Vehicle control method, storage medium, controller, and vehicle

Abstract

A vehicle control method, a storage medium, a controller, and a vehicle, which relate to the technical field of vehicles. The vehicle control method comprises: when a first axle of a vehicle triggers TCS control, performing torque control on a second axle of the vehicle on the basis of at least one of a driving mode, a skidding condition and axle state information of the vehicle, wherein the second axle does not trigger TCS control.

Description

Vehicle control methods, storage media, controllers, and vehicles

[0001] This application claims priority to Chinese patent application No. 202410999527.3, filed on July 24, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to a vehicle control method, storage medium, controller, and vehicle. Background Technology

[0003] In related technologies, when coordinating the control of the traction control system (TCS) of a four-wheel drive system, the triggering sequence of the two control units is determined based on the slip ratio and trigger threshold, and the drive axle is controlled by the triggered control unit. Throughout the process, the two control units independently perform torque control, and when TCS control is triggered on a single axle, the TCS control unit can act on the axle that triggered the TCS control to provide power. Summary of the Invention

[0004] In order to address one of the technical problems in the related art to a certain extent, this disclosure provides a vehicle control method, storage medium, controller and vehicle to improve the overall vehicle dynamics.

[0005] In a first aspect, a vehicle control method is provided, comprising: when a first axle of the vehicle triggers TCS control, performing torque control on a second axle of the vehicle based on at least one of the vehicle's drive mode, slippage condition, and axle state information, wherein the second axle does not trigger TCS control.

[0006] In some embodiments, before performing torque control on the second axle of the vehicle based on at least one of the vehicle's drive mode, slippage, and axle state information, the method further includes at least one of the following: determining that the accelerator pedal opening of the vehicle is greater than a preset opening threshold, or determining that the steering angle of the vehicle is less than a preset angle threshold.

[0007] In some embodiments, the axle state information includes first axle state information and second axle state information; the step of torque control of the second axle of the vehicle based on at least one of the vehicle's driving mode, slippage condition, and axle state information includes: obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and first axle state information; obtaining the control torque of the second axle based on the total transfer torque of the second axle and the second axle state information; and performing torque control on the second axle based on the control torque of the second axle.

[0008] In some embodiments, the first axle state information includes the throttle torque and TCS target torque of the first axle; obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information includes: obtaining the total transfer torque of the second axle based on the throttle torque and TCS target torque of the first axle.

[0009] In some embodiments, the first axle state information includes the throttle torque and TCS target torque of the first axle; obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information includes: obtaining a base torque correction coefficient for the second axle based on the slippage condition; and obtaining the total transfer torque of the second axle based on the base torque correction coefficient, the throttle torque of the first axle, and the TCS target torque.

[0010] In some embodiments, the first axle state information includes the throttle torque and TCS target torque of the first axle; obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information includes: obtaining a base torque correction coefficient for the second axle based on the slippage condition, and obtaining an additional torque correction coefficient for the second axle based on the driving mode and the slippage condition; obtaining the total transfer torque of the second axle based on the base torque correction coefficient and the additional torque correction coefficient, as well as the throttle torque and TCS target torque of the first axle.

[0011] In some embodiments, the slippage is characterized by the difference between the base wheel acceleration of the second axle and the vehicle acceleration, wherein the base wheel acceleration of the second axle is obtained based on the wheel speed of the wheel corresponding to the second axle; obtaining the base torque correction coefficient of the second axle based on the slippage includes: obtaining the base torque correction coefficient of the second axle based on the difference.

[0012] In some embodiments, obtaining the base torque correction coefficient of the second axle based on the difference includes: determining the torque stage of the vehicle based on the difference; and obtaining the base torque correction coefficient of the second axle based on the torque stage.

[0013] In some embodiments, obtaining the base torque correction coefficient of the second shaft based on the torque stage includes at least one of the following: if the torque stage is a rapid torque increase stage, the base torque correction coefficient of the second shaft is a first preset base torque correction value, where the first preset base torque correction value is greater than 1; or, if the torque stage is a slow torque increase stage, the base torque correction coefficient of the second shaft is a second preset base torque correction value, where the second preset base torque correction value is greater than 0 and less than or equal to 1; or, if the torque stage is a slow torque decrease stage, the base torque correction coefficient of the second shaft is a third preset base torque correction value, where the third preset base torque correction value is greater than -1 and less than or equal to 0; or, if the torque stage is a rapid torque decrease stage, the base torque correction coefficient of the second shaft is a fourth preset base torque correction value, where the fourth preset base torque correction value is less than or equal to -1.

[0014] In some embodiments, the drive mode is determined based on the throttle torque of the first shaft and the throttle torque of the second shaft.

[0015] In some embodiments, if the throttle torque of the first shaft is greater than a first preset torque threshold, and the throttle torque ratio of the first shaft is not less than a first preset ratio threshold and not greater than a second preset ratio threshold, then the vehicle is determined to be in four-wheel drive mode, the sum of the first preset ratio threshold and the second preset ratio threshold is 1, and the throttle torque ratio of the first shaft = the throttle torque of the first shaft / (the throttle torque of the first shaft + the throttle torque of the second shaft).

[0016] In some embodiments, if the throttle torque of the first shaft is not greater than the first preset torque threshold and the throttle torque ratio of the first shaft is not less than the third preset ratio threshold, or if the throttle torque ratio of the first shaft is greater than the second preset ratio threshold, then it is determined that the vehicle is in the first shaft drive mode, where the first preset ratio threshold is less than the third preset ratio threshold and the third preset ratio threshold is less than the second preset ratio threshold.

[0017] In some embodiments, if the throttle torque of the first shaft is not greater than the first preset torque threshold and the throttle torque ratio of the first shaft is less than the third preset ratio threshold, or if the throttle torque ratio of the first shaft is less than the first preset ratio threshold, then the vehicle is determined to be in the second shaft drive mode.

[0018] In some embodiments, obtaining the additional torque correction coefficient of the second axle based on the driving mode and the slippage condition includes: if the vehicle is in a first axle driving mode, the additional torque correction coefficient of the second axle is obtained as a first preset additional torque correction value, the first preset additional torque correction value being greater than 0; if the vehicle is in a second axle driving mode, the additional torque correction coefficient of the second axle is obtained as a second preset additional torque correction value, the second preset additional torque correction value being less than 0; if the vehicle is in a four-wheel drive mode and the difference is greater than a first preset difference threshold, the additional torque correction coefficient of the second axle is obtained as a third preset additional torque correction value, the third preset additional torque correction value being greater than the second preset additional torque correction coefficient and less than 0; if the vehicle is in a four-wheel drive mode and the difference is less than or equal to the first preset difference threshold, the additional torque correction coefficient of the second axle is obtained as a fourth preset additional torque correction value, the fourth preset additional torque correction value being less than the first preset additional torque correction coefficient and greater than 0.

[0019] In some embodiments, the second shaft state information includes the throttle torque of the second shaft; obtaining the control torque of the second shaft based on the total transfer torque of the second shaft and the second shaft state information includes: taking the smaller value among the sum of the total transfer torque and the throttle torque of the second shaft, and the torque limit value of the second shaft, as the control torque of the second shaft.

[0020] In some embodiments, the torque limit value of the second shaft is the larger of the TCS target torque of the first shaft and the preset limit torque.

[0021] In some embodiments, the method further includes: using the TCS target torque of the first shaft as the control torque of the first shaft; and performing torque control on the first shaft according to the control torque of the first shaft.

[0022] In a second aspect, a computer-readable storage medium is provided, storing a computer program that, when executed by a processor, implements the vehicle control method described in the above embodiments.

[0023] Thirdly, a controller is provided, including a memory, a processor, and a computer program stored in the memory, wherein when the computer program is executed by the processor, it implements the vehicle control method described in the above embodiments.

[0024] Fourthly, a vehicle is provided, comprising: the controller described in the above embodiments of this disclosure. Attached Figure Description

[0025] Figure 1 is a flowchart of a vehicle control method according to some embodiments of the present disclosure;

[0026] Figure 2 is a graph showing the relationship between the first difference and the torque control stage according to some embodiments of the present disclosure;

[0027] Figure 3 is a flowchart of another vehicle control method according to some embodiments of the present disclosure;

[0028] Figure 4 is a block diagram of a controller according to some embodiments of the present disclosure;

[0029] Figure 5 is a block diagram of a vehicle according to some embodiments of the present disclosure. Detailed Implementation

[0030] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0031] In related technologies, when coordinating the control of the traction control system (TCS) unit within a four-wheel drive electronic control unit (ECU), the triggering sequence of the two ECUs is determined based on the slip ratio and trigger threshold, and the drive axle is controlled by the triggered ECU. Throughout the process, the two ECUs still independently perform torque control, and when a single axle triggers TCS control, the TCS ECU only acts on the axle that triggered the TCS control, resulting in poor overall vehicle dynamics.

[0032] Based on this, some embodiments of this disclosure provide a vehicle control method, a storage medium, a controller, and a vehicle.

[0033] The following description, with reference to the accompanying drawings, outlines some embodiments of a vehicle control method, storage medium, controller, and vehicle.

[0034] As shown in Figure 1, the vehicle control method includes step S1.

[0035] S1, when the first axle of the vehicle triggers TCS control, torque control is applied to the second axle of the vehicle based on at least one of the vehicle's drive mode, slippage condition, and axle status information; the second axle does not trigger TCS control.

[0036] In embodiments of this disclosure, the vehicle is a four-wheel drive vehicle, such as a full-time four-wheel drive vehicle, and the drive electronic control unit and TCS electronic control unit are integrated in the chassis area of ​​the vehicle. The drive electronic control unit can distribute the engine output torque to all wheels on the front and rear axles in different proportions according to different road conditions, so as to improve the driving ability of the vehicle.

[0037] The TCS electronic control unit is designed to improve the stability and safety of vehicles under various driving conditions. It can detect the wheel speed of the four drive wheels and calculate the slip ratio of the front axle drive wheels and the slip ratio of the rear axle drive wheels based on the wheel speed. When any slip ratio is detected to be greater than the target threshold, it indicates that the corresponding wheel is slipping or has lost its grip on the ground. At this time, the TCS electronic control unit can be triggered to control the wheel and reduce the slip ratio of the corresponding drive wheel.

[0038] Based on this, when the front axle wheels slip or lose traction with the ground, the front axle can be identified as the trigger for TCS control, with the front axle being the first axle; correspondingly, when the rear axle wheels slip or lose traction with the ground, the rear axle can be identified as the trigger for TCS control, with the rear axle being the first axle.

[0039] The vehicle's drive mode may include at least one of front-wheel drive, rear-wheel drive, and four-wheel drive. The vehicle's slippage condition may include the degree of slippage of the front and rear axle wheels based on the real-time state of the wheels, such as slight slippage or severe slippage. The degree of slippage can also be characterized by the difference between the acceleration of the front and rear axle wheels and the acceleration of the entire vehicle.

[0040] The shaft status information may include first shaft status information and second shaft status information. The first shaft status information may include the throttle torque and TCS target torque of the first shaft, and the second shaft status information may include the throttle torque of the second shaft.

[0041] For example, the throttle torque of the first axle can be obtained by the electronically controlled drive unit based on the accelerator pedal opening. This total throttle torque is then distributed between the front and rear axles by the Vehicle Control Unit (VCU) to obtain the front axle throttle torque and the rear axle throttle torque. If the first axle is the front axle, then the throttle torque of the first axle is the front axle throttle torque. If the first axle is the rear axle, then the throttle torque of the first axle is the rear axle throttle torque. The TCS target torque of the first axle can be calculated by the vehicle's Integrated Power Brake (IPB) or Braking Safety Control System (BSC) and sent to the message.

[0042] The vehicle control methods of some embodiments of this disclosure can be executed by a VCU or an on-board electronic control unit (ECU), without limitation herein. For example, when executed by a VCU, the VCU can calculate the throttle torque and obtain the TCS target torque from the IPB or BSC.

[0043] For example, when the first axle of the vehicle is detected to have triggered TCS control, torque control is applied to the second axle of the vehicle that has not triggered TCS control based on at least one of the vehicle's drive mode, slippage condition, and axle status information. Compared to techniques that determine the triggering sequence of the drive control unit and the TCS control unit, some embodiments of this disclosure can adjust the torque of the axle that has not triggered TCS control while the single-axle TCS control is triggered, achieving comprehensive torque control and thereby improving the vehicle's dynamics.

[0044] In some embodiments, before performing torque control on the second axle of the vehicle based on at least one of the vehicle's drive mode, slippage condition, and axle state information, the following further steps are performed: determining that the accelerator pedal opening is greater than a preset opening threshold, or determining that the vehicle's steering angle (such as the vehicle's steering wheel angle) is less than a preset angle threshold, wherein the vehicle's steering angle includes both the left and right steering wheel angles being less than the preset angle thresholds. For example, the preset opening threshold and the preset angle threshold can be set as needed.

[0045] When the accelerator pedal opening is too small, it indicates that the vehicle's acceleration demand is not high. At this time, the drive electronic control unit and the TCS electronic control unit can function independently, and there is no need to use the status information of the triggered TCS axis (i.e., the first axis) to perform torque control on the non-triggered TCS axis (i.e., the second axis). When the steering angle is large, it indicates that the vehicle is making a large-angle turn. At this time, the requirement for the vehicle's forward driving ability is low, and there is no need to use the axis status information (including the status information of the triggered TCS axis) to perform torque control on the non-triggered TCS axis.

[0046] Therefore, by adding a determination of at least one of the accelerator pedal opening or steering angle, the reliability and effectiveness of torque control of a non-triggered TCS axis using the state information of the triggered TCS axis can be improved.

[0047] In some embodiments of this disclosure, the axle state information includes first axle state information and second axle state information; torque control of the second axle of the vehicle is performed based on at least one of the vehicle's driving mode, slippage condition, and axle state information, including: obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and first axle state information; obtaining the control torque of the second axle based on the total transfer torque of the second axle and the second axle state information; and performing torque control on the second axle based on the control torque of the second axle.

[0048] In some embodiments, the first axle state information includes the throttle torque of the first axle and the TCS target torque; obtaining the total transfer torque of the second axle based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information includes: obtaining the total transfer torque of the second axle based on the throttle torque of the first axle and the TCS target torque.

[0049] For example, the total transfer torque of the second shaft can be obtained by subtracting the throttle torque of the first shaft from the TCS target torque, that is, the total transfer torque of the second shaft = the throttle torque of the first shaft - the TCS target torque of the first shaft.

[0050] In some embodiments, the first axle state information includes the throttle torque and TCS target torque of the first axle; the total transfer torque of the second axle is obtained based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information, including: obtaining a base torque correction coefficient for the second axle based on the slippage condition; and obtaining the total transfer torque of the second axle based on the base torque correction coefficient of the second axle, the throttle torque of the first axle, and the TCS target torque.

[0051] For example, the difference between the throttle torque of the first shaft and the TCS target torque can be calculated first, and the difference can be multiplied by the basic torque correction coefficient of the second shaft to obtain the total transfer torque of the second shaft. That is, the total transfer torque of the second shaft = (throttle torque of the first shaft - TCS target torque of the first shaft) × basic torque correction coefficient of the second shaft.

[0052] Compared to the above implementation method that does not consider the basic torque correction coefficient of the second shaft, this implementation method has a higher accuracy in obtaining the total transfer torque of the second shaft, which facilitates obtaining a more accurate control torque for the second shaft in the future.

[0053] In some embodiments, the first axle state information includes the throttle torque and TCS target torque of the first axle; the total transfer torque of the second axle is obtained based on at least one of the vehicle's driving mode, slippage condition, and the first axle state information, including: obtaining a base torque correction coefficient for the second axle based on the slippage condition, and obtaining an additional torque correction coefficient for the second axle based on the driving mode and slippage condition; and obtaining the total transfer torque of the second axle based on the base torque correction coefficient and the additional torque correction coefficient, as well as the throttle torque and TCS target torque of the first axle.

[0054] For example, the difference between the throttle torque of the first shaft and the TCS target torque can be calculated first, and the difference can be multiplied by the basic torque correction coefficient and the additional torque correction coefficient of the second shaft to obtain the total transfer torque of the second shaft. That is, the total transfer torque of the second shaft = (throttle torque of the first shaft - TCS target torque of the first shaft) × basic torque correction coefficient of the second shaft × additional torque correction coefficient of the second shaft.

[0055] Compared to the above implementation method that does not consider the additional torque correction coefficient of the second shaft, this implementation method has a higher accuracy of the total transfer torque of the second shaft, which makes it easier to obtain a more accurate control torque of the second shaft in the future.

[0056] For example, the basic torque correction coefficient of the non-triggered TCS axis can be obtained based on the slippage of the non-triggered TCS axis, and the additional torque correction coefficient of the non-triggered TCS axis can be obtained based on the drive mode and the slippage of the non-triggered TCS axis.

[0057] Subsequently, based on the base torque correction coefficient and additional torque correction coefficient of the non-triggered TCS shaft, as well as the state information of the triggered TCS shaft, the total transfer torque of the non-triggered TCS shaft can be obtained. Then, based on the total transfer torque and the throttle torque of the non-triggered TCS shaft, the control torque of the non-triggered TCS shaft can be obtained for torque control. This improves the overall vehicle's power performance and reduces the frequency of TCS triggering.

[0058] In some embodiments, slippage is characterized by the difference between the base wheel acceleration of the second axle and the vehicle acceleration, wherein the base wheel acceleration of the second axle is obtained based on the wheel speed of the corresponding wheel of the second axle.

[0059] For example, when the first axle is the rear axle, slippage includes front axle slippage; when the first axle is the front axle, slippage includes rear axle slippage. Front axle slippage is characterized by the first difference between the base front axle wheel acceleration and the overall vehicle acceleration, where the base front axle wheel acceleration is obtained from the front wheel speeds. Rear axle slippage is characterized by the second difference between the base rear axle wheel acceleration and the overall vehicle acceleration, where the base rear axle wheel acceleration is obtained from the rear wheel speeds.

[0060] For example, the speeds of the left front wheel, right front wheel, left rear wheel, right rear wheel, and the vehicle acceleration can be obtained through onboard sensors (such as wheel speed sensors and acceleration sensors).

[0061] When calculating the acceleration of the base wheels on the front axle, the average wheel speed of the two wheels on the front axle can be taken as the base wheel speed. Then, the acceleration of the base wheels on the front axle can be calculated using methods such as the finite difference method or the least squares method. Similarly, when calculating the acceleration of the base wheels on the rear axle, the average wheel speed of the two wheels on the rear axle can be taken as the base wheel speed. Then, the acceleration of the base wheels on the front axle can be calculated using methods such as the finite difference method or the least squares method.

[0062] In some embodiments, when the first difference is greater than the first preset difference threshold A1, the front axle wheel is considered to be severely slipping; when the first difference is greater than 0 and less than the second preset difference threshold A2, the front axle wheel is considered to be slightly slipping; when the first difference is greater than or equal to A2 and less than A1, the front axle wheel is considered to be generally slipping.

[0063] Similarly, when the second difference is greater than the first preset difference threshold A1, the rear axle wheels are considered to be severely slipping; when the second difference is greater than 0 and less than the second preset difference threshold A2, the rear axle wheels are considered to be slightly slipping; when the second difference is greater than or equal to A2 and less than A1, the rear axle wheels are considered to be generally slipping. For example, A1 and A2 are preset values ​​that can be set as needed.

[0064] In some embodiments, obtaining the base torque correction coefficient of the second axle based on the slippage condition includes: obtaining the base torque correction coefficient of the second axle based on the difference between the base wheel acceleration of the second axle and the vehicle acceleration.

[0065] For example, if the TCS-triggered axle is the front axle of the vehicle, the base torque correction coefficient for the axle that did not trigger the TCS is obtained based on the second difference; if the TCS-triggered axle is the rear axle of the vehicle, the base torque correction coefficient for the axle that did not trigger the TCS is obtained based on the first difference.

[0066] For example, obtaining the base torque correction factor for the second axle based on the difference may include: determining the torque stage of the vehicle based on the difference; and obtaining the base torque correction factor for the second axle based on the torque stage.

[0067] For example, a pre-established correspondence can be established between the first difference and the torque stage, and between the torque stage and the front axle base torque correction coefficient. Similarly, a pre-established correspondence can be established between the second difference and the torque stage, and between the torque stage and the rear axle base torque correction coefficient. These correspondences can be stored in tabular form. In actual use, if the TCS-triggered axle is the front axle of the vehicle, the base torque correction coefficient for the non-TCS-triggered axle (rear axle) can be obtained by looking up the table based on the second difference. If the TCS-triggered axle is the rear axle of the vehicle, the base torque correction coefficient for the non-TCS-triggered axle (front axle) can be obtained by looking up the table based on the first difference.

[0068] Referring to Figure 2, the front axle torque stage can be divided into four stages: stage 0a is the rapid torque increase stage, stage ab is the slow torque increase stage, stage bc is the slow torque decrease stage, and stage cd is the rapid torque decrease stage. Each stage corresponds to a first difference value. The correspondence between the aforementioned first difference value and the front axle base torque correction coefficient can include the correspondence between the first difference value and the front axle torque stage, and the correspondence between the front axle torque stage and the front axle base torque correction coefficient.

[0069] In some embodiments, when obtaining the front axle base torque correction coefficient by looking up a table based on the first difference, the front axle torque stage can be obtained first by looking up the table based on the first difference, and then the front axle base torque correction coefficient can be obtained by looking up the table based on the front axle torque stage. Similarly, the rear axle base torque correction coefficient can be obtained.

[0070] In some embodiments, the basic torque correction coefficient of the second shaft is obtained according to the torque stage, including at least one of the following: if the torque stage is a rapid torque increase stage, the basic torque correction coefficient of the second shaft is a first preset basic torque correction value, the first preset basic torque correction value being greater than 1; or, if the torque stage is a slow torque increase stage, the basic torque correction coefficient of the second shaft is a second preset basic torque correction value, the second preset basic torque correction value being greater than 0 and less than or equal to 1; or, if the torque stage is a slow torque decrease stage, the basic torque correction coefficient of the second shaft is a third preset basic torque correction value, the third preset basic torque correction value being greater than -1 and less than or equal to 0; or, if the torque stage is a rapid torque decrease stage, the basic torque correction coefficient of the second shaft is a fourth preset basic torque correction value, the fourth preset basic torque correction value being less than or equal to -1.

[0071] It should be noted that, under the same torque stage, when the first axle is the rear axle and the second axle is the front axle, the basic torque correction coefficient of the second axle obtained can be the same as or different from the basic torque correction coefficient of the second axle obtained when the second axle is the rear axle and the first axle is the front axle. It can be determined according to experiments or needs.

[0072] In some embodiments, the drive mode is determined based on the throttle torque of the first shaft and the throttle torque of the second shaft.

[0073] For example, if the throttle torque of the first shaft is greater than the first preset torque threshold, and the throttle torque ratio of the first shaft is not less than the first preset ratio threshold and not greater than the second preset ratio threshold, then the vehicle is determined to be in four-wheel drive mode. For example, the sum of the first preset ratio threshold and the second preset ratio threshold is 1, and the throttle torque ratio of the first shaft = the throttle torque of the first shaft / (the throttle torque of the first shaft + the throttle torque of the second shaft).

[0074] If the throttle torque of the first shaft is not greater than the first preset torque threshold and the throttle torque ratio of the first shaft is not less than the third preset ratio threshold, or if the throttle torque ratio of the first shaft is greater than the second preset ratio threshold, then the vehicle is determined to be in the first shaft drive mode. For example, the first preset ratio threshold is less than the third preset ratio threshold, and the third preset ratio threshold is less than the second preset ratio threshold.

[0075] If the throttle torque of the first shaft is not greater than the first preset torque threshold and the throttle torque ratio of the first shaft is less than the third preset ratio threshold, or if the throttle torque ratio of the first shaft is less than the first preset ratio threshold, then the vehicle is determined to be in the second shaft drive mode.

[0076] For example, the drive mode can be determined based on the front axle throttle torque and the front axle throttle torque ratio. Similarly, the drive mode can be determined based on the rear axle throttle torque and the rear axle throttle torque ratio. For example, the front axle throttle torque ratio = front axle throttle torque / (front axle throttle torque + rear axle throttle torque), and the rear axle throttle torque ratio = rear axle throttle torque / (front axle throttle torque + rear axle throttle torque).

[0077] Taking the determination of the drive mode based on the front axle throttle torque and the front axle throttle torque ratio as an example, in some embodiments, if the front axle throttle torque is greater than the first preset torque threshold T1, and the front axle throttle torque ratio is not less than the first preset ratio threshold P1 and not greater than the second preset ratio threshold P2, then the vehicle is determined to be in four-wheel drive mode. For example, the sum of the first preset ratio threshold P1 and the second preset ratio threshold P2 is 1, that is, P2 = 1 - P1.

[0078] In some embodiments, if the front axle throttle torque is not greater than the first preset torque threshold T1 and the front axle throttle torque ratio is not less than the third preset ratio threshold P3, or if the front axle throttle torque ratio is greater than the second preset ratio threshold P2, then the vehicle is determined to be in front-wheel drive mode. For example, the first preset ratio threshold P1 is less than the third preset ratio threshold P3, and the third preset ratio threshold P3 is less than the second preset threshold P2.

[0079] In some embodiments, if the front axle throttle torque is not greater than a first preset torque threshold T1 and the front axle throttle torque ratio is less than a third preset ratio threshold P3, or if the front axle throttle torque ratio is less than the first preset ratio threshold P1, then the vehicle is determined to be in rear-wheel drive mode.

[0080] In some embodiments, obtaining the additional torque correction coefficient of the second axle based on the driving mode and slippage condition includes: if the vehicle is in the first axle driving mode, the additional torque correction coefficient of the second axle is obtained as a first preset additional torque correction value, which is greater than 0; if the vehicle is in the second axle driving mode, the additional torque correction coefficient of the second axle is obtained as a second preset additional torque correction value, which is less than 0; if the vehicle is in four-wheel drive mode and the difference is greater than a first preset difference threshold (i.e., the second axle wheel is severely slipping), the additional torque correction coefficient of the second axle is obtained as a third preset additional torque correction value, which is greater than the second preset additional torque correction coefficient and less than 0; if the vehicle is in four-wheel drive mode and the difference is less than or equal to the first preset difference threshold (i.e., the second axle wheel is generally slipping, slightly slipping, or not slipping), the additional torque correction coefficient of the second axle is obtained as a fourth preset additional torque correction value, which is less than the first preset additional torque correction coefficient and greater than 0.

[0081] Taking the rear axle of the vehicle as an example, the additional torque correction coefficient for the axle that did not trigger TCS is obtained based on the drive mode and slippage condition. This includes: if the vehicle is in rear-wheel drive mode, the additional torque correction coefficient for the front axle is a first preset additional torque correction value C1, where C1 is greater than 0; if the vehicle is in front-wheel drive mode, the additional torque correction coefficient for the front axle is a second preset additional torque correction value C2, where C2 is less than 0; if the vehicle is in four-wheel drive mode and the first difference is greater than the first preset difference threshold A1... If the front axle wheels are severely slipping, the third preset additional torque correction value C3 is obtained. The third preset additional torque correction value C3 is greater than the second preset additional correction value C2 and less than 0. If the vehicle is in four-wheel drive mode and the first difference is less than or equal to the first preset difference threshold A1 (i.e., the front axle wheels are generally slipping, slightly slipping, or not slipping), the fourth preset additional torque correction value C4 is obtained. The fourth preset additional torque correction value C4 is less than the first preset additional correction value C1 and greater than 0.

[0082] Taking the front axle of the vehicle as an example, the additional torque correction coefficient for the axle that did not trigger TCS is obtained according to the drive mode and slippage condition, including: if the vehicle is in rear-wheel drive mode, the additional torque correction coefficient for the rear axle is the first preset additional torque correction value C1, which is greater than 0; if the vehicle is in front-wheel drive mode, the additional torque correction coefficient for the rear axle is the second preset additional torque correction value C2, which is less than 0; if the vehicle is in four-wheel drive mode and the first difference is greater than the first preset difference threshold A1 (i.e., the rear axle wheels are severely slipping), the additional torque correction coefficient for the rear axle is the third preset additional torque correction value C3, which is greater than the second preset additional torque correction coefficient C2 and less than 0; if the vehicle is in four-wheel drive mode and the first difference is less than or equal to the first preset difference threshold A1 (i.e., the rear axle wheels are generally slipping, slightly slipping, or not slipping), the additional torque correction coefficient for the rear axle is the fourth preset additional torque correction value C4, which is less than the first preset additional torque correction coefficient C1 and greater than 0.

[0083] In some embodiments, the second shaft state information includes the throttle torque of the second shaft; obtaining the control torque of the second shaft based on the total transfer torque of the second shaft and the second shaft state information includes: taking the smaller value between the sum of the total transfer torque and the throttle torque of the second shaft and the torque limit value of the second shaft as the control torque of the second shaft.

[0084] For example, the torque limit value of the second axle is the greater of the target torque of the TCS of the first axle and the preset limit torque. For example, when the TCS of the front axle is triggered (i.e., the first axle is the front axle), the torque limit value of the rear axle is the greater of the target torque of the front axle TCS and the preset limit torque D1 of the front axle; when the TCS of the rear axle is triggered (i.e., the first axle is the rear axle), the torque limit value of the front axle is the greater of the target torque of the rear axle TCS and the preset limit torque D2 of the rear axle.

[0085] In some embodiments, D1 < D2 can be set because the load shifts to the rear when the vehicle accelerates, and the torque that the rear axle can bear is greater than that of the front axle.

[0086] For example, if the second axle is the front axle and the first axle is the rear axle, the front axle control torque can be obtained by the following formula: Total front axle transfer torque = (Rear axle throttle torque - Rear axle TCS target torque) × Front axle base torque correction coefficient × Front axle additional torque correction coefficient, Front axle control torque = min(Front axle throttle torque + Front axle total transfer torque, Front axle torque limit value).

[0087] Similarly, if the second axle is the rear axle and the first axle is the front axle, the rear axle control torque can be obtained by the following formula: Rear axle total transfer torque = (Front axle throttle torque - Front axle TCS target torque) × Rear axle basic torque correction coefficient × Rear axle additional torque correction coefficient, Rear axle control torque = min(Rear axle throttle torque + Rear axle total transfer torque, Rear axle torque limit value).

[0088] Therefore, some embodiments of this disclosure may have the following characteristics:

[0089] First, unlike the control of front and rear axle torque through engine and differential, and also unlike the technology of independent control of front and rear axle torque in dual-motor vehicles, some embodiments of this disclosure, based on the front and rear axle drive torque requirements, consider the motion state of the front and rear axles of the vehicle, make full use of the adhesion of the non-slip side, which can further improve the power of the whole vehicle, and at the same time refer to the driving situation of the slipping side wheel, thereby dynamically adjusting the drive torque of the non-slip side, which can reduce the probability of TCS triggering on the non-slip side;

[0090] Second, unlike technologies where the drive electronic control unit and the TCS electronic control unit cannot be activated simultaneously, some embodiments of this disclosure can adjust the torque during the operation of the TCS electronic control unit, thereby further improving the vehicle's power performance.

[0091] Third, unlike the technology of coordinating control by adjusting the trigger threshold, some embodiments of this disclosure only require adjusting the torque control logic of the drive electronic control unit, without changing the TCS electronic control unit, to achieve the purpose of enhancing vehicle power performance, and the debugging cycle is short.

[0092] In some embodiments of this disclosure, the vehicle control method further includes: using the TCS target torque of the first axle as the control torque of the first axle; and performing torque control on the first axle based on the control torque of the first axle.

[0093] For example, when a single-axis TCS is triggered, torque control can be performed on the non-triggered TCS axis using the triggered TCS axis, and torque control can also be performed on the triggered TCS axis based on the status information of the triggered TCS axis.

[0094] For example, when the TCS is triggered on the front axle, the target torque of the front axle TCS can be used as the front axle control torque, and then torque control can be performed on the front axle based on the front axle control torque. Similarly, when the TCS is triggered on the rear axle, the target torque of the rear axle TCS can be used as the rear axle control torque, and then torque control can be performed on the rear axle based on the rear axle control torque.

[0095] In some embodiments of this disclosure, the vehicle control method further includes: when neither of the two axles of the vehicle triggers TCS control, torque control is performed on the corresponding non-trigger TCS axle based on the throttle torque of each non-trigger TCS axle.

[0096] For example, when controlling torque on the front axle, if neither axle triggers TCS control, the front axle control torque is the front axle throttle torque, and torque control is then applied to the front axle based on this throttle torque. Similarly, when controlling torque on the rear axle, if neither axle triggers TCS control, the rear axle control torque is the rear axle throttle torque, and torque control is then applied to the rear axle based on this throttle torque.

[0097] To facilitate understanding of the vehicle control methods of the above embodiments, the vehicle control methods of some embodiments of this disclosure will be described below with reference to FIG3.

[0098] As shown in Figure 3, the vehicle control method includes steps S31-S37.

[0099] S31, Begin.

[0100] S32, confirm single-axis trigger TCS control.

[0101] If the TCS axis is triggered on the front axis, then proceed to S33; if the TCS axis is triggered on the rear axis, then proceed to S35.

[0102] S33 determines the vehicle's drive mode and slippage condition, and obtains the rear axle additional torque correction coefficient based on the drive mode and rear axle slippage condition, and obtains the rear axle base torque correction coefficient based on the rear axle slippage condition.

[0103] S34 uses the front axle status information, combined with the rear axle additional torque correction coefficient and the rear axle basic torque correction coefficient, to perform rear axle torque control, and uses the front axle status information to perform front axle torque control.

[0104] S35 determines the vehicle's drive mode and slippage condition, and obtains the front axle additional torque correction coefficient based on the drive mode and front axle slippage condition, and obtains the front axle base torque correction coefficient based on the front axle slippage condition.

[0105] S36 uses rear axle status information, combined with front axle additional torque correction coefficient and front axle base torque correction coefficient, to perform front axle torque control, and uses rear axle status information to perform rear axle torque control.

[0106] S37 enables integrated torque control between the front and rear axles.

[0107] S38, End.

[0108] Based on the vehicle control method of the above embodiments, some embodiments of this disclosure also propose a computer-readable storage medium.

[0109] In some embodiments of this disclosure, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, it implements the vehicle control method of some of the above embodiments.

[0110] Based on the vehicle control method of the above embodiments, this disclosure also proposes a controller.

[0111] As shown in Figure 4, the controller 400 includes a processor 401 and a memory 403. For example, the processor 401 and the memory 403 are connected, such as via a bus 402.

[0112] For example, controller 400 may also include transceiver 404. It should be noted that in practical applications, transceiver 404 is not limited to one, and the structure of controller 400 does not constitute a limitation on some embodiments of this disclosure.

[0113] The processor 401 may be a central processing unit (CPU), a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof.

[0114] Processor 401 may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with some embodiments of this disclosure. Processor 401 may also be a combination of computing functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0115] Bus 402 may include a pathway for transmitting information between the aforementioned components. Bus 402 may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Bus 402 may be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in Figure 4, but this does not indicate that there is only one bus or one type of bus.

[0116] The memory 403 stores a computer program corresponding to the vehicle control method of the above embodiments of this disclosure, and the computer program is executed by the processor 401. The processor 401 executes the computer program stored in the memory 403 to implement the vehicle control method of some of the above embodiments.

[0117] For example, controller 400 includes, but is not limited to, vehicle controllers such as VCU and vehicle ECU. The controller 400 shown in Figure 4 is merely an example and should not be construed as limiting the functionality and scope of some embodiments of this disclosure.

[0118] As shown in Figure 5, some embodiments of this disclosure also provide a vehicle 500, which includes the controller 400 described in the above embodiments.

[0119] It should be noted that this disclosure will not elaborate on the other structures and functions of vehicle 500.

[0120] This disclosure discloses a vehicle control method, storage medium, controller, and vehicle according to some embodiments. When the vehicle triggers single-axle TCS control, the driving mode of the vehicle is determined based on the throttle torque of the front and rear axles. The wheel slippage of the front and rear axles is determined by the difference between the base wheel acceleration of the front and rear axles and the vehicle acceleration. Then, a base torque correction coefficient for the non-triggering axle is obtained based on the slippage of the non-triggering axle. An additional torque correction coefficient for the non-triggering axle is obtained based on the driving mode and the slippage of the non-triggering axle. Finally, the throttle torque of the non-triggering axle is adjusted using the throttle torque of the triggering TCS axle, the TCS target torque, and the torque limit value, combined with the base torque correction coefficient and the additional torque correction coefficient of the non-triggering TCS axle, to obtain the control torque of the non-triggering TCS axle. Then, torque control is performed on the non-triggering TCS axle based on the control torque. Simultaneously, the TCS target torque of the triggering TCS axle is used as the control torque for the triggering TCS axle, and torque control is performed on the triggering TCS axle. This improves wheel adhesion utilization, enhances the overall vehicle power performance, and reduces the frequency of non-triggering TCS.

[0121] It should be noted that at least one of the logic or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus or device (such as a computer-based system, a processor-included system or other system that can fetch and execute instructions from, an instruction execution system, apparatus or device).

[0122] For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0123] Examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0124] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system.

[0125] For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0126] In the description of this specification, references to the terms "one embodiment," "some embodiments," or "for example," etc., mean that a feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure.

[0127] In this specification, the illustrative expressions of the terms used do not necessarily refer to the same embodiments or examples. Furthermore, the described features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0128] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0129] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise expressly defined.

[0130] In this disclosure, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the meaning of the above terms in this disclosure according to the circumstances.

[0131] In this disclosure, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0132] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A control method of a vehicle, comprising: when a first axle of the vehicle triggers TCS control, performing torque control on a second axle of the vehicle according to at least one of driving mode, slip condition and axle state information of the vehicle, wherein the second axle does not trigger TCS control.

2. The control method of a vehicle according to claim 1, wherein Before the torque control on the second axle of the vehicle according to at least one of driving mode, slip condition and axle state information of the vehicle, the method further comprises at least one of: determining that an accelerator pedal opening of the vehicle is greater than a preset opening threshold; or determining that a steering angle of the vehicle is less than a preset angle threshold.

3. The control method of a vehicle according to claim 1 or 2, wherein The axle state information comprises first axle state information and second axle state information; and the torque control on the second axle of the vehicle according to at least one of driving mode, slip condition and axle state information of the vehicle comprises: obtaining total transfer torque of the second axle according to at least one of driving mode, slip condition and the first axle state information of the vehicle; obtaining control torque of the second axle according to the total transfer torque of the second axle and the second axle state information; and performing torque control on the second axle according to the control torque of the second axle.

4. The control method of a vehicle according to claim 3, wherein The first axle state information comprises throttle torque and TCS target torque of the first axle; and the obtaining of the total transfer torque of the second axle according to at least one of driving mode, slip condition and the first axle state information of the vehicle comprises: obtaining the total transfer torque of the second axle according to the throttle torque and the TCS target torque of the first axle.

5. The control method of a vehicle according to claim 3, wherein The first axle state information comprises throttle torque and TCS target torque of the first axle; and the obtaining of the total transfer torque of the second axle according to at least one of driving mode, slip condition and the first axle state information of the vehicle comprises: obtaining a basic torque correction coefficient of the second axle according to the slip condition; and obtaining the total transfer torque of the second axle according to the basic torque correction coefficient of the second axle and the throttle torque and the TCS target torque of the first axle.

6. The control method of a vehicle according to claim 3, wherein The first axle state information comprises throttle torque and TCS target torque of the first axle; and the obtaining of the total transfer torque of the second axle according to at least one of driving mode, slip condition and the first axle state information of the vehicle comprises: obtaining a basic torque correction coefficient of the second axle according to the slip condition, and obtaining an additional torque correction coefficient of the second axle according to the driving mode and the slip condition; and obtaining the total transfer torque of the second axle according to the basic torque correction coefficient and the additional torque correction coefficient of the second axle and the throttle torque and the TCS target torque of the first axle.

7. The control method of a vehicle according to any one of claims 1-6, wherein, The slip condition is represented by a difference between a basic wheel acceleration of the second axle and a vehicle acceleration, and the basic wheel acceleration of the second axle is obtained according to wheel speed of a wheel corresponding to the second axle. The obtaining of the basic torque correction coefficient of the second axle according to the slip condition comprises: obtaining the basic torque correction coefficient of the second axle according to the difference.

8. The control method of a vehicle according to claim 7, wherein The second axis basis torque correction coefficient is obtained according to the difference value, comprising: determining a torque phase of the vehicle according to the difference value; and obtaining the second axis basis torque correction coefficient according to the torque phase.

9. The control method of a vehicle according to claim 8, wherein The second axis basis torque correction coefficient is obtained according to the torque phase, comprising at least one of: if the torque phase is a fast increasing torque phase, the second axis basis torque correction coefficient is a first preset basis torque correction value; wherein the first preset basis torque correction value is a value greater than 1; if the torque phase is a slow increasing torque phase, the second axis basis torque correction coefficient is a second preset basis torque correction value; wherein the second preset basis torque correction value is a value greater than 0 and less than or equal to 1; if the torque phase is a slow decreasing torque phase, the second axis basis torque correction coefficient is a third preset basis torque correction value; wherein the third preset basis torque correction value is a value greater than -1 and less than or equal to 0; or if the torque phase is a fast decreasing torque phase, the second axis basis torque correction coefficient is a fourth preset basis torque correction value; wherein the fourth preset basis torque correction value is a value less than or equal to -1.

10. The control method of a vehicle according to any one of claims 1-6, wherein, The driving mode is determined according to the throttle torque of the first axis and the throttle torque of the second axis.

11. The control method of a vehicle according to claim 10, wherein if the throttle torque of the first axis is greater than a first preset torque threshold, the throttle torque ratio of the first axis is not less than a first preset ratio threshold and not greater than a second preset ratio threshold, it is determined that the vehicle is in four-wheel drive mode; wherein the sum of the first preset ratio threshold and the second preset ratio threshold is 1; the throttle torque ratio of the first axis = the throttle torque of the first axis / (the throttle torque of the first axis + the throttle torque of the second axis).

12. The control method of a vehicle according to claim 11, wherein if the throttle torque of the first axis is not greater than the first preset torque threshold and the throttle torque ratio of the first axis is not less than a third preset ratio threshold, or the throttle torque ratio of the first axis is greater than the second preset ratio threshold, it is determined that the vehicle is in the first axis driving mode; wherein the first preset ratio threshold is less than the third preset ratio threshold, and the third preset ratio threshold is less than the second preset ratio threshold.

13. The control method of a vehicle according to claim 12, wherein if the throttle torque of the first axis is not greater than the first preset torque threshold and the throttle torque ratio of the first axis is less than the third preset ratio threshold, or the throttle torque ratio of the first axis is less than the first preset ratio threshold, it is determined that the vehicle is in the second axis driving mode.

14. The control method of a vehicle according to any one of claims 7-13, wherein, The second axis additional torque correction coefficient is obtained according to the driving mode and the slip condition, comprising: if the vehicle is in the first axis driving mode, the second axis additional torque correction coefficient is a first preset additional torque correction value; wherein the first preset additional torque correction value is greater than 0; if the vehicle is in the second axis driving mode, the second axis additional torque correction coefficient is a second preset additional torque correction value; wherein the second preset additional torque correction value is less than 0; if the vehicle is in the four-wheel drive mode and the difference is greater than a first preset difference threshold, an additional torque correction coefficient of the second axle is obtained as a third preset additional torque correction value; wherein the third preset additional torque correction value is greater than the second preset additional correction coefficient and less than 0; and if the vehicle is in the four-wheel drive mode and the difference is less than or equal to the first preset difference threshold, an additional torque correction coefficient of the second axle is obtained as a fourth preset additional torque correction value; wherein the fourth preset additional torque correction value is less than the first preset additional correction coefficient and greater than 0.

15. The control method of a vehicle according to claim 3, wherein The second axle state information includes a throttle torque of the second axle; and the control torque of the second axle is obtained according to the total transfer torque of the second axle and the second axle state information, including: a smaller value between a sum of the total transfer torque and the throttle torque of the second axle and a torque limit value of the second axle is taken as the control torque of the second axle.

16. The control method of a vehicle according to claim 15, wherein The torque limit value of the second axle is a larger value between the TCS target torque of the first axle and a preset limit torque.

17. The control method of the vehicle according to any one of claims 1-16, further comprising: taking the TCS target torque of the first axle as the control torque of the first axle; controlling the torque of the first axle according to the control torque of the first axle.

18. A computer readable storage medium storing a computer program, wherein, The computer program is executed by the processor to implement the control method of the vehicle according to any one of claims 1-17.

19. A controller comprising a memory, a processor, and a computer program stored on the memory, wherein, The computer program is executed by the processor to implement the control method of the vehicle according to any one of claims 1-17.

20. A vehicle comprising: The controller according to claim 19.

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