axle oversteer correction amount, and front and rear axle oversteer correction amount are determined to be zero, respectively; or if the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is equal to or less than a fifth predetermined speed threshold, the front axle understeer correction amount, rear axle understeer correction amount, and front and rear axle understeer correction amount of the vehicle are determined to be zero, respectively.

[0032] According to one embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. The method includes determining that a torque vector control function of the vehicle is enabled when an accelerator pedal depth change rate obtained by depressing the accelerator pedal of the vehicle is greater than a first predetermined accelerator pedal depth change rate threshold or when an accelerator pedal depth change rate obtained by releasing the accelerator pedal is less than a second predetermined accelerator pedal depth change rate threshold; determining that a torque vector control function of the vehicle is enabled when a steering wheel rotation angle change rate of the vehicle is greater than a predetermined steering wheel rotation angle change rate threshold; determining that a torque vector control function of the vehicle is enabled when a lateral acceleration is greater than a predetermined lateral acceleration threshold; determining that a wheel speed difference between the left front wheel and the right front wheel is greater than the first predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the wheel speed difference between the left rear wheel and the right rear wheel is greater than a second predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the axle speed difference between the front axle and the rear axle is greater than a third predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the difference between the actual yaw rate and the ideal yaw rate of the vehicle is greater than a fourth predetermined speed threshold; or determining that the torque vector control function of the vehicle is enabled if the difference between the ideal yaw rate and the actual yaw rate of the vehicle is greater than a fifth predetermined speed threshold.

[0033] According to one embodiment of the present disclosure, the first predetermined accelerator pedal depth change rate threshold and the second predetermined accelerator pedal depth change rate threshold are determined according to a lateral acceleration of the vehicle, and the predetermined steering wheel rotation angle change rate threshold, the predetermined lateral acceleration threshold, the first predetermined speed threshold, the second predetermined speed threshold, the third predetermined speed threshold, the fourth predetermined speed threshold, and the fifth predetermined speed threshold are determined according to a current speed of the vehicle.

[0034] According to an embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. When a torque vector control function of the vehicle is disabled, the method further includes: determining a torque distribution ratio for the front axles and a torque distribution ratio for the rear axles according to a vehicle demand torque of the vehicle, equally distributing the torque distribution ratio corresponding to the front axles to the left front wheel and the right front wheel and equally distributing the torque distribution ratio corresponding to the rear axles to the left rear wheel and the right rear wheel, thereby determining a second torque distribution ratio for the corresponding drive wheels; and determining a second distribution torque for the corresponding drive wheels according to the vehicle demand torque of the vehicle and the second torque distribution ratio for each drive wheel.

[0035] According to one embodiment of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and the axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and the axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle. The method further includes determining that a torque vector control function of the vehicle is disabled if an accelerator pedal depth rate of change resulting from depressing the vehicle's accelerator pedal is less than or equal to a first predetermined accelerator pedal depth rate of change threshold or if an accelerator pedal depth rate of change resulting from releasing the accelerator pedal is greater than or equal to a second predetermined accelerator pedal depth rate of change threshold; if a steering wheel rotation angle rate of the vehicle is less than or equal to a predetermined steering wheel rotation angle rate of change threshold; if a lateral acceleration is less than or equal to a predetermined lateral acceleration threshold; if a wheel speed difference between a left front wheel and a right front wheel is less than or equal to a first predetermined speed threshold; if a wheel speed difference between a left rear wheel and a right rear wheel is less than or equal to a second predetermined speed threshold; if an axle speed difference between a front axle and a rear axle is less than or equal to a third predetermined speed threshold; if a difference between an actual yaw rate and an ideal yaw rate of the vehicle is less than or equal to a fourth predetermined speed threshold;

[0036] According to the vehicle power control method of this embodiment of the present disclosure, when the torque vector control function of the vehicle is enabled, a first torque distribution ratio for each drive wheel is determined according to the dynamic load of each drive wheel of the vehicle. A first distribution torque for each corresponding drive wheel is determined according to the vehicle torque demand and the first torque distribution ratio for each drive wheel. When the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, the area obtained when the mapping curve between the turning radius and lateral acceleration of the vehicle is the first curve is smaller than the area obtained when the mapping curve between the turning radius and lateral acceleration of the vehicle is the second curve when the torque vector control function is disabled. In this way, when the torque vector control function of the vehicle is enabled, the lateral acceleration interval within which the vehicle can perform steady turning without skidding is extended, and the maximum speed limit during steady turning is increased. Under the same road conditions and on the same curve, the speed is maximized, and the turning radius is minimized at the same speed. When the vehicle turns at high speed, the stability of the vehicle is ensured, thereby protecting the user's property and personal safety.

[0037] To achieve the above-described embodiment, a second aspect of the present disclosure provides a computer-readable storage medium. The computer-readable storage medium stores a vehicle dynamics control program. When the vehicle dynamics control program is executed by a processor, the vehicle dynamics control method according to the first aspect of the present disclosure is implemented.

[0038] To achieve the above-described embodiment, a third aspect of the present disclosure provides a vehicle controller. The vehicle controller includes a memory, a processor, and a vehicle dynamics control program stored in the memory and executable on the processor. When the vehicle dynamics control program is executed by the processor, a vehicle dynamics control method according to an embodiment of the first aspect of the present disclosure is implemented.

[0039] To achieve the above-described embodiment, a fourth aspect of the present disclosure provides a vehicle dynamics control device including: a first determination module configured to determine a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle when a torque vector control function is enabled; and a second determination module configured to determine a first distribution torque for each corresponding drive wheel according to a vehicle demand torque of the vehicle and the first torque distribution ratio for each drive wheel. When the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a first curve, and an integral of the first curve over a set lateral acceleration interval is a first area. When the torque vector control function is disabled and the vehicle turns according to the steering wheel rotation angle of the vehicle, the mapping curve between the turning radius and lateral acceleration of the vehicle is a second curve, and an integral of the second curve over a set lateral acceleration interval is a second area, and the first area is smaller than the second area.

[0040] To achieve the above-described embodiment, an embodiment of a fifth aspect of the present disclosure provides a vehicle, the vehicle including a vehicle controller according to an embodiment of the third aspect of the present disclosure.

[0041] Other aspects and advantages of the disclosure will be set forth in the description that follows, and in part will be obvious from the description, or may be learned by practice of the disclosure. [Brief explanation of the drawings]

[0042] [Figure 1] 1 is a schematic flow diagram of a method for controlling power in a vehicle, according to one embodiment of the present disclosure. [Figure 2] FIG. 10 is a diagram of a mapping curve between lateral acceleration and turning radius in accordance with certain embodiments of the present disclosure. [Figure 3] 1 is a schematic flow chart of a vehicle power control method according to a first specific embodiment of the present disclosure. [Figure 4] 4 is a flow chart of a method for controlling power of a vehicle according to a second specific embodiment of the present disclosure. [Figure 5] 10 is a flow chart of a method for controlling power of a vehicle according to a third specific embodiment of the present disclosure. [Figure 6] 1 is a schematic diagram of a structure of a computer-readable storage medium according to one embodiment of the present disclosure. [Figure 7] FIG. 2 is a schematic diagram of the structure of a vehicle controller according to one embodiment of the present disclosure. [Figure 8] 1 is a schematic diagram of a structure of a vehicle power control device according to one embodiment of the present disclosure. [Figure 9] 1 is a schematic diagram of a vehicle structure according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0043]

[0023] The embodiments of the present disclosure are described in detail below. Examples of the embodiments are shown in the accompanying drawings, and the same or similar reference numerals throughout the accompanying drawings indicate the same or similar components or components having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present disclosure and cannot be construed as limiting the present disclosure.

[0044] A vehicle and device power control method, medium, vehicle controller, and vehicle according to embodiments of the present disclosure will be described below with reference to FIGS. 1 to 9. FIG.

[0045] FIG. 1 is a flow diagram of a method for controlling power in a vehicle according to one embodiment of the present disclosure.

[0046] As shown in FIG. 1, the vehicle power control method may include the following steps.

[0047] S110: If the torque vector control function is enabled, a first torque distribution ratio for each drive wheel of the vehicle is determined according to the dynamic load of each drive wheel of the vehicle.

[0048] S120: A first distribution torque of the corresponding drive wheel is determined according to the vehicle torque requirement of the vehicle and the first torque distribution ratio of each drive wheel.

[0049] It should be noted that the vehicle controller, as the central control unit of the vehicle, is the core of the entire control system. During the vehicle driving process, the vehicle controller may calculate parameters such as the driving force or braking force required for vehicle driving according to information such as the driver's action intention, such as the accelerator pedal position, gear position, and brake pedal position, and adjust the movements of various power components, thereby ensuring the normal driving of the vehicle.

[0050] In some embodiments of the present disclosure, during the vehicle driving process, the vehicle controller may acquire vehicle demand torque by collecting accelerator pedal depth, and may acquire wheel speed difference information and lateral movement information of each drive wheel by using sensors. The wheel speed difference information represents the difference between the rotational speeds of the drive wheels, and the lateral movement information represents information such as the longitudinal and lateral movement direction of the vehicle and the yaw rate generated when the vehicle turns.

[0051] In some embodiments of the present disclosure, when a torque vector control function of a vehicle is enabled, a distribution torque corresponding to each drive wheel is determined as a first distribution torque according to a vehicle demand torque and a first torque distribution ratio. When the corresponding drive wheels are driven according to the first distribution torque of each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a first curve, and the integral of the first curve over a set lateral acceleration interval is a first area. When the torque vector control function is disabled and the steering wheel rotation angle of the vehicle turns according to a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a second curve, and the integral of the second curve over a set lateral acceleration interval is a second area. The first area is smaller than the second area.

[0052] Figure 2 shows the mapping curves between the lateral acceleration and turning radius of a vehicle when the vehicle's torque vector (TV) control function is enabled and disabled. To obtain the mapping curves between the turning radius and lateral acceleration shown in Figure 2, i.e., the first and second curves, under the same vehicle conditions as shown in Figure 2, the steering wheel rotation angle of the vehicle is fixed at a set angle, the vehicle is started and controlled to accelerate slowly and uniformly, and the lateral acceleration a y and turning radius R are recorded separately.

[0053] It should be noted that when a vehicle is turning, as the lateral acceleration increases, the dynamic load of the wheels on the inside of the curve decreases and the dynamic load of the wheels on the outside of the curve increases. The attachment capability of a wheel is equal to the product of the dynamic load of the wheel and the road contact coefficient. Therefore, the attachment capability of the wheels on the inside of the curve decreases and the attachment capability of the wheels on the outside of the curve increases. As shown in Figure 2, when the lateral acceleration a y A y1 When the lateral acceleration is less than a, the corresponding second curve obtained when the TV is disabled is in the linear region. At this stage, the ground contact of the driving wheels on the inside of the curve decreases due to the increase in lateral acceleration, but the ground contact is still greater than the driving force, and no skid occurs. Therefore, under the constraint of the steering wheel rotation angle, the change in turning radius is very small or the relationship between lateral acceleration and turning radius approaches a linear relationship. When the lateral acceleration is a y1 From a y2 When the lateral acceleration is in the range of a, the corresponding second curve with TV disabled is in the nonlinear region. At this stage, the road grip of the drive wheels on the inside of the curve decreases until the driving force is less than the driving force, i.e., skidding occurs. Therefore, the turning radius does not continue to increase with increasing lateral acceleration due to the constraint of the steering wheel rotation angle, but increases very suddenly. When the lateral acceleration is a y2If it is larger, the corresponding second curve when TV is disabled is in the out-of-control region, and the vehicle cannot turn normally.

[0054] By comparison, it can be seen from FIG. 2 that the first area corresponding to the integral of the corresponding first curve over a predetermined acceleration interval when the torque vector control function of the vehicle is enabled is smaller than the second area corresponding to the integral of the corresponding second curve over a predetermined acceleration interval when the torque vector control function of the vehicle is disabled. When the steering wheel rotation angle is fixed, theoretically, lateral acceleration is positively correlated with turning radius. Those skilled in the art can recognize this. This indicates that, over the set lateral acceleration interval, the second curve first enters a nonlinear region where the turning radius increases significantly and rapidly. This indicates that the corresponding first curve obtained when TV is enabled has a longer linear region. In other words, when TV is enabled, the lateral acceleration interval during which turning is steady and skidding does not occur is extended. In this embodiment, when TV is enabled, the first torque distribution ratio of each drive wheel is determined according to the dynamic load of each drive wheel. In practice, the driving force is distributed according to the road-holding capability of each drive wheel. This not only prevents the inside wheels from skidding early, but also prevents the outside wheels from over-engineering, significantly extending the length of the linear area and improving the maximum speed during steady turns. In other words, when the vehicle's torque vector control function is enabled, the speed will be the highest under the same road conditions and on the same curve, and the turning radius will be the smallest at the same speed, ensuring the stability of the vehicle when turning at high speeds and thereby ensuring the safety of users' property and personal safety.

[0055] In some embodiments of the present disclosure, the set angle of the steering wheel rotation angle is less than 90°, and its actual value may be selected according to the experience or practical requirements of a person skilled in the art. The range of the set lateral acceleration interval may also be selected according to the experience or practical requirements of a person skilled in the art. This is not particularly limited in the present disclosure.

[0056] In some embodiments of the present disclosure, for the same turning radius, the lateral acceleration corresponding to the first curve is greater than the lateral acceleration corresponding to the second curve.

[0057] Specifically, as shown in Figure 2, when the turning radius is the same, the corresponding lateral acceleration obtained when the vehicle's torque vector control function is enabled (TV is enabled) is greater than the lateral acceleration obtained when the vehicle's torque vector control function is disabled (TV is disabled). y The relationship between a y =v 2 According to / R, for the same turning radius, the lateral acceleration will be higher when TV is activated, and the corresponding speed will also be higher, i.e., the speed will be higher on the same curve.

[0058] In some embodiments of the present disclosure, at the same speed, the turning radius corresponding to the first curve is smaller than the turning radius corresponding to the second curve.

[0059] Specifically, as shown in Figure 2, the turning radius R, the velocity v, and the lateral acceleration a y The relationship between R=v 2 / a y According to the formula, when the speed is fixed, the turning radius R and lateral acceleration a y In addition, the turning radius R corresponding to the intersection between the constant velocity line and the first curve is smaller than the turning radius R corresponding to the intersection between the constant velocity line and the second curve. Specifically, the turning radius R corresponding to the intersection between the constant velocity line and the first curve is smaller than the turning radius R corresponding to the intersection between the constant velocity line and the second curve. Specifically, at the same speed, the turning radius R obtained after TV is enabled is smaller, which further improves the safety of the vehicle during turns.

[0060] In some embodiments of the present disclosure, the length of the set lateral acceleration interval occupies 30% to 40% of the lower limit of the set lateral acceleration interval.

[0061] The set lateral acceleration interval may correspond to a nonlinear region of the second curve, and an upper limit value a y2 and the lower limit a y1 It should be noted that the set lateral acceleration interval may be selected according to the experience or practical requirements of a person skilled in the art, which is not particularly limited in the present disclosure, depending on the calibration conditions of different vehicles and the road contact coefficients obtained when the first curve and the second curve are recorded.

[0062] Furthermore, the lower limit value a of the set lateral acceleration interval y1 may correspond to the length of the linear region of the second curve, and the upper limit value a of the set lateral acceleration interval y2 It can be understood that the set lateral acceleration interval (a y1 , a y2 ) The interval length is a y1 Specifically, the length of the linear region where the rotation is steady, obtained when the TV is disabled, may be extended by 30% to 40% when the TV is enabled.

[0063] FIG. 3 is a schematic flow diagram of a method for controlling power in a vehicle, in accordance with certain embodiments of the present disclosure.

[0064] As shown in FIG. 3, determining the first torque distribution ratio of each drive wheel according to the dynamic load of each drive wheel of the vehicle may include the following steps.

[0065] S310: The basic torque distribution ratio for each drive wheel is determined according to the dynamic load of each drive wheel.

[0066] Optionally, after the dynamic load of each drive wheel of the vehicle is obtained, a first ratio coefficient between the dynamic load corresponding to each drive wheel and the total dynamic load is determined, and the first ratio coefficient is used as a basic torque distribution ratio. For example, the total dynamic load of the vehicle is H, the dynamic loads corresponding to each drive wheel are (h1, h2, ..., and hi), and the corresponding first ratio coefficients are (h1 / H, h2 / H, ..., hi / H), where

number

[0067] S320: A wheel speed correction amount for the torque distribution ratio of each drive wheel is determined according to the vehicle wheel speed difference information, and a steering correction amount for the torque distribution ratio of each drive wheel is determined according to the vehicle lateral movement information.

[0068] S330: The basic torque distribution ratio is corrected according to the wheel speed correction amount and / or the steering correction amount to obtain a first torque distribution ratio for each driving wheel.

[0069] In one example, after a first torque distribution ratio for each drive wheel is determined, the vehicle demand torque is distributed to each drive wheel according to the distribution torque ratio of each drive wheel, so that the total torque demand of the vehicle remains unchanged to ensure the dynamism and stability of the vehicle.

[0070] After the drive torque is distributed according to the dynamic load of each drive wheel of the vehicle, it can be seen that the torque of the inside wheel decreases and the torque of the outside wheel increases. In other words, the difference in rotational speed between the inside wheel and the outside wheel tends to increase. If the difference in rotational speed is excessively large, longitudinal skidding is likely to occur when the outside wheel's side slip rate is excessively high, resulting in increased tire wear. In this embodiment, after the basic torque distribution ratio of each drive wheel is determined, the basic torque distribution ratio is corrected according to the wheel speed correction amount, thereby reducing tire wear. Next, after the drive torque is distributed according to the dynamic load, the torque of the inside wheel is decreased and the torque of the outside wheel is increased. In other words, the vehicle generates an additional yaw moment. Under the additional action of the yaw moment, the vehicle's turning characteristics may become understeered or oversteered, which affects vehicle stability. After the basic torque distribution ratio of each drive wheel is determined, the basic torque distribution ratio is corrected according to the steering correction amount to ensure the vehicle's steering stability.

[0071] In some embodiments of the present disclosure, determining the basic torque distribution ratio of the corresponding drive wheel according to the dynamic load of each drive wheel may further include the following steps: determining the ratio of the dynamic load of each drive wheel to the total dynamic load as the basic torque distribution ratio of the corresponding drive wheel; and determining the sum of the dynamic loads of the drive wheels equal to the total dynamic load.

[0072] Specifically, the dynamic load of each drive wheel is obtained individually, and the dynamic loads of each drive wheel are added together to obtain the total dynamic load of the vehicle. Furthermore, a basic torque distribution ratio is obtained according to the ratio between the dynamic load of each drive wheel and the total dynamic load.

[0073] For example, the dynamic load of the drive wheels may be determined by detecting deformation measurements of the tires, the dynamic load of the drive wheels may be determined by obtaining pressure measurements of the internal pressure of each tire, or the dynamic load of the drive wheels may be determined by using a model and by obtaining a drive force signal of each drive wheel and an acceleration value of the drive wheel.

[0074] In another example, further filtering may be performed using the driving acceleration obtained by using vehicle chassis sensors along with the driving force signal to eliminate resistance interference, and then referencing a dynamic model to directly obtain the total dynamic load of the vehicle.

[0075] In some embodiments of the present disclosure, the dynamic load of each drive wheel is determined according to the total mass of the vehicle and the longitudinal and lateral accelerations of the vehicle.

[0076] For example, the dynamic load of each drive wheel of the vehicle may be further determined by obtaining the distance between the front and rear axes of the vehicle and the center of gravity, the height of the center of gravity, the track width, the wheel base of the front and rear axes, the total mass, the longitudinal acceleration, and the lateral acceleration. The related parameters of the center of gravity of the vehicle may be obtained by real-time measurement or by querying the related parameters of the vehicle.

[0077] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, the axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and the axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle. The dynamic load of each drive wheel is calculated according to the following formula:

number

number

number

number

[0078] F Z11,D , F Z12,D , F Z21,D , and F Z22,Dare the dynamic loads of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively; m is the total mass of the vehicle; a and b are the distances between the front axle and the center of gravity and the rear axle and the center of gravity, respectively; h g is the height of the center of gravity of the vehicle, L is the track width of the vehicle, and L f is the wheel base between the left and right front wheels, and L r is the wheel base between the left and right rear wheels, g is the gravitational acceleration, and a x is the longitudinal acceleration of the vehicle, and a y is the lateral acceleration of the vehicle.

[0079] It should be noted that in this embodiment, an example is shown in which the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. For some large vehicles, the drive wheels include more wheels. This is not particularly limited in this disclosure.

[0080] It can be seen that the dynamic loads on the four drive wheels of a vehicle are given by the above equation. The relationship between speed and lateral acceleration is a y =v 2 / R, where R is the turning radius. Assuming the vehicle is turning left, the left front wheel and the left rear wheel are the inside wheels, and the right front wheel and the right rear wheel are the outside wheels. In the process of recording the first curve and the second curve, the vehicle is controlled to accelerate slowly and uniformly, so that the longitudinal acceleration a x can be ignored. When no skidding occurs, the change in turning radius is relatively small, and as the speed increases, the lateral acceleration also increases, so the dynamic load of the two left wheels decreases and the dynamic load of the two right wheels increases. Since the wheel contact capacity is equal to the product of the wheel dynamic load and the road contact coefficient, the contact capacity of the two left wheels decreases and the contact capacity of the two right wheels increases. When the driving force generated by the driving torque acting on the wheels is greater than the wheel contact capacity, the wheels will skid.

[0081] When the vehicle's torque vector control function is disabled, the drive torque of the left wheel and the drive torque of the right wheel are distributed equally. Therefore, as lateral acceleration increases, the inside wheel's contact point < the drive force obtained by the equal distribution < the outside wheel's contact point. In other words, problems such as inside wheel skidding and reduced outside wheel contact point utilization occur. Therefore, when the lateral acceleration is relatively small, the second curve in Figure 2 leaves the linear region and enters the nonlinear region, reducing vehicle stability. However, when the vehicle's torque vector control function is enabled, the first torque distribution ratio of each drive wheel is determined according to the dynamic load of each drive wheel. In other words, the drive force is distributed according to the contact point utilization of each drive wheel. As a result, not only is premature inside wheel skidding avoided, but excessive outside wheel contact point utilization is also avoided. This significantly extends the length of the linear region, thereby improving the maximum speed during steady cornering.

[0082] In some embodiments of the present disclosure, correcting the basic torque distribution ratio according to the wheel speed correction amount and the steering correction amount may further include determining a first intermediate torque distribution ratio according to the wheel speed correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the steering correction amount and the first intermediate torque distribution ratio, or determining a second intermediate torque distribution ratio according to the steering correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the wheel speed correction amount and the second intermediate torque distribution ratio.

[0083] It can be understood that, based on the basic torque distribution ratio of each drive wheel of the vehicle, the torque distribution ratio of each drive wheel of the vehicle may be first adjusted according to the wheel speed correction amount, and then the torque distribution ratio of each drive wheel of the vehicle may be further adjusted according to the steering correction amount. Alternatively, based on the basic torque distribution ratio of the vehicle, the torque distribution ratio of each drive wheel of the vehicle may be first adjusted according to the steering correction amount, and then the torque distribution ratio of each drive wheel of the vehicle may be further adjusted according to the wheel speed correction amount. It should be noted that the adjustment of the torque distribution ratio of the drive wheels performed according to the wheel speed correction amount and the steering correction amount may be performed in an order according to actual requirements or in a specific order, which is not particularly limited in the present disclosure.

[0084] In some embodiments of the present disclosure, when the basic torque distribution ratio is corrected according to the wheel speed correction amount or the steering correction amount, if the vehicle steering correction subfunction is enabled, the first torque distribution ratio is determined according to the steering correction amount and the basic torque distribution ratio. If the vehicle steering correction subfunction is disabled and the vehicle wheel speed correction subfunction is enabled, the first torque distribution ratio is determined according to the wheel speed correction amount and the basic torque distribution ratio. If the vehicle steering correction subfunction is disabled and the vehicle wheel speed correction subfunction is disabled, the basic torque distribution ratio is used as the first torque distribution ratio. In other words, under different conditions, the first torque distribution ratio may be obtained based on the basic torque distribution ratio and after correction is performed according to only one of the wheel speed correction amount and the steering correction amount, or the basic torque distribution ratio may be directly used as the first torque distribution ratio. If the steering correction subfunction is enabled, the basic torque distribution ratio is corrected according to the steering correction amount with the highest correction priority, i.e., the steering stability of the vehicle is prioritized. When the vehicle steering correction subfunction is disabled and the vehicle wheel speed correction subfunction is enabled, the basic torque distribution ratio is corrected according to the wheel speed correction amount, that is, wheel wear is further reduced while ensuring vehicle steering stability.When neither the vehicle steering correction subfunction nor the wheel speed correction subfunction is enabled, the basic torque distribution ratio does not need to be corrected, and the length of the linear region of the first curve is maximized, thereby maximizing the maximum speed during steady cornering.

[0085] For example, an enabling condition corresponding to the wheel speed correction sub-function and the steering correction sub-function may be set. When the enabling condition is satisfied, the corresponding correction sub-function is enabled. Alternatively, the enabling states of the wheel speed correction sub-function and the steering correction sub-function may be specified according to actual needs.

[0086] In some embodiments of the present disclosure, decision-making regarding correction of the basic torque distribution ratio may be performed independently or in parallel according to the wheel speed correction subfunction and the steering correction subfunction, and it can be understood that the priority of the torque distribution correction of the steering correction subfunction is higher than the priority of the torque distribution correction of the wheel speed correction subfunction. Specifically, when both the wheel speed correction subfunction and the steering correction subfunction are enabled, or when the wheel speed correction subfunction is disabled and the steering correction subfunction is enabled, the torque distribution ratio of each drive wheel is adjusted according to the steering correction amount based on the basic torque distribution ratio. When the wheel speed correction subfunction is enabled and the steering correction subfunction is disabled, the torque distribution ratio of each drive wheel is adjusted according to the wheel speed correction amount based on the basic torque distribution ratio. When both the wheel speed correction subfunction and the steering correction subfunction are disabled, the basic torque distribution ratio is used as the final torque request distribution ratio of each drive wheel.

[0087] In some embodiments of the present disclosure, the wheel speed difference information may include a first wheel speed difference between the left front wheel and the right front wheel of the vehicle, a second wheel speed difference between the left rear wheel and the right rear wheel of the vehicle, and an axle speed difference between the front axle and the rear axle. If the first wheel speed difference is greater than a first predetermined speed threshold, the vehicle wheel speed correction sub-function is determined to be enabled, if the second wheel speed difference is greater than a second predetermined speed threshold, or if the axle speed difference is greater than a third predetermined speed threshold, the vehicle wheel speed correction sub-function is determined to be enabled.

[0088] Specifically, whether the left and right front wheels of the vehicle need correction is determined according to a first wheel speed difference between the left and right front wheels, whether the left and right rear wheels of the vehicle need correction is determined according to a second wheel speed difference between the left and right rear wheels, and whether the front and rear wheels of the vehicle need correction is determined according to an axle speed difference between the front and rear axles of the vehicle. If the first wheel speed difference is greater than a first predetermined speed threshold, or if the second wheel speed difference is greater than a second predetermined speed threshold, or if the axle speed difference is greater than a third predetermined speed threshold, wheel speed correction needs to be performed on the drive wheels of the vehicle. That is, if any one of the conditions is met, the vehicle wheel speed correction sub-function is enabled.

[0089] In some embodiments of the present disclosure, the lateral motion information may be determined according to a relationship between an actual yaw rate and an ideal yaw rate of the vehicle, and the method further includes determining that the vehicle steering correction sub-function is enabled if the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, or determining that the vehicle steering correction sub-function is enabled if the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold.

[0090] If the difference between the vehicle's actual yaw rate and the ideal yaw rate is greater than a certain threshold, it can be understood to indicate that the vehicle is understeering or oversteering and the vehicle's attitude needs to be corrected. In this case, the vehicle steering correction sub-function is enabled.

[0091] In some embodiments of the present disclosure, whether the vehicle wheel speed correction sub-function is enabled is determined according to the vehicle wheel speed difference information, and whether the vehicle steering correction sub-function is enabled is determined according to the relationship between the actual yaw rate and the ideal yaw rate of the vehicle. This method is simple and reliable, and a timely response is made when the vehicle needs to perform torque vector correction, ensuring driving safety and improving user experience.

[0092] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle, and the wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle.

[0093] It should be noted that the axle speed of the front axle is an average value of the wheel speeds of the left front wheel and the right front wheel, and the axle speed of the rear axle is an average value of the wheel speeds of the left rear wheel and the right rear wheel. Determining the wheel speed correction amount of the torque distribution ratio of each drive wheel according to the wheel speed difference information may include:

[0094] determining a first correction amount for the left front wheel and the right front wheel according to the first wheel speed difference, determining a second correction amount for the left rear wheel and the right rear wheel according to the second wheel speed difference, and determining a third correction amount for the front axle and the rear axle according to the axle speed difference;

[0095] In some embodiments of the present disclosure, the wheel speed of each drive wheel may be the rotational speed of each drive wheel, or may be a speed obtained by converting the rotational speed of each drive wheel into the speed of the center of gravity. The conversion formula is as follows:

number

number

[0096] V COG_F1,F2 is the speed obtained by correcting the wheel speed of the front wheel to the speed of the center of gravity, and V COG_R1,R2 is the speed obtained by correcting the rear wheel speed to the speed of the center of gravity,

number

[0097] In some embodiments of the present disclosure, the wheel speed correction amounts for the left and right front wheels of the vehicle are determined according to the first and third correction amounts, and the wheel speed correction amounts for the left and right rear wheels of the vehicle are determined according to the second and third correction amounts.

[0098] It can be understood that the axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, the axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, and the third correction amount represents the correction amount for the front axle and the correction amount for the rear axle of the vehicle. Therefore, when the front axle is corrected, correction is performed based on the first correction amount and the third correction amount, and when the rear axle is corrected, correction is performed based on the second correction amount and the third correction amount.

[0099] In some embodiments of the present disclosure, determining a first correction amount for the left and right front wheels according to the first wheel speed difference may include determining the first correction amount for the left and right front wheels of the vehicle according to the first wheel speed difference and a rate of change of the first wheel speed difference when the first wheel speed difference is greater than a first predetermined speed threshold; and / or determining a second correction amount for the left and right rear wheels of the vehicle according to the second wheel speed difference may include determining the second correction amount for the left and right rear wheels of the vehicle according to the second wheel speed difference and a rate of change of the second wheel speed difference when the second wheel speed difference is greater than a second predetermined speed threshold; and / or determining a third correction amount for the front and rear axles of the vehicle according to the axle speed difference may include determining the third correction amount for the front and rear axles of the vehicle according to the axle speed difference and a rate of change of the axle speed difference when the axle speed difference is greater than a third predetermined speed threshold.

[0100] In some embodiments of the present disclosure, if the first wheel speed difference is greater than a first predetermined speed threshold, a first correction amount may be determined according to the first wheel speed difference and a rate of change of the first wheel speed difference by consulting a predetermined relationship table between the first wheel speed difference and the front wheel correction amount. If the second wheel speed difference is greater than a second predetermined speed threshold, a second correction amount may be determined according to the second wheel speed difference and a rate of change of the second wheel speed difference by consulting a predetermined relationship table between the second wheel speed difference and the rear wheel correction amount. If the axle speed difference is greater than a third predetermined speed threshold, a third correction amount may be determined according to the axle speed difference and a rate of change of the axle speed difference by consulting a predetermined relationship table between the axle speed difference and the front / rear axle correction amount.

[0101] The torque distribution ratio of each drive wheel may be adjusted independently according to the first, second, and third correction amounts. For example, when the first wheel speed difference is greater than a first predetermined speed threshold, the second wheel speed difference is less than a second predetermined speed threshold, and the axle speed difference is less than a third predetermined speed threshold, only the first correction amount is calculated, and the front wheels of the vehicle are corrected according to only the first correction amount.

[0102] In some embodiments of the present disclosure, correcting the basic torque distribution ratio according to the wheel speed correction amount may include subtracting a first correction amount from the basic torque distribution ratio corresponding to one of the left and right front wheels having a higher wheel speed and adding the first correction amount to the basic torque distribution ratio corresponding to one of the left and right front wheels of the vehicle having a lower wheel speed; and / or subtracting a second correction amount from the basic torque distribution ratio corresponding to one of the left and right rear wheels of the vehicle having a higher wheel speed and adding the second correction amount to the basic torque distribution ratio corresponding to the one of the left and right rear wheels of the vehicle having a lower wheel speed; and / or subtracting half of a third correction amount from the basic torque distribution ratio of one of the two drive wheels corresponding to one of the front and rear axles of the vehicle having a higher axle speed and adding half of the third correction amount to the basic torque distribution ratio of one of the two drive wheels corresponding to one of the front and rear axles of the vehicle having a lower axle speed.

[0103] For example, the torque distribution ratio of each of the four drive wheels is calculated to be 0.25 according to the basic torque distribution ratio of the corresponding drive wheel, and the resulting first correction amount is Δx1. If the wheel speed of the left front wheel is greater than the wheel speed of the right front wheel, the torque distribution ratio of the left front wheel is adjusted to 0.25-Δx1, and the torque distribution ratio of the right front wheel is adjusted to 0.25+Δx1. If the wheel speed of the left front wheel is less than the wheel speed of the right front wheel, the torque distribution ratio of the left front wheel is adjusted to 0.25+Δx1, and the torque distribution ratio of the right front wheel is adjusted to 0.25-Δx1. If the torque distribution ratio of each of the four drive wheels is calculated to be 0.25 according to the basic torque distribution ratio of the corresponding drive wheel, and the resulting second correction amount is Δx2. If the wheel speed of the left rear wheel is greater than the wheel speed of the right rear wheel, the torque distribution ratio of the left rear wheel is adjusted to 0.25-Δx2, and the torque distribution ratio of the right rear wheel is adjusted to 0.25+Δx2. If the wheel speed of the left rear wheel is less than the wheel speed of the right rear wheel, the torque distribution ratio of the left rear wheel is adjusted to 0.25+Δx2, and the torque distribution ratio of the right rear wheel is adjusted to 0.25-Δx2. If the torque distribution ratio of the left front wheel of the vehicle obtained after adjustment according to the first correction amount is 0.25-Δx1, the torque distribution ratio of the right front wheel is 0.25+Δx1, if the torque distribution ratio of the left rear wheel of the vehicle obtained after adjustment according to the second correction amount is 0.25+Δx2, the torque distribution ratio of the right rear wheel is 0.25-Δx2, and the calculated third correction amount is Δx3. If the wheel speed of the front axle is greater than the wheel speed of the rear axle, the torque distribution ratio of the left front wheel is adjusted to 0.25-Δx1-0.5Δx3, the torque distribution ratio of the right front wheel is adjusted to 0.25+Δx1-0.5Δx3, the torque distribution ratio of the left rear wheel is adjusted to 0.25+Δx2+0.5Δx3, and the torque distribution ratio of the right rear wheel is adjusted to 0.25-Δx2+0.5Δx3. If the wheel speed of the front axle is smaller than the wheel speed of the rear axle, the torque distribution ratio of the left front wheel is adjusted to 0.25-Δx1+0.5Δx3, the torque distribution ratio of the right front wheel is adjusted to 0.25+Δx1+0.5Δx3, the torque distribution ratio of the left rear wheel is adjusted to 0.25+Δx2-0.5Δx3, and the torque distribution ratio of the right rear wheel is adjusted to 0.25-Δx2-0.5Δx3, and as a result, the torque distribution ratios are executed based on when the vehicle required torque is satisfied.

[0104] In some embodiments of the present disclosure, the wheel speeds of each of the four drive wheels of a vehicle are acquired to calculate the wheel speed difference between the wheels. Specifically, the wheel speed difference between the left front wheel and the right front wheel is calculated, the wheel speed difference between the left rear wheel and the right rear wheel is calculated, and the axle speed difference between the front axle on which the left front wheel and the right front wheel are located and the rear axle on which the left rear wheel and the right rear wheel are located is calculated. The basic torque distribution ratio of the vehicle is corrected according to the wheel speed difference and the axle speed difference. This takes into consideration the safety of the vehicle during driving, reduces tire wear, and extends tire life. In addition, the method for correcting the basic torque distribution ratio of the vehicle according to the wheel speed difference and the axle speed difference is simple and reliable. If the wheel speed difference or the axle speed difference between the drive wheels of the vehicle exceeds a predetermined threshold, a timely response is taken to ensure driving safety and improve user experience. In the embodiment of the present disclosure, allocating the driving torque according to the dynamic load of each drive wheel actually means allocating the driving force according to the road-holding capacity of each wheel. As a result, not only is early skidding of the inside wheel avoided, but excessive road-holding capacity of the outside wheel is also avoided, significantly extending the length of the linear region and improving the maximum speed during steady cornering. After the driving torque is allocated according to the dynamic load, the torque of the inside wheel decreases and the torque of the outside wheel increases. In other words, the rotational speed difference between the inside wheel and the outside wheel tends to increase. If the rotational speed difference is excessively large, longitudinal skid is likely to occur when the outside wheel's side slip rate becomes excessively high, resulting in worsening tire wear. In this embodiment, after the basic distribution is completed, the distribution ratio is corrected according to the axle speed difference to reduce tire wear.

[0105] In some embodiments of the present disclosure, if the first wheel speed difference is less than or equal to a first predetermined speed threshold, the first correction amount is determined to be zero; and / or if the second wheel speed difference is less than or equal to a second predetermined speed threshold, the second correction amount is determined to be zero; and / or if the axle speed difference is less than or equal to a third predetermined speed threshold, the third correction amount is determined to be zero.

[0106] It can be understood that when the first wheel speed difference, the second wheel speed difference, or the shaft speed difference is relatively small, the corresponding correction amount is zero, and when the correction amount is zero, this indicates that the rotational speed of the corresponding drive wheel of the vehicle does not need to be corrected.

[0107] In some embodiments of the present disclosure, the lateral motion information is determined according to a relationship between the actual yaw rate and an ideal yaw rate of the vehicle.

[0108] In some embodiments of the present disclosure, the difference between the actual yaw rate and the ideal yaw rate is calculated to determine whether the vehicle is oversteered or understeered and to further determine lateral motion information for the vehicle.

[0109] It can be understood that the ideal yaw rate indicates a relatively good linear correspondence between the steering wheel rotation angle and the actual rotation angle of the vehicle when the vehicle is steered according to the yaw rate. When the vehicle is in an oversteer state, the actual rotation angle of the vehicle is greater than the rotation angle of the vehicle corresponding to the steering wheel rotation angle. When the vehicle is in an understeer state, the actual rotation angle of the vehicle is smaller than the rotation angle of the vehicle corresponding to the steering wheel rotation angle. Vehicle lateral motion information may be determined by obtaining the relationship between the actual yaw rate of the vehicle and the ideal yaw rate.

[0110] In some embodiments of the present disclosure, the ideal yaw rate may be determined according to the vehicle speed, the vehicle track width, and the vehicle front wheel rotation angle in a two-degree-of-freedom model.

[0111] For example, the ideal yaw rate can be calculated using the following formula:

number

[0112]

number

[0113] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. Determining a steering correction amount of the torque distribution ratio of each drive wheel according to the lateral motion information includes: determining a front axle oversteer correction amount, a rear axle oversteer correction amount, and a front / rear axle understeer correction amount according to a difference between the actual yaw rate and the ideal yaw rate when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold; or determining a front axle understeer correction amount, a rear axle understeer correction amount, and a front / rear axle understeer correction amount according to a difference between the ideal yaw rate and the actual yaw rate when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold.

[0114] Specifically, the difference between the vehicle's actual yaw rate and the ideal yaw rate is determined. If the difference exceeds a corresponding predetermined speed threshold, this indicates that the vehicle is in an understeer or oversteer state, and the torque of the vehicle's front and rear axles needs to be further corrected. The amount of correction may be determined according to the difference between the actual yaw rate and the ideal yaw rate.

[0115] In some embodiments of the present disclosure, if the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, this indicates that the vehicle is in an oversteer state, and a front axle oversteer correction amount, a rear axle oversteer correction amount, and a front / rear axle understeer correction amount are calculated according to the difference. If the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold, this indicates that the vehicle is in an understeer state, and a front axle understeer correction amount, a rear axle understeer correction amount, and a front / rear axle understeer correction amount are calculated according to the difference.

[0116] In some embodiments of the present disclosure, the oversteer correction amount and the understeer correction amount may be obtained by a table lookup method, in which the difference between the actual yaw rate and the ideal yaw rate is input, and the corresponding front axle oversteer correction amount, the corresponding rear axle oversteer correction amount, and the corresponding front and rear axle oversteer correction amount are found from a predetermined relationship table between the corresponding yaw rate difference and the oversteer correction amount, or the corresponding front axle understeer correction amount, the corresponding rear axle understeer correction amount, and the corresponding front and rear axle understeer correction amount are found from a predetermined relationship table between the corresponding yaw rate difference and the understeer correction amount.

[0117] In some embodiments of the present disclosure, when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes adding a front axle oversteer correction amount to the basic torque distribution ratio of the steered wheel located on the inside of either the left front wheel or the right front wheel and subtracting the front axle oversteer correction amount from the basic torque distribution ratio of the steered wheel located on the outside of either the left front wheel or the right front wheel, adding a rear axle oversteer correction amount to the basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel and subtracting the rear axle oversteer correction amount from the basic torque distribution ratio of the steered wheel located on the outside of either the left rear wheel or the right rear wheel, and adding half of the front / rear axle oversteer correction amount to the basic torque distribution ratio of the left front wheel and the right front wheel and subtracting half of the front / rear axle oversteer correction amount from the basic torque distribution ratio of the left rear wheel and the right rear wheel.

[0118] The magnitude relationship between the vehicle's actual yaw rate and the ideal yaw rate is obtained to determine the vehicle's front axle oversteer correction amount, rear axle oversteer correction amount, and front and rear axle oversteer correction amount. The steering correction amount is further used to correct the torque distribution ratio of the vehicle's left front wheel, right front wheel, left rear wheel, and right rear wheel. In this way, multi-dimensional corrections between the vehicle's four wheels are fully taken into consideration, improving the vehicle's stability during steering. If the vehicle is in an understeer or oversteer state, a timely response can be made. The torque distribution ratio of the wheels is corrected according to the steering correction amount, ensuring the vehicle's safety during cornering.

[0119] For example, the vehicle's current basic torque distribution ratio is [0.25 (left front wheel), 0.25 (right front wheel), 0.25 (left rear wheel), and 0.25 (right rear wheel)]. If the actual yaw rate is greater than the ideal yaw rate, the difference obtained by subtracting the ideal yaw rate from the actual yaw rate is input, and the corresponding front axle oversteer correction amount, corresponding rear axle oversteer correction amount, and corresponding front and rear axle oversteer correction amount, which are Δy1, Δy2, and Δy3, respectively, are obtained by table lookup. If the vehicle is currently performing left steering, the left front wheel and left rear wheel are the inside wheels, and the right front wheel and right rear wheel are the outside wheels. In this case, the torque distribution ratio for the left front wheel is adjusted to 0.25 + Δy2 + 0.5Δy3, the torque distribution ratio for the right front wheel is adjusted to 0.25 - Δy2 + 0.5Δy3, the torque distribution ratio for the left rear wheel is adjusted to 0.25 + Δy1 - 0.5Δy3, and the torque distribution ratio for the right rear wheel is adjusted to 0.25 - Δy1 - 0.5Δy3. Thus, after the final adjustment, the torque distribution ratios for each drive wheel are [0.25 + Δy1 + Δy3 / 2, 0.25 - Δy1 + 0.5Δy3, 0.25 + Δy2 - 0.5Δy3, and 0.25 - Δy2 - 0.5Δy3].

[0120] In some embodiments of the present disclosure, when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is larger than a fifth predetermined speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes subtracting a front axle understeer correction amount from the basic torque distribution ratio of the steered wheel located on the inside of either the left front wheel or the right front wheel of the vehicle, and adding the front axle understeer correction amount to the basic torque distribution ratio of the steered wheel located on the outside of either the left front wheel or the right front wheel of the vehicle. the basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel of the vehicle, subtracting a rear axle understeer correction amount from the basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel of the vehicle and adding the rear axle understeer correction amount to the basic torque distribution ratio of the steered wheel located on the outside of either the left rear wheel or the right rear wheel of the vehicle, and subtracting half of the front and rear axle understeer correction amount from the basic torque distribution ratio of the left front wheel and the right front wheel, respectively, and adding half of the front and rear axle understeer correction amount to the basic torque distribution ratio of the left rear wheel and the right rear wheel, respectively.

[0121] For example, the vehicle's current basic torque distribution ratio is [0.25 (left front wheel), 0.25 (right front wheel), 0.25 (left rear wheel), and 0.25 (right rear wheel)]. If the actual yaw rate is less than the ideal yaw rate, the difference obtained by subtracting the actual yaw rate from the ideal yaw rate is input, and the corresponding front axle understeer correction amount, corresponding rear axle understeer correction amount, and corresponding front and rear axle understeer correction amount, which are Δs1, Δs2, and Δs3, respectively, are obtained by table lookup. If the vehicle is currently steering left, the left front wheel and left rear wheel are the inside wheels, and the right front wheel and right rear wheel are the outside wheels. In this case, the torque distribution ratio for the left front wheel is adjusted to 0.25 - Δs1 - 0.5Δs3, the torque distribution ratio for the right front wheel is adjusted to 0.25 + Δs1 - 0.5Δs3, the torque distribution ratio for the left rear wheel is adjusted to 0.25 - Δs2 + 0.5Δs3, and the torque distribution ratio for the right rear wheel is adjusted to 0.25 + Δs2 + 0.5Δs3. Thus, after the final adjustments, the distribution ratios for each drive wheel are [0.25 - Δs1 - 0.5Δs3, 0.25 + Δs1 - 0.5Δs3, 0.25 - Δs2 + 0.5Δs3, and 0.25 + Δs2 + 0.5Δs3].

[0122] According to the embodiment provided in the present disclosure, after the driving torque is distributed according to the dynamic load, the torque of the inside wheels is reduced and the torque of the outside wheels is increased. That is, the vehicle generates an additional yaw moment. Under the additional action of the yaw moment, the turning characteristics of the vehicle may become understeered or oversteered, which affects the stability of the vehicle. Therefore, in the embodiment of the present disclosure, after the basic distribution is completed, the distribution ratio is corrected according to the difference between the actual yaw rate and the ideal yaw rate to ensure the stability of the vehicle.

[0123] In some embodiments of the present disclosure, if the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is equal to or less than a fourth predetermined speed threshold, the vehicle's front axle oversteer correction amount, rear axle oversteer correction amount, and front and rear axle oversteer correction amount are each determined to be zero; or if the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is equal to or less than a fifth predetermined speed threshold, the vehicle's front axle understeer correction amount, rear axle understeer correction amount, and front and rear axle understeer correction amount are each determined to be zero.

[0124] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. The method includes determining that a torque vector control function of the vehicle is enabled when an accelerator pedal depth change rate obtained by depressing an accelerator pedal of the vehicle is greater than a first predetermined accelerator pedal depth change rate threshold or when an accelerator pedal depth change rate obtained by releasing the accelerator pedal is less than a second predetermined accelerator pedal depth change rate threshold; determining that a torque vector control function of the vehicle is enabled when a steering wheel rotation angle change rate of the vehicle is greater than a predetermined steering wheel rotation angle change rate threshold; determining that a torque vector control function of the vehicle is enabled when a lateral acceleration is greater than a predetermined lateral acceleration threshold; determining that a wheel speed difference between the left front wheel and the right front wheel is greater than the first predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the wheel speed difference between the left rear wheel and the right rear wheel is greater than a second predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the axle speed difference between the front axle and the rear axle is greater than a third predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the difference between the actual yaw rate and the ideal yaw rate of the vehicle is greater than a fourth predetermined speed threshold; or determining that the torque vector control function of the vehicle is enabled if the difference between the ideal yaw rate and the actual yaw rate of the vehicle is greater than a fifth predetermined speed threshold.

[0125] In other words, when one of the vehicle's demands, such as acceleration demand, deceleration demand, and steering demand, is at a relatively high level, the torque vector control function is activated, thereby achieving precise control in which the torque vector control function is activated when necessary and disabled when not necessary.

[0126] In some embodiments of the present disclosure, the first predetermined accelerator pedal depth change rate threshold and the second predetermined accelerator pedal depth change rate threshold are determined according to a lateral acceleration of the vehicle, and the predetermined steering wheel rotation angle change rate threshold, the predetermined lateral acceleration threshold, the first predetermined speed threshold, the second predetermined speed threshold, the third predetermined speed threshold, the fourth predetermined speed threshold, and the fifth predetermined speed threshold are determined according to a current speed of the vehicle.

[0127] In some embodiments of the present disclosure, the first predetermined accelerator pedal depth change rate threshold is determined according to the lateral acceleration of the vehicle and by consulting a predetermined relationship table between the lateral acceleration obtained by depressing the accelerator pedal and the depth change rate. The second predetermined accelerator pedal depth change rate threshold is determined according to the lateral acceleration of the vehicle and by consulting a predetermined relationship table between the lateral acceleration obtained by releasing the accelerator pedal and the depth change rate. The first predetermined speed threshold is determined according to the current speed of the vehicle and by consulting a predetermined relationship table between the speed and the first speed. The second predetermined speed threshold is determined according to the current speed of the vehicle and by consulting a predetermined relationship table between the speed and the second speed. The third predetermined speed threshold is determined according to the current speed of the vehicle and by consulting a predetermined relationship table between the speed and the third speed. The fourth predetermined speed threshold is determined according to the current speed of the vehicle and by consulting a predetermined relationship table between the speed and the fourth speed. The fifth predefined speed threshold is determined according to the current speed of the vehicle and by consulting a predefined relationship table between the speed and the fifth speed.

[0128] The predetermined relationship table between the lateral acceleration and the depth rate of change obtained by depressing the accelerator pedal, the predetermined relationship table between the lateral acceleration and the depth rate of change obtained by releasing the accelerator pedal, the predetermined relationship table between the speed and the first speed, the predetermined relationship table between the speed and the second speed, the predetermined relationship table between the speed and the third speed, the predetermined relationship table between the speed and the fourth speed, and the predetermined relationship table between the speed and the fifth speed may be set according to actual requirements, or may be set according to the experience of a person skilled in the art, or may be obtained by performing experiments on the vehicle, which is not particularly limited in the present disclosure.

[0129] In some embodiments of the present disclosure, the basic torque distribution ratio may be corrected according to the wheel speed correction amount and the steering correction amount to obtain a first torque distribution ratio for each drive wheel. A specific procedure is shown in FIG. 4. First, step S501 calculates the basic torque distribution ratio for the corresponding drive wheel. Steps S502 to S508 complete the process of correcting the basic torque distribution ratio according to the wheel speed correction amount. Steps S502, S503, and S504 may be performed independently or in parallel. Based on step S508, steps S509 to S514 complete the process of performing the correction according to the steering correction amount. According to a determination condition, either step S510 or step S511 is selected to be performed, and finally, a first torque distribution ratio for each drive wheel is obtained.

[0130] In some embodiments of the present disclosure, the basic torque distribution ratio may be corrected according to the wheel speed correction amount or the steering correction amount to obtain a first torque distribution ratio for each driving wheel. A specific procedure is shown in FIG. 5. First, in step S601, the basic torque distribution ratio of the corresponding driving wheel is calculated. Based on step S601, steps S602 to S608 complete the process of correcting the basic torque distribution ratio according to the wheel speed correction amount. Steps S602, S603, and S604 may be performed independently or in parallel. Alternatively, based on step S601, steps S611 to S616 complete the process of correcting the basic torque distribution ratio according to the steering correction amount. Either step S612 or step S613 is selected to be performed according to a decision condition. The wheel speed correction subfunction and the steering correction subfunction may perform decision-making independently or in parallel, and the priority of the torque distribution correction of the steering correction subfunction is higher than the priority of the torque distribution correction of the wheel speed correction subfunction. Specifically, when both the wheel speed correction subfunction and the steering correction subfunction are enabled, or when the wheel speed correction subfunction is disabled and the steering correction subfunction is enabled, the final allocation of the torque request to each drive wheel is completed by steps S601 and S611 to S618. When the wheel speed correction subfunction is enabled and the steering correction subfunction is disabled, the final allocation of the torque request to each drive wheel is completed by steps S601 to S610. When both the wheel speed correction subfunction and the steering correction subfunction are disabled, step S619 is executed, and the final allocation of the torque request to each drive wheel is performed in accordance with the basic torque distribution ratio in step S601.

[0131] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle. The method further includes, when the torque vector control function is disabled, determining a torque distribution ratio for the front axles and a torque distribution ratio for the rear axles according to a vehicle demand torque of the vehicle, equally distributing the torque distribution ratio corresponding to the front axles to the left front wheel and the right front wheel and equally distributing the torque distribution ratio corresponding to the rear axles to the left rear wheel and the right rear wheel, to determine a second torque distribution ratio for the corresponding drive wheels; and determining a second distribution torque for the corresponding drive wheels according to the vehicle demand torque of the vehicle and the second torque distribution ratio for each drive wheel.

[0132] In some embodiments of the present disclosure, the front axle torque distribution ratio and the rear axle torque distribution ratio are determined according to the vehicle's torque demand and by consulting an economy torque distribution table to obtain the most efficient front and rear axle torque distribution scheme.

[0133] In some embodiments of the present disclosure, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, and the axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and the axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle. The method further includes determining that a torque vector control function of the vehicle is disabled if an accelerator pedal depth rate of change resulting from depressing the vehicle's accelerator pedal is equal to or less than a first predetermined accelerator pedal depth rate of change threshold or if an accelerator pedal depth rate of change resulting from releasing the accelerator pedal is equal to or greater than a second predetermined accelerator pedal depth rate of change threshold; if a steering wheel rotation angle rate of the vehicle is equal to or less than a predetermined steering wheel rotation angle rate of change threshold; if a lateral acceleration is equal to or less than a predetermined lateral acceleration threshold; if a wheel speed difference between a left front wheel and a right front wheel is equal to or less than a first predetermined speed threshold; if a wheel speed difference between a left rear wheel and a right rear wheel is equal to or less than a second predetermined speed threshold; if an axle speed difference between a front axle and a rear axle is equal to or less than a third predetermined speed threshold; if a difference between an actual yaw rate and an ideal yaw rate of the vehicle is equal to or less than a fourth predetermined speed threshold;

[0134] According to a vehicle power control method according to an embodiment of the present disclosure, when the torque vector control function of the vehicle is enabled, a first torque distribution ratio for each drive wheel is determined according to the dynamic load of each drive wheel of the vehicle. A first distribution torque for each corresponding drive wheel is determined according to the vehicle torque demand and the first torque distribution ratio for each drive wheel. When the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, the area obtained when the mapping curve between the turning radius and lateral acceleration of the vehicle is the first curve is smaller than the area obtained when the mapping curve between the turning radius and lateral acceleration of the vehicle is the second curve when the torque vector control function is disabled. In this way, when the torque vector control function of the vehicle is enabled, the speed is highest and the turning radius is smallest at the same speed under the same vehicle conditions, road conditions, and curve. When the vehicle turns at high speed, vehicle stability is ensured, thereby protecting the user's property and personal safety.

[0135] Furthermore, a basic torque distribution ratio of the corresponding drive wheel is determined according to the ratio of the dynamic load of each drive wheel to the total load. A wheel speed correction amount for the torque distribution ratio of each drive wheel is determined according to wheel speed difference information between the drive wheels, and a steering correction amount for the torque distribution ratio of each drive wheel is determined according to the lateral movement information. The basic torque distribution ratio is corrected according to the wheel speed correction amount and / or the steering correction amount to obtain a first torque distribution ratio for each drive wheel. To use the vehicle demand torque as a basis for distributing torque to each drive wheel, the distributed torque of the corresponding drive wheel is determined according to the vehicle demand torque and the first torque distribution ratio for each drive wheel. To further reduce tire wear, the basic torque distribution ratio is determined by using the dynamic load of each drive wheel of the vehicle, and the basic torque distribution ratio is adjusted according to the wheel speed difference information. In addition, the torque distribution ratio is corrected according to the vehicle's lateral motion information to ensure the vehicle's stability during steering without reducing the vehicle's power, thereby improving the user's driving experience, and the torque distribution to each drive wheel is performed according to the set control strategy, so that the effect of torque control is fully exerted and both the vehicle's power demand and driving stability are taken into consideration.

[0136] FIG. 6 is a schematic diagram of the structure of a computer-readable storage medium according to one embodiment of the present disclosure.

[0137] 6, a computer-readable storage medium 600 stores a vehicle dynamics control program 601. When the vehicle dynamics control program 601 is executed by a processor, a vehicle dynamics control method according to an embodiment of the first aspect of the present disclosure is implemented.

[0138] To realize the above-mentioned embodiments, the present disclosure further provides a vehicle controller. Figure 7 is a schematic diagram of the structure of a vehicle controller according to one embodiment of the present disclosure.

[0139] 7, the vehicle controller 700 includes a memory 701, a processor 702, and a vehicle dynamics control program 703 stored in the memory 701 and executable on the processor 702. When the vehicle dynamics control program 703 is executed by the processor, a vehicle dynamics control method according to an embodiment of the first aspect of the present disclosure is implemented.

[0140] Corresponding to some embodiments described in the first aspect of the present disclosure, one embodiment of the present disclosure further provides a vehicle dynamics control device. The vehicle dynamics control device provided in the embodiments of the present disclosure corresponds to the vehicle dynamics control method provided in some of the above-mentioned embodiments, so that the implementation of the above-mentioned vehicle dynamics control method can also be applied to the vehicle dynamics control device provided in the embodiments. Details will not be described again in the embodiments. Figure 8 is a schematic diagram of the structure of a vehicle dynamics control device according to one embodiment of the present disclosure.

[0141] As shown in FIG. 8, the vehicle dynamics control device 800 may include a first determination module 810 and a second determination module 820.

[0142] The first determination module 810 is configured to determine a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle when the torque vector control function is enabled. The second determination module 820 is configured to determine a first distribution torque for each corresponding drive wheel according to a vehicle demand torque of the vehicle and the first torque distribution ratio for each drive wheel. When the corresponding drive wheel is driven according to the first distribution torque for each drive wheel and the steering wheel rotation angle of the vehicle is a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a first curve, and an integral of the first curve over a set lateral acceleration interval is a first area. When the torque vector control function is disabled and the steering wheel rotation angle of the vehicle turns according to a set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a second curve, and an integral of the second curve over a set lateral acceleration interval is a second area, and the first area is smaller than the second area.

[0143] To realize the above-mentioned embodiments, the present disclosure further provides a vehicle. Figure 9 is a schematic diagram of a vehicle structure according to one embodiment of the present disclosure.

[0144] As shown in FIG. 9, a vehicle 1000 includes a vehicle controller 700 according to the above-described embodiment of the present disclosure.

[0145] Additionally, other components and functions of the vehicle in the embodiments of the present disclosure are known to those skilled in the art, and to reduce redundancy, the details will not be described again herein.

[0146] It should be noted that the logic and / or steps illustrated in the flowcharts or otherwise described herein, e.g., ordered listings that may be considered executable instructions used to implement logical functions, may be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or another system that can retrieve and execute instructions from an instruction execution system, apparatus, or device), or for use in combination with such an instruction execution system, apparatus, or device. In the context of this specification, a "computer-readable medium" may be any device that can contain, store, communicate, propagate, or transmit a program for use by, or in combination with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include an electrical connection having one or more wires (an electronic device), a portable computer diskette (a magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CD-ROM). In addition, a computer-readable medium may also be paper or other suitable medium on which a program may be printed, since the program may be obtained electronically, for example, by optically scanning paper or other medium, then editing, interpreting, or otherwise suitable processing as necessary, and then storing it in computer memory.

[0147] It should be understood that portions of the present application can be implemented by hardware, software, firmware, or a combination thereof. In the above-described implementations, steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, when implemented by hardware, as in other implementations, steps or methods may be implemented by any one or combination of techniques common in the art, such as discrete logic circuits of logic gate circuits for implementing logical functions on data signals, application specific integrated circuits having suitable combinations of logic gate circuits, programmable gate arrays (PGAs), and field programmable gate arrays (FPGAs).

[0148] In the description herein, the use of reference terms such as "one embodiment," "some embodiments," "one example," "particular example," "some examples," etc., means that the particular feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, general descriptions of the foregoing terms do not necessarily refer to the same embodiment or example. In addition, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more of the embodiments or examples.

[0149] In describing the present disclosure, it should be understood that orientations or positional relationships indicated by terms such as “center,” “longitudinal,” “lateral,” “length,” “width,” “thickness,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” “outer,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” are orientations or positional relationships shown based on the accompanying drawings, and do not indicate or imply that a device or element should have a particular orientation or be constructed and operated in a particular orientation, but are merely used to explain and simplify the present disclosure, and therefore should not be construed as limiting the present disclosure.

[0150] In addition, the terms "first" and "second" used in the embodiments of the present disclosure are used for descriptive purposes only and cannot be understood to indicate or imply the relative importance or quantity of the technical features shown in the embodiments. Therefore, the features defining the terms "first" and "second" in the embodiments of the present disclosure can explicitly or implicitly indicate that at least one of the features is included in the embodiment. In the description of the present disclosure, unless otherwise limited in the embodiments, the term "plurality" means at least two or more than two, for example, two, three, or four.

[0151] In this disclosure, unless otherwise explicitly stated or defined in the embodiments, the terms "attached," "connected," "connection," "fixed," and the like appearing in the embodiments shall be broadly interpreted to mean, for example, a fixed connection, a detachable connection, or an integral connection, such as a mechanical connection or an electrical connection, a direct connection or an indirect connection via an intermediary, or a communication between two elements or an interaction between two elements. Those skilled in the art can understand the specific meaning of the terms in the present disclosure according to the specific implementation situation.

[0152] In this disclosure, unless expressly specified or limited otherwise, a first property being "above" or "below" a second property may mean that the first property is in direct contact with the second property or that the first property is in indirect contact with the second property through the use of an intermediate medium. Additionally, a first property being "above" a second property may mean that the first property is directly above or diagonally above the second property, or may simply indicate that the first property is located higher than the second property. A first property being "below," "below," or "below" a second property may mean that the first property is directly below the second property or at the sloping bottom of the second property, or may simply indicate that the first property is horizontally lower than the second property.

[0153] Although the embodiments of the present disclosure have been shown and described above, it can be understood that the foregoing embodiments are examples and should not be understood as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions, or variations to the foregoing embodiments within the scope of the present disclosure.

Claims

1. When the torque vector control function is enabled, determining a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle; determining a first distribution torque for each drive wheel according to a vehicle torque requirement of the vehicle and the first torque distribution ratio for each drive wheel; Equipped with When the corresponding drive wheels are driven according to the first distribution torque of each drive wheel and a steering wheel rotation angle of the vehicle is a set angle, a mapping curve between a turning radius and a lateral acceleration of the vehicle is a first curve, and an integral of the first curve over a set lateral acceleration interval is a first area; When the torque vector control function is disabled and the steering wheel rotation angle of the vehicle is turned according to the set angle, a mapping curve between the turning radius and lateral acceleration of the vehicle is a second curve, an integral of the second curve over the set lateral acceleration interval is a second area, and the first area is smaller than the second area.

2. 2. The vehicle dynamics control method according to claim 1, wherein the lateral acceleration corresponding to the first curve is greater than the lateral acceleration corresponding to the second curve at the same turning radius.

3. 3. The vehicle power control method according to claim 1, wherein a turning radius corresponding to the first curve is smaller than a turning radius corresponding to the second curve at the same speed.

4. 4. The method for controlling power of a vehicle according to claim 1, wherein the length of the set lateral acceleration interval is 30% to 40% of a lower limit value of the set lateral acceleration interval.

5. determining a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle; determining a basic torque distribution ratio for each drive wheel according to the dynamic load of each drive wheel; determining a wheel speed correction amount of the torque distribution ratio of each drive wheel according to wheel speed difference information of the vehicle, and determining a steering correction amount of the torque distribution ratio of each drive wheel according to lateral movement information of the vehicle; correcting the basic torque distribution ratio according to the wheel speed correction amount and / or the steering correction amount to obtain the first torque distribution ratio for each drive wheel; The method for controlling power of a vehicle according to any one of claims 1 to 4, comprising:

6. determining a basic torque distribution ratio of the corresponding drive wheel according to the dynamic load of each drive wheel; 6. The vehicle power control method according to claim 5, further comprising determining a ratio of the dynamic load of each drive wheel to a total dynamic load as the basic torque distribution ratio of the corresponding drive wheel, wherein the sum of the dynamic loads of the drive wheels is equal to the total dynamic load.

7. 7. The method of claim 6, wherein the dynamic load on each drive wheel is determined according to the total mass of the vehicle and the longitudinal and lateral accelerations of the vehicle.

8. the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle, The dynamic load of each drive wheel is calculated by the following formula: [Equation 1] [Equation 2] [Equation 3] and [Equation 4] is calculated according to F Ｚ１１，Ｄ , F Ｚ１２，Ｄ , F Ｚ２１，Ｄ , and F Ｚ２２，Ｄ are the dynamic loads of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively; m is the total mass of the vehicle; a and b are the distances between the front axle and the center of gravity and the distances between the rear axle and the center of gravity, respectively; h ｇ is the height of the center of gravity of the vehicle, L is the track width of the vehicle, and L ｆ is the wheel base between the left front wheel and the right front wheel, and L ｒ is the wheel base between the left rear wheel and the right rear wheel, g is the gravitational acceleration, and a ｘ is the longitudinal acceleration of the vehicle, and a ｙ 8. The method of claim 7, wherein: is the lateral acceleration of the vehicle.

9. correcting the basic torque distribution ratio in accordance with the wheel speed correction amount and the steering correction amount; determining a first intermediate torque distribution ratio according to the wheel speed correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the steering correction amount and the first intermediate torque distribution ratio; or determining a second intermediate torque distribution ratio according to the steering correction amount and the basic torque distribution ratio, and determining the first torque distribution ratio according to the wheel speed correction amount and the second intermediate torque distribution ratio; The method for controlling power of a vehicle according to any one of claims 5 to 8, comprising:

10. correcting the basic torque distribution ratio in accordance with the wheel speed correction amount or the steering correction amount; When a steering correction sub-function of the vehicle is enabled, determining the first torque distribution ratio according to the steering correction amount and the basic torque distribution ratio; When the steering correction sub-function of the vehicle is disabled and the wheel speed correction sub-function of the vehicle is enabled, determining the first torque distribution ratio according to the wheel speed correction amount and the basic torque distribution ratio; or When the vehicle steering correction subfunction is disabled and the vehicle wheel speed correction subfunction is disabled, the basic torque distribution ratio is used as the first torque distribution ratio. The method for controlling power of a vehicle according to any one of claims 5 to 9, comprising:

11. the drive wheels include the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, an axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, an axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, the wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle, The method comprises: determining that the wheel speed correction sub-function of the vehicle is enabled if the first wheel speed difference is greater than a first predetermined speed threshold; determining that the wheel speed correction sub-function of the vehicle is enabled if the second wheel speed difference is greater than a second predetermined speed threshold; or determining that the wheel speed correction sub-function of the vehicle is enabled if the axle speed difference is greater than a third predetermined speed threshold; The method of claim 10 further comprising:

12. the lateral motion information is determined according to a relationship between an actual yaw rate and an ideal yaw rate of the vehicle; The method comprises: determining that the steering correction sub-function of the vehicle is enabled if the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold; or determining that the steering correction sub-function of the vehicle is enabled if the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold; The vehicle power control method according to claim 10 or 11, further comprising:

13. the drive wheels include the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, an axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, an axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, the wheel speed difference information includes the first wheel speed difference between the left front wheel and the right front wheel, the second wheel speed difference between the left rear wheel and the right rear wheel, and the axle speed difference between the front axle and the rear axle, determining a wheel speed correction amount for the torque distribution ratio of each drive wheel according to the wheel speed difference information; determining a first correction amount for the left front wheel and the right front wheel according to the first wheel speed difference, determining a second correction amount for the left rear wheel and the right rear wheel according to the second wheel speed difference, and determining a third correction amount for the front axle and the rear axle according to the axle speed difference; determining wheel speed correction amounts for the left front wheel and the right front wheel according to the first correction amount and the third correction amount, and determining wheel speed correction amounts for the left rear wheel and the right rear wheel according to the second correction amount and the third correction amount; 13. The method of controlling power of a vehicle according to any one of claims 5 to 12, comprising:

14. The method comprises: determining a first correction amount for the left front wheel and the right front wheel according to the first wheel speed difference comprises, when the first wheel speed difference is greater than the first predetermined speed threshold, determining the first correction amount for the left front wheel and the right front wheel according to the first wheel speed difference and a rate of change of the first wheel speed difference; determining a second correction amount for the left rear wheel and the right rear wheel according to the second wheel speed difference comprises, when the second wheel speed difference is greater than the second predetermined speed threshold, determining the second correction amount for the left rear wheel and the right rear wheel according to the second wheel speed difference and a rate of change of the second wheel speed difference; 14. The vehicle power control method of claim 13, wherein determining a third correction amount for the front axle and the rear axle according to the axle speed difference includes at least one of: determining the third correction amount for the front axle and the rear axle according to the axle speed difference and a rate of change of the axle speed difference when the axle speed difference is greater than the third predetermined speed threshold.

15. correcting the basic torque distribution ratio in accordance with the wheel speed correction amount, subtracting a first correction amount from the basic torque distribution ratio corresponding to the left front wheel or the right front wheel whichever has a higher wheel speed, and adding the first correction amount to the basic torque distribution ratio corresponding to the left front wheel or the right front wheel whichever has a lower wheel speed; and / or subtracting the second correction amount from a basic torque distribution ratio corresponding to the left rear wheel or the right rear wheel which has a higher wheel speed, and adding the second correction amount to a basic torque distribution ratio corresponding to the left rear wheel or the right rear wheel which has a lower wheel speed; and / or subtracting half of the third correction amount from a basic torque distribution ratio of either one of the two drive wheels corresponding to the one of the front axle and the rear axle which has a larger axle speed, and adding half of the third correction amount to a basic torque distribution ratio of either one of the two drive wheels corresponding to the one of the front axle and the rear axle which has a smaller axle speed; 15. The method of claim 14, comprising:

16. if the first wheel speed difference is less than or equal to the first predetermined speed threshold, the first correction amount is determined to be zero; and / or if the second wheel speed difference is less than or equal to the second predetermined speed threshold, the second correction amount is determined to be zero; and / or 16. A method of controlling power for a vehicle according to any one of claims 13 to 15, wherein the third correction amount is determined to be zero if the shaft speed difference is less than or equal to the third predetermined speed threshold.

17. 6. The method of claim 5, wherein the lateral motion information is determined according to a relationship between an actual yaw rate and an ideal yaw rate of the vehicle.

18. 18. The method for controlling the dynamics of a vehicle according to claim 17, wherein the ideal yaw rate is determined according to a speed of the vehicle, a track width of the vehicle, and a front wheel rotation angle of the vehicle in a two-degree-of-freedom model.

19. the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, an axle on which the left front wheel and the right front wheel are located is a front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is a rear axle of the vehicle, determining a steering correction amount of the torque distribution ratio of each drive wheel according to lateral movement information; When the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth predetermined speed threshold, determining a front axle oversteer correction amount, a rear axle oversteer correction amount, and a front and rear axle oversteer correction amount according to the difference between the actual yaw rate and the ideal yaw rate; or when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold, determining a front axle understeer correction amount, a rear axle understeer correction amount, and a front and rear axle understeer correction amount according to the difference between the ideal yaw rate and the actual yaw rate.

19. The method of claim 17 or 18, comprising:

20. correcting the basic torque distribution ratio according to the steering correction amount when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than the fourth predetermined speed threshold; adding the front axle oversteer correction amount to a basic torque distribution ratio of a steered wheel located on the inside of either the left front wheel or the right front wheel, and subtracting the front axle oversteer correction amount from a basic torque distribution ratio of a steered wheel located on the outside of either the left front wheel or the right front wheel; adding the rear axle oversteer correction amount to a basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel, and subtracting the rear axle oversteer correction amount from a basic torque distribution ratio of the steered wheel located on the outside of either the left rear wheel or the right rear wheel; adding half of the front and rear axle oversteer correction amount to the basic torque distribution ratio between the left front wheel and the right front wheel, and subtracting half of the front and rear axle oversteer correction amount from the basic torque distribution ratio between the left rear wheel and the right rear wheel; 20. The method of claim 19, comprising:

21. correcting the basic torque distribution ratio according to the steering correction amount when the actual yaw rate is smaller than the ideal yaw rate and a difference between the ideal yaw rate and the actual yaw rate is greater than a fifth predetermined speed threshold; subtracting the front axle understeer correction amount from the basic torque distribution ratio of the steered wheel located on the inside of either the left front wheel or the right front wheel, and adding the front axle understeer correction amount to the basic torque distribution ratio of the steered wheel located on the outside of either the left front wheel or the right front wheel; subtracting the rear axle understeer correction amount from the basic torque distribution ratio of the steered wheel located on the inside of either the left rear wheel or the right rear wheel, and adding the rear axle understeer correction amount to the basic torque distribution ratio of the steered wheel located on the outside of either the left rear wheel or the right rear wheel; subtracting said half of the front and rear axle understeer correction amount from said basic torque distribution ratio between said left front wheel and said right front wheel, and adding said half of the front and rear axle understeer correction amount to said basic torque distribution ratio between said left rear wheel and said right rear wheel; 21. The method of controlling power of a vehicle according to claim 19 or 20, comprising:

22. If the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is less than or equal to the fourth predetermined speed threshold, the front axle oversteer correction amount, the rear axle oversteer correction amount, and the front and rear axle oversteer correction amount are each determined to be zero; or 22. The vehicle power control method of claim 19, wherein when the actual yaw rate is smaller than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is equal to or less than the fifth predetermined speed threshold, the front axle understeer correction amount, the rear axle understeer correction amount, and the front rear axle understeer correction amount of the vehicle are each determined to be zero.

23. the drive wheels include the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, an axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, and the method comprises: determining that a torque vectoring control function of the vehicle is enabled when an accelerator pedal depth change rate resulting from depressing an accelerator pedal of the vehicle is greater than a first predetermined accelerator pedal depth change rate threshold or when an accelerator pedal depth change rate resulting from releasing the accelerator pedal is less than a second predetermined accelerator pedal depth change rate threshold; determining that the torque vector control function of the vehicle is enabled if the steering wheel rotation rate of the vehicle is greater than a predetermined steering wheel rotation rate threshold; determining that the torque vector control function of the vehicle is enabled if the lateral acceleration is greater than a predetermined lateral acceleration threshold; determining that the torque vector control function of the vehicle is enabled if a wheel speed difference between the left front wheel and the right front wheel is greater than the first predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if a wheel speed difference between the left rear wheel and the right rear wheel is greater than the second predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if the axle speed difference between the front axle and the rear axle is greater than the third predetermined speed threshold; determining that the torque vector control function of the vehicle is enabled if a difference between the actual yaw rate and the ideal yaw rate of the vehicle is greater than the fourth predetermined speed threshold; or determining that the torque vector control function of the vehicle is enabled if a difference between the ideal yaw rate and the actual yaw rate of the vehicle is greater than the fifth predetermined speed threshold; 23. The method of claim 1, further comprising:

24. 24. The vehicle power control method of claim 23, wherein the first predetermined accelerator pedal change rate depth threshold and the second predetermined accelerator pedal change rate depth threshold are determined according to the lateral acceleration of the vehicle, and the predetermined steering wheel rotation angle change rate threshold, the predetermined lateral acceleration threshold, the first predetermined speed threshold, the second predetermined speed threshold, the third predetermined speed threshold, the fourth predetermined speed threshold, and the fifth predetermined speed threshold are determined according to a current speed of the vehicle.

25. the drive wheels include the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, an axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, and the method comprises: When the torque vector control function of the vehicle is disabled, determining a torque distribution ratio for the front axles and a torque distribution ratio for the rear axles according to the vehicle required torque of the vehicle, and equally distributing the torque distribution ratio corresponding to the front axles to the left front wheel and the right front wheel, and equally distributing the torque distribution ratio corresponding to the rear axles to the left rear wheel and the right rear wheel, thereby determining a second torque distribution ratio for the corresponding drive wheels; determining a second distribution torque for the corresponding drive wheel according to the vehicle required torque of the vehicle and the second torque distribution ratio for each drive wheel; 25. The method of claim 1, further comprising:

26. the drive wheels include the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, an axle on which the left front wheel and the right front wheel are located is the front axle of the vehicle, and an axle on which the left rear wheel and the right rear wheel are located is the rear axle of the vehicle, and the method comprises: if the accelerator pedal depth change rate obtained by depressing the accelerator pedal of the vehicle is less than or equal to a first predetermined accelerator pedal change rate threshold, or if the accelerator pedal depth change rate obtained by releasing the accelerator pedal is greater than or equal to a second predetermined accelerator pedal change rate threshold; if the steering wheel rotation rate of the vehicle is less than or equal to the predetermined steering wheel rotation rate threshold; if the lateral acceleration is less than or equal to the predetermined lateral acceleration threshold; if the wheel speed difference between the left front wheel and the right front wheel is less than or equal to the first predetermined speed threshold; if the wheel speed difference between the left rear wheel and the right rear wheel is less than or equal to the second predetermined speed threshold; if the axle speed difference between the front axle and the rear axle is less than or equal to the third predetermined speed threshold; if a difference between the actual yaw rate and the ideal yaw rate of the vehicle is less than or equal to the fourth predetermined speed threshold; and determining that the torque vector control function of the vehicle is disabled if a difference between the ideal yaw rate and the actual yaw rate of the vehicle is less than or equal to the fifth predetermined speed threshold; 26. The method of claim 1 further comprising:

27. 27. A computer-readable storage medium storing a vehicle dynamics control program, the computer-readable storage medium being adapted to implement the vehicle dynamics control method of any one of claims 1 to 26 when the vehicle dynamics control program is executed by a processor.

28. A vehicle controller comprising a memory, a processor, and a vehicle dynamics control program stored in the memory and executable on the processor, wherein when the vehicle dynamics control program is executed by the processor, the vehicle dynamics control method of any one of claims 1 to 26 is implemented.

29. a first determination module configured to determine a first torque distribution ratio for each drive wheel of the vehicle according to a dynamic load of each drive wheel of the vehicle when the torque vector control function is enabled; a second determination module configured to determine a first distribution torque of the corresponding drive wheel according to a vehicle demand torque of the vehicle and the first torque distribution ratio of each drive wheel; Equipped with When the corresponding drive wheels are driven according to the first distribution torque of each drive wheel and a steering wheel rotation angle of the vehicle is a set angle, a mapping curve between a turning radius and a lateral acceleration of the vehicle is a first curve, and an integral of the first curve over a set lateral acceleration interval is a first area; a vehicle dynamics control device, wherein when the torque vector control function is disabled and the steering wheel rotation angle of the vehicle is turned according to the set angle, a mapping curve between a turning radius and a lateral acceleration of the vehicle is a second curve, an integral of the second curve over the set lateral acceleration interval is a second area, and the first area is smaller than the second area.

30. A vehicle comprising the vehicle controller of claim 27.

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