CN118238633A

CN118238633A - Vehicle control method, device, storage medium, and program product

Info

Publication number: CN118238633A
Application number: CN202410502303.7A
Authority: CN
Inventors: 冯茂林
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2024-04-24
Filing date: 2024-04-24
Publication date: 2024-06-25

Abstract

The present disclosure relates to a vehicle control method, device, storage medium and program product, and belongs to the technical field of vehicles, wherein the method comprises: determining a first ratio of torque split between a front motor and a rear motor of the vehicle based on the driver demand torque; acquiring a front axle slip angle proportion and a rear axle slip angle proportion of the vehicle; determining a second ratio of torque distribution between the front motor and the rear motor according to the front shaft slip angle ratio, the rear shaft slip angle ratio and the first ratio; and distributing torque to the front motor and the rear motor according to the second proportion. In this way, the stability of the vehicle can be improved.

Description

Vehicle control method, device, storage medium, and program product

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a vehicle control method, apparatus, storage medium, and program product.

Background

In a vehicle control decision scenario, it is often necessary to distribute torque to the vehicle. For example, for a four-wheel drive vehicle, reasonable torque distribution can enable the four-wheel drive vehicle to fully utilize road adhesion capability, so that vehicle acceleration time can be reduced, and vehicle power performance can be improved. In the related scenario, however, the vehicle may experience understeer, oversteer, and the like.

Disclosure of Invention

To overcome the problems in the related art, the present disclosure provides a vehicle control method, apparatus, storage medium, and program product.

According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle control method including:

Determining a first ratio of torque split between a front motor and a rear motor of the vehicle based on the driver demand torque;

Acquiring a front axle slip angle proportion and a rear axle slip angle proportion of the vehicle;

Determining a second ratio of torque distribution between the front motor and the rear motor according to the front shaft slip angle ratio, the rear shaft slip angle ratio and the first ratio;

and distributing torque to the front motor and the rear motor according to the second proportion.

Optionally, the determining a second ratio of torque distribution between the front motor and the rear motor according to the front axle slip angle ratio, the rear axle slip angle ratio and the first ratio includes:

calculating a difference value of the front axle slip angle proportion and the rear axle slip angle proportion;

and determining a second proportion of the torque distribution according to the difference value and the first proportion.

Optionally, the determining the second proportion of the torque distribution according to the difference value and the first proportion includes:

Determining a torque distribution proportion of a front motor in the first proportion to obtain a third proportion;

determining a torque distribution proportion of the rear motor in the first proportion to obtain a fourth proportion;

Decreasing the third proportion and increasing the fourth proportion, the second proportion including the decreased third proportion and the increased fourth proportion, if the difference value characterizes the front axle slip angle proportion being greater than the rear axle slip angle proportion;

and increasing the third proportion and decreasing the fourth proportion when the difference value indicates that the front axle slip angle proportion is smaller than the rear axle slip angle proportion, wherein the second proportion comprises the increased third proportion and the decreased fourth proportion.

Optionally, the method comprises:

determining an adjustment value of the torque distribution ratio;

Said decreasing said third ratio and increasing said fourth ratio comprises:

Reducing the third proportion and increasing the fourth proportion according to the adjustment value;

Said increasing said third ratio and decreasing said fourth ratio comprises:

and increasing the third proportion and decreasing the fourth proportion according to the adjustment value.

Optionally, the determining the adjustment value of the torque distribution ratio includes:

Acquiring the speed of the vehicle and/or the current road surface adhesion coefficient of the vehicle;

and determining the adjustment value according to the vehicle speed and/or the road surface adhesion coefficient, wherein the adjustment value is positively correlated with the vehicle speed and/or the road surface adhesion coefficient.

Optionally, the method comprises:

Determining the maximum value of the road adhesion coefficient;

determining the current road surface utilization adhesion coefficient;

Determining that a road surface adhesion coefficient is the smaller one of the maximum value and the road surface utilization adhesion coefficient in a case where a difference between a rear axle speed of a vehicle and a longitudinal vehicle speed of the vehicle is greater than a first target threshold;

And determining a road surface attachment coefficient as the maximum value under the condition that the difference value between the rear axle speed and the longitudinal vehicle speed is smaller than or equal to the first target threshold value, wherein the road surface attachment coefficient is used for determining the front axle slip angle proportion and the rear axle slip angle proportion.

Optionally, the acquiring the front axle slip angle ratio and the rear axle slip angle ratio of the vehicle includes:

determining the maximum slip angle of a front axle and the maximum slip angle of a rear axle of the vehicle according to the current road surface attachment coefficient of the vehicle;

calculating a front axle slip angle and a rear axle slip angle of the vehicle;

Calculating the front axle slip angle ratio according to the front axle slip angle and the front axle maximum slip angle;

and calculating the rear axle slip angle ratio according to the rear axle slip angle and the rear axle maximum slip angle.

Optionally, the calculating the front axle slip angle ratio according to the front axle slip angle and the front axle maximum slip angle includes:

Calculating the ratio of the front axle slip angle to the front axle maximum slip angle to obtain the front axle slip angle ratio;

the calculating the rear axle slip angle ratio according to the rear axle slip angle and the rear axle maximum slip angle comprises:

and calculating the ratio of the rear axle slip angle to the rear axle maximum slip angle to obtain the rear axle slip angle ratio.

According to a second aspect of the embodiments of the present disclosure, there is provided a vehicle control apparatus including:

A first module configured to determine a first proportion of torque distribution between a front motor and a rear motor of the vehicle based on a driver demand torque;

A second module configured to acquire a front axle slip angle ratio and a rear axle slip angle ratio of the vehicle;

a third module configured to determine a second ratio of torque distribution between the front and rear electric machines based on the front axle slip angle ratio, the rear axle slip angle ratio, and the first ratio;

A fourth module configured to distribute torque to the front and rear electric machines according to the second ratio.

Optionally, the third module includes:

a first sub-module configured to calculate a difference value of the front axle slip angle ratio and the rear axle slip angle ratio;

a second sub-module configured to determine a second proportion of the torque distribution based on the difference value and the first proportion.

Optionally, the second sub-module includes:

A first subunit configured to determine a torque distribution proportion of the front motor in the first proportion, resulting in a third proportion;

A second subunit configured to determine a torque distribution proportion of the rear motor in the first proportion, resulting in a fourth proportion;

A third subunit configured to decrease the third proportion and increase the fourth proportion if the difference value characterizes the front axle slip angle proportion being greater than the rear axle slip angle proportion, the second proportion including the decreased third proportion and the increased fourth proportion;

a fourth subunit configured to increase the third proportion and decrease the fourth proportion if the difference value characterizes the front axle slip angle proportion being smaller than the rear axle slip angle proportion, the second proportion including the increased third proportion and the decreased fourth proportion.

Optionally, the apparatus comprises:

a fifth module configured to determine an adjustment value of the torque split ratio;

The third subunit is configured to:

the fourth subunit is configured to:

Optionally, the fifth module includes:

A third sub-module configured to acquire a speed of the vehicle and/or a current road surface adhesion coefficient of the vehicle;

and a fourth sub-module configured to determine the adjustment value according to the vehicle speed and/or the road surface adhesion coefficient, wherein the adjustment value is positively correlated with the vehicle speed and/or the road surface adhesion coefficient.

Optionally, the apparatus comprises:

A first processing module configured to determine a maximum value of road adhesion coefficients;

a second processing module configured to determine a current road surface utilization attachment coefficient;

A third processing module configured to determine a road surface adhesion coefficient to be the smaller one of the maximum value and the road surface utilization adhesion coefficient in a case where a difference between a rear axle speed of a vehicle and a longitudinal vehicle speed of the vehicle is greater than a first target threshold;

And a fourth processing module configured to determine a road surface attachment coefficient for determining the front axle slip angle ratio and the rear axle slip angle ratio as the maximum value in the case where a difference between the rear axle speed and the longitudinal vehicle speed is equal to or smaller than the first target threshold value.

Optionally, the second module includes:

a fifth sub-module configured to determine a front axle maximum slip angle and a rear axle maximum slip angle of the vehicle according to a current road surface attachment coefficient of the vehicle;

a sixth sub-module configured to calculate a front axle slip angle and a rear axle slip angle of the vehicle;

a seventh sub-module configured to calculate the front axle slip angle ratio from the front axle slip angle and the front axle maximum slip angle;

And an eighth sub-module configured to calculate the rear axle slip angle ratio from the rear axle slip angle and the rear axle maximum slip angle.

Optionally, the seventh submodule is configured to:

The eighth sub-module is configured to:

According to a third aspect of embodiments of the present disclosure, there is provided a vehicle comprising:

A processor;

A memory for storing processor-executable instructions;

Wherein the processor is configured to implement the steps of the method of any of the first aspects when executed.

According to a fourth aspect of embodiments of the present disclosure, there is provided a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the method of any of the first aspects.

According to a fifth aspect of embodiments of the present disclosure, there is provided a computer program product comprising a computer program which, when executed by a processor, implements the steps of the method of any of the first aspects.

In the above-described aspect, the first proportion of the torque distribution between the front motor and the rear motor of the vehicle may be determined according to the driver demand torque. In addition, a front axle slip angle ratio and a rear axle slip angle ratio of the vehicle may be obtained, and a second ratio of torque distribution between the front motor and the rear motor may be determined based on the front axle slip angle ratio, the rear axle slip angle ratio, and the first ratio. In this way, the front and rear motors can be assigned torque according to the second ratio.

That is, a first ratio of torque split between the front and rear electric machines of the vehicle may be determined based on the driver demand torque. Further, the first ratio may be further adjusted according to the front axle slip angle ratio and the rear axle slip angle ratio of the vehicle, resulting in a second ratio for torque distribution. In this way, the torque distribution ratio is adjusted by the front axle slip angle ratio and the rear axle slip angle ratio, so that the torque distribution mode can be adaptively adjusted in different environments. Therefore, the stability of the vehicle can be improved, and the phenomenon of understeer or oversteer of the vehicle is avoided.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.

Fig. 1 is a flowchart illustrating a vehicle control method according to an exemplary embodiment.

FIG. 2 is an architecture diagram illustrating a vehicle control according to an exemplary embodiment.

Fig. 3 is a flowchart illustrating an implementation of step S12, according to an exemplary embodiment.

Fig. 4 is a flowchart illustrating an implementation of step S13, according to an exemplary embodiment.

Fig. 5 is a flowchart illustrating an implementation of step S132 according to an exemplary embodiment.

Fig. 6 is a block diagram of a vehicle control apparatus according to an exemplary embodiment.

Fig. 7 is a block diagram of a vehicle, according to an exemplary embodiment.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

The implementations described below in some examples of the disclosure are not representative of all implementations consistent with the disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.

Before introducing the vehicle control method, apparatus, storage medium and program product of the present disclosure, a description will be first given of related scenarios of embodiments of the present disclosure.

In a vehicle control decision scenario, it is often necessary to distribute torque to the vehicle. For example, for a four-wheel drive vehicle, reasonable torque distribution can enable the four-wheel drive vehicle to fully utilize road adhesion capability, so that vehicle acceleration time can be reduced, and vehicle power performance can be improved.

In a related scenario, when torque is allocated to front and rear motors of a vehicle, the torque of the front motor and the torque of the rear motor are generally determined based on a preset ratio. However, this approach may be difficult to meet in complex driving scenarios, for example, under-steer, over-steer, etc. may occur in some scenarios. In addition, the manner in which torque is distributed based on the preset ratio may also make the front-rear axle torque control accuracy of the vehicle lower. In this case, it is difficult for the vehicle to achieve better power performance.

To this end, the disclosed embodiments provide a vehicle control method. The method may be applied to a vehicle, for example. Fig. 1 is a flowchart of a vehicle control method according to an exemplary embodiment of the present disclosure, and referring to fig. 1, the method includes:

In step S11, a first proportion of torque split between a front motor and a rear motor of the vehicle is determined in accordance with a driver demand torque.

Fig. 2 is an architecture diagram of a vehicle control shown in an exemplary embodiment of the present disclosure, and referring to fig. 2, the architecture includes a sensing module, a control module, and an execution module. Here, the driver demand torque may be determined by a sensing module.

For example, the current accelerator pedal opening of the vehicle and the positioning information of the vehicle may be obtained. The positioning information may be, for example, GPS (Global Positioning System ) information, beidou positioning information, and the like. Based on the positioning information, information such as the longitudinal speed, the lateral speed and the like of the vehicle can be determined.

Thus, the torque required by the driver can be obtained by looking up a table according to the longitudinal vehicle speed and the opening degree of the accelerator pedal.

Based on the driver demand torque, a first ratio of torque split between the front and rear electric machines of the vehicle may be determined. The front motor may be a motor corresponding to a front axle of the vehicle, and the rear motor may be a motor corresponding to a rear axle of the vehicle.

In one embodiment, the first ratio may be determined based on the torque capacities of the front and rear motors (the front motor capacity is typically less than the rear motor). For example, the first ratio may be 1:1 where the driver demand torque is less than or equal to twice the front motor torque capacity. In the event that the driver demand torque is greater than twice the torque capacity of the front motor, the front motor is assigned a maximum capacity and the rear motor is used to supplement the insufficient torque.

Referring to fig. 1, in step S12, a front axle slip angle ratio and a rear axle slip angle ratio of the vehicle are acquired.

The front axle slip angle ratio can represent the utilization rate of the front axle slip angle of the vehicle, and the rear axle slip angle ratio can represent the utilization rate of the rear axle slip angle of the vehicle.

Fig. 3 is a flowchart illustrating an implementation of step S12 according to an exemplary embodiment of the present disclosure, and referring to fig. 3, the acquiring a front axle slip angle ratio and a rear axle slip angle ratio of a vehicle includes:

in step S121, the front axle maximum slip angle and the rear axle maximum slip angle of the vehicle are determined according to the current road surface adhesion coefficient of the vehicle.

As described in connection with fig. 2, the current road surface adhesion coefficient of the vehicle can be calculated from the positioning information and the sensor information. The sensor information may include, for example, front wheel rotational angle, longitudinal acceleration, lateral acceleration, yaw rate, four wheel speed, etc., or one or more thereof.

For example, when calculating the road surface adhesion coefficient, the maximum value MueMax of the road surface adhesion coefficient Mue may be set to 1, and the maximum value of the road surface adhesion coefficient Mue may be calibrated. In addition, road surface uses adhesion coefficientWherein ax is the longitudinal acceleration read by the inertial sensor, ay is the lateral acceleration read by the inertial sensor, the units of the longitudinal acceleration and the lateral acceleration are G (gravitational acceleration), and G is the gravitational acceleration.

Thus, when the rear axle is at the axle speedWhen the result value of subtracting the longitudinal vehicle speed Vx is greater than the first target threshold value, the road adhesion coefficient Mue =min (MueMax, mueUsed), otherwise the road adhesion coefficient Mue = MueMax. And Vrl is the wheel speed of the left rear wheel, vrr is the wheel speed of the right rear wheel, and the first target threshold value can be set based on requirements.

In addition, based on the test (such as the real vehicle test), the front axle maximum slip angle α ₁ Max and the rear axle maximum slip angle α ₂ Max under different road surface attachment coefficients can also be determined. The maximum slip angle may be the slip angle at which the wheel lateral force is maximum.

Referring to fig. 3, in step S122, the front axle slip angle and the rear axle slip angle of the vehicle are calculated.

In one embodiment, the front axle slip angle and the rear axle slip angle of the vehicle may be the front axle slip angle and the rear axle slip angle of the vehicle that are currently in real time.

Here, the manner in which the front axle slip angle and the rear axle slip angle are calculated will be exemplarily described.

In one embodiment, the vehicle slip angle is based on a linear two-degree-of-freedom vehicle model formulaWherein Vy is the lateral vehicle speed and Vx is the longitudinal vehicle speed.

Thus, the front axle slip angle α ₁ may be:

the rear axle slip angle α ₂ may be:

where θ is the front wheel rotation angle, a is the distance from the vehicle centroid to the front axle, b is the centroid to the rear axle distance, and ω is the yaw rate.

In step S123, the front axle slip angle ratio is calculated from the front axle slip angle and the front axle maximum slip angle.

For example, in one possible embodiment, the ratio of the front axle slip angle to the front axle maximum slip angle may be calculated to obtain the front axle slip angle ratio.

In step S124, the rear axle slip angle ratio is calculated from the rear axle slip angle and the rear axle maximum slip angle.

For example, in one possible embodiment, the ratio of the rear axle slip angle to the rear axle maximum slip angle may be calculated to obtain the rear axle slip angle ratio.

Referring to fig. 1, in step S13, a second ratio of torque distribution between the front motor and the rear motor is determined according to the front shaft slip angle ratio, the rear shaft slip angle ratio, and the first ratio.

Fig. 4 is a flowchart showing an implementation of step S13 according to an exemplary embodiment of the present disclosure, and referring to fig. 4, the determining a second ratio of torque distribution between the front motor and the rear motor according to the front axle slip angle ratio, the rear axle slip angle ratio, and the first ratio includes:

in step S131, a difference value between the front axle slip angle ratio and the rear axle slip angle ratio is calculated.

For example, in one possible embodiment, the difference between the front axle slip angle ratio and the rear axle slip angle ratio may be calculated, thereby obtaining the difference value. In one possible embodiment, the ratio of the front axle slip angle ratio to the rear axle slip angle ratio may be calculated to obtain the difference value. It should be noted that, the difference value may be used to describe the difference between the front axle slip angle ratio and the rear axle slip angle ratio, and those skilled in the art may use different mathematical calculation forms to describe the difference value when implementing the disclosure, which is not limited thereto.

In step S132, a second proportion of torque distribution is determined based on the difference value and the first proportion.

Fig. 5 is a flowchart illustrating an implementation of step S132 according to an exemplary embodiment of the present disclosure, and referring to fig. 5, determining a second proportion of torque distribution according to the difference value and the first proportion includes:

In step S51, the torque distribution ratio of the front motor in the first ratio is determined, resulting in a third ratio.

In step S52, the torque distribution ratio of the rear motor in the first ratio is determined, resulting in a fourth ratio.

For example, the first ratio may be 1:1 where the driver demand torque is less than or equal to twice the front motor torque capacity. I.e. the third ratio may be 50% and the fourth ratio may be 50%.

In step S53, in the case where the difference value characterizes that the front axle slip angle ratio is larger than the rear axle slip angle ratio, the third ratio is decreased, and the fourth ratio is increased. The second ratio includes a third ratio that is decreased and a fourth ratio that is increased.

Along the above example, in the case where the difference value characterizes that the front axle slip angle ratio is larger than the rear axle slip angle ratio, the third ratio may be reduced so that the third ratio is smaller than 50%. Further, the fourth ratio may be increased such that the fourth ratio is greater than 50%.

In step S54, in the case where the difference value characterizes that the front axle slip angle ratio is smaller than the rear axle slip angle ratio, the third ratio is increased, and the fourth ratio is decreased. The second ratio includes an increased third ratio and a decreased fourth ratio.

Along the above example, in the case where the difference value characterizes that the front axle slip angle ratio is smaller than the rear axle slip angle ratio, the third ratio may be increased so that the third ratio is greater than 50%. Further, the fourth ratio may be reduced such that the fourth ratio is less than 50%.

The adjustment of the third proportion and the fourth proportion can be realized by adjusting the torque value of the front motor and the torque value of the rear motor.

For example, in one embodiment, an adjustment value for the torque split ratio may be determined.

As an example, the adjustment value may be a preset value.

As one example, the adjustment value may be determined based on a vehicle speed. Thus, determining the adjustment value for the torque split ratio includes: acquiring the speed of the vehicle; and determining the adjustment value according to the vehicle speed, wherein the adjustment value is positively correlated with the vehicle speed.

That is, the association relationship between the vehicle speed and the adjustment value may be determined by calibration or tabulation. The larger the vehicle speed is, the larger the adjustment value is. Thus, when the vehicle speed is large, a larger adjustment value can be used to adjust the torque distribution, thereby improving the speed of torque adjustment.

As an example, the adjustment value may be determined from a road adhesion coefficient. Thus, determining the adjustment value for the torque split ratio includes: acquiring a road surface adhesion coefficient of the vehicle; and determining the adjustment value according to the road surface adhesion coefficient, wherein the adjustment value is positively correlated with the road surface adhesion coefficient.

That is, the association relationship between the road surface adhesion coefficient and the adjustment value may be determined by calibration or tabulation. Wherein, when the road adhesion coefficient is larger, the adjustment value is larger. Thus, when the road adhesion coefficient is large, a larger adjustment value can be used for adjusting the torque distribution, so that the speed of torque adjustment is improved.

As an example, the adjustment value may also be determined based on the road adhesion coefficient and the vehicle speed. Thus, determining the adjustment value for the torque split ratio includes: acquiring the speed of the vehicle and the current road surface adhesion coefficient of the vehicle; and determining the adjustment value according to the vehicle speed and the road surface adhesion coefficient, wherein the adjustment value is positively correlated with the vehicle speed and the road surface adhesion coefficient.

For example, the first adjustment value may be determined based on the vehicle speed, and the second adjustment value may be determined based on the road surface adhesion coefficient. In this way, the first adjustment value and the second adjustment value may be weighted (e.g., weights of the first adjustment value and the second adjustment value may be set, respectively) to obtain the adjustment values.

Therefore, the adjustment value can be determined through the road adhesion coefficient and the vehicle speed, so that the accuracy of the adjustment value is ensured.

Based on the adjustment values, the third ratio and the fourth ratio may be adjusted. For example, in one embodiment, said decreasing said third ratio and increasing said fourth ratio comprises:

Said increasing said third ratio and decreasing said fourth ratio comprises:

For example, decreasing the third ratio and increasing the fourth ratio according to the adjustment value may mean increasing the torque corresponding to the adjustment value based on the current torque of the front motor and decreasing the torque corresponding to the adjustment value based on the current torque of the rear motor.

Referring to fig. 1, in step S14, torque is distributed to the front motor and the rear motor according to a second ratio.

By adopting the scheme, the first proportion of torque distribution between the front motor and the rear motor of the vehicle can be determined according to the torque required by the driver. Further, the first ratio may be further adjusted according to the front axle slip angle ratio and the rear axle slip angle ratio of the vehicle, resulting in a second ratio for torque distribution. In this way, the torque distribution ratio is adjusted by the front axle slip angle ratio and the rear axle slip angle ratio, so that the torque distribution mode can be adaptively adjusted in different environments. In this way, the stability of the vehicle can be improved.

In addition, in the above scheme, when the difference value indicates that the front axle slip angle ratio is greater than the rear axle slip angle ratio, the third ratio may be reduced, and the fourth ratio may be increased. And when the difference value represents that the front axle slip angle proportion is smaller than the rear axle slip angle proportion, increasing the third proportion and reducing the fourth proportion. Thus, the lateral utilization rate of the front shaft and the rear shaft can be made to approach or reach the same state. In this way, the phenomenon of understeer or oversteer of the vehicle can be avoided, and the stability of the vehicle can be ensured.

It should be noted that the above vehicle control method may be performed a plurality of times. For example, all or part of the vehicle control method may be executed every control period.

Based on the same inventive concept, the embodiment of the disclosure also provides a vehicle control device. Fig. 6 is a block diagram of a vehicle control apparatus according to an exemplary embodiment of the present disclosure, and referring to fig. 6, the apparatus includes:

A first module 601 configured to determine a first proportion of torque distribution between a front motor and a rear motor of the vehicle based on a driver demand torque;

A second module 602 configured to obtain a front axle slip angle ratio and a rear axle slip angle ratio of the vehicle;

A third module 603 configured to determine a second ratio of torque distribution between the front and rear electric machines based on the front axle slip angle ratio, the rear axle slip angle ratio, and the first ratio;

a fourth module 604 is configured to distribute torque to the front and rear motors according to the second ratio.

That is, a first ratio of torque split between the front and rear electric machines of the vehicle may be determined based on the driver demand torque. Further, the first ratio may be further adjusted according to the front axle slip angle ratio and the rear axle slip angle ratio of the vehicle, resulting in a second ratio for torque distribution. In this way, the torque distribution ratio is adjusted by the front axle slip angle ratio and the rear axle slip angle ratio, so that the torque distribution mode can be adaptively adjusted in different environments. In this way, the stability of the vehicle can be improved.

Optionally, the third module 603 includes:

Optionally, the second sub-module includes:

Optionally, the apparatus comprises:

The third subunit is configured to:

the fourth subunit is configured to:

Optionally, the fifth module includes:

Optionally, the apparatus comprises:

Optionally, the second module 602 includes:

Optionally, the seventh submodule is configured to:

The eighth sub-module is configured to:

The disclosed embodiments provide a vehicle including:

A processor;

A memory for storing processor-executable instructions;

wherein the processor is configured to implement the steps of the vehicle control method provided in any embodiment of the present disclosure when executed.

The disclosed embodiments provide a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the steps of the vehicle control method provided in any of the embodiments of the disclosure.

The disclosed embodiments provide a computer program product comprising a computer program which, when executed by a processor, implements the steps of the vehicle control method provided in any of the embodiments of the disclosure.

The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.

Fig. 7 is a block diagram of a vehicle 600, according to an exemplary embodiment. For example, vehicle 600 may be a hybrid vehicle, but may also be a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other type of vehicle. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

Referring to fig. 7, a vehicle 600 may include various subsystems, such as an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. Wherein the vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, interconnections between each subsystem and between each component of the vehicle 600 may be achieved by wired or wireless means.

In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, a navigation system, and the like.

The perception system 620 may include several sensors for sensing information of the environment surrounding the vehicle 600. For example, the sensing system 620 may include a global positioning system (which may be a GPS system, a beidou system, or other positioning system), an inertial measurement unit (inertial measurement unit, IMU), a lidar, millimeter wave radar, an ultrasonic radar, and a camera device.

Decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

The drive system 640 may include components that provide powered movement of the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

Some or all of the functions of the vehicle 600 are controlled by the computing platform 650. The computing platform 650 may include at least one processor 651 and memory 652, the processor 651 may execute instructions 653 stored in the memory 652.

The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, an image processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable GATE ARRAY, FPGA), a System On Chip (SOC), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a combination thereof.

The memory 652 may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk.

In addition to instructions 653, memory 652 may store data such as road maps, route information, vehicle location, direction, speed, and the like. The data stored by memory 652 may be used by computing platform 650.

In an embodiment of the present disclosure, the processor 651 may execute instructions 653 to perform all or part of the steps of the vehicle control method described above.

Furthermore, the word "exemplary" is used herein to mean serving as an example, instance, illustration. Any aspect or design described herein as "exemplary" is not necessarily to be construed as advantageous over other aspects or designs. Rather, the use of the word exemplary is intended to present concepts in a concrete fashion. As used herein, the term "or" is intended to mean an inclusive "or" rather than an exclusive "or". That is, unless specified otherwise, or clear from context, "X includes a or B" is intended to mean any of the natural inclusive permutations. That is, if X includes A; x comprises B; or X includes both A and B, then "X includes A or B" is satisfied under any of the foregoing instances. In addition, the articles "a" and "an" as used in this application and the appended claims are generally understood to mean "one or more" unless specified otherwise or clear from context to be directed to a singular form.

Also, although the disclosure has been shown and described with respect to one or more implementations, equivalent alterations and modifications will occur to others skilled in the art upon the reading and understanding of this specification and the annexed drawings. The present disclosure includes all such modifications and alterations and is limited only by the scope of the claims. In particular regard to the various functions performed by the above described components (e.g., modules), the terms used to describe such components are intended to correspond, unless otherwise indicated, to any component which performs the specified function of the described component (which is functionally equivalent), even though not structurally equivalent to the disclosed structure. In addition, while a particular feature of the disclosure may have been disclosed with respect to only one of several implementations, such feature may be combined with one or more other features of the other implementations as may be desired and advantageous for any given or particular application. Furthermore, to the extent that the terms "includes," including, "" has, "" having, "or variants thereof are used in either the detailed description or the claims, such terms are intended to be inclusive in a manner similar to the term" comprising.

Further, although terms such as "first," "second," and "third" may be used herein to describe various modules, these modules are not limited by these terms. Rather, these terms are merely used to distinguish one module from another. Thus, a first module referred to in the examples described herein may also be referred to as a second module without departing from the teachings of the examples. In addition, the terms "first," "second," are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description herein, the meaning of "plurality" means at least two, e.g., two, three, etc., unless specifically defined otherwise.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. This application is intended to cover any adaptations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A vehicle control method characterized by comprising:

2. The method of claim 1, wherein said determining a second ratio of torque distribution between the front and rear electric machines based on the front axle slip angle ratio, the rear axle slip angle ratio, and the first ratio comprises:

3. The method of claim 2, wherein said determining a second proportion of said torque distribution based on said difference value and said first proportion comprises:

4. A method according to claim 3, characterized in that the method comprises:

determining an adjustment value of the torque distribution ratio;

Said decreasing said third ratio and increasing said fourth ratio comprises:

Said increasing said third ratio and decreasing said fourth ratio comprises:

5. The method of claim 4, wherein determining the adjustment value for the torque split ratio comprises:

6. The method according to any one of claims 1 to 5, comprising:

Determining the maximum value of the road adhesion coefficient;

determining the current road surface utilization adhesion coefficient;

7. The method according to any one of claims 1 to 5, wherein the acquiring the front axle slip angle ratio and the rear axle slip angle ratio of the vehicle includes:

calculating a front axle slip angle and a rear axle slip angle of the vehicle;

8. The method of claim 7, wherein said calculating said front axle slip angle ratio from said front axle slip angle and said front axle maximum slip angle comprises:

9. A vehicle control apparatus characterized by comprising:

10. A vehicle, characterized by comprising:

A processor;

A memory for storing processor-executable instructions;

wherein the processor is configured to implement the method of any one of claims 1 to 8 when executed.

11. A computer readable storage medium having stored thereon computer program instructions, which when executed by a processor, implement the method of any of claims 1 to 8.

12. A computer program product comprising a computer program which, when executed by a processor, implements the method of any one of claims 1 to 8.