WO2023000610A1 - 车辆的控制方法、装置、设备及介质 - Google Patents

车辆的控制方法、装置、设备及介质 Download PDF

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Publication number
WO2023000610A1
WO2023000610A1 PCT/CN2021/140740 CN2021140740W WO2023000610A1 WO 2023000610 A1 WO2023000610 A1 WO 2023000610A1 CN 2021140740 W CN2021140740 W CN 2021140740W WO 2023000610 A1 WO2023000610 A1 WO 2023000610A1
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WO
WIPO (PCT)
Prior art keywords
torque
preset
vehicle
drive shaft
driving
Prior art date
Application number
PCT/CN2021/140740
Other languages
English (en)
French (fr)
Inventor
李洁辰
Original Assignee
上海洛轲智能科技有限公司
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Publication of WO2023000610A1 publication Critical patent/WO2023000610A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application belongs to the field of vehicles, and in particular relates to a vehicle control method, device, equipment and medium.
  • the embodiments of the present application provide a vehicle control method, device, equipment, and medium, which can avoid the problem of too slow accelerator or brake response while avoiding excessive vibration and shock generated by the transmission system.
  • the embodiment of the present application provides a vehicle control method, the method includes: applying to a vehicle, the vehicle includes at least two drive shafts; The respective preset torques of the axles; when the driving state value satisfies the preset conditions, determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque; at the second moment, control according to the target torque At least two drive shafts of the electric vehicle rotate.
  • the predetermined torque is characterized by the torque of each of the at least two drive shafts to keep tooth surfaces in contact.
  • the driving state value includes at least one of the average pedal depression depth value, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset period of time.
  • determining the target torques of the at least two drive shafts at the second moment according to the total driving torque and the preset torque includes: determining the gear shift state of the vehicle according to the total driving torque and the preset torque, wherein , the shift state includes a deceleration state and an acceleration state; according to the shift state, the total driving torque and the preset torque, the target torques of at least two drive shafts at the second moment are determined.
  • determining the gear shift state of the vehicle according to the total driving torque and the preset torque includes: determining that the vehicle is in a deceleration state when the total driving torque is less than the sum of the preset torques; determining that the total driving torque is not less than When the sum of the preset torques is reached, the vehicle is under acceleration.
  • the at least two driving shafts include a first driving shaft and at least one second driving shaft;
  • the target torque includes: when the vehicle is in a deceleration state, determining the first preset torque as the target torque of the first drive shaft, and the difference between the total drive torque and the first preset torque as the target torque of the second drive shaft;
  • the second preset torque is determined to be the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft; wherein, the first drive shaft
  • the target torque is positive or negative and the second drive axis is negative or positive.
  • the method further includes: in the case that the driving state value does not meet the preset condition, according to the total driving torque, and the preset parameter or the preset zero-crossing torque, determine that at least two drive shafts are The target torque at the third moment; at the third moment, at least two driving shafts are controlled to rotate according to the target torque.
  • the at least two drive shafts include a first drive shaft and a second drive shaft, and according to the total drive torque, and a preset parameter or a preset zero-crossing torque, it is determined that the at least two drive shafts
  • the target torque at three moments includes: when the total driving torque is not zero, determining the first torque as the target torque of the first drive shaft, and determining the difference between the total drive torque and the first torque as the target torque of the second drive shaft, Wherein, the first torque is the product of the preset parameter and the total driving torque; when the total driving torque is zero, it is determined that the first preset zero-crossing torque is the target torque of the first drive shaft, and the second preset zero-crossing torque is is the target torque of the second drive shaft.
  • the preset zero-crossing torque is used to maintain rotation of at least two drive shafts when the total drive torque is zero.
  • the driving state value of the vehicle at the fourth moment is acquired, wherein the fourth moment is later than the third moment; when the driving state value at the fourth moment satisfies the preset condition, according to the overall The driving torque and the preset torque determine the target torques of the at least two driving shafts at the next moment.
  • the driving state value of the vehicle at the fifth moment is acquired, and the fifth moment is later than the second moment;
  • the torque, and the preset parameter or the preset zero-crossing torque determine the target torques of at least two drive shafts at the next moment.
  • the first drive shaft includes at least one drive shaft
  • the second drive shaft includes at least one drive shaft
  • the sum of the number of drive shafts included in the first drive shaft and the second drive shaft is at least two number of drive shafts.
  • the embodiment of the present application provides a control device for a vehicle, which is applied to a vehicle, and the vehicle includes at least two drive shafts, including: an acquisition module, used to acquire the driving state value and the total driving torque of the vehicle at the first moment and respective preset torques of at least two drive shafts; a determination module configured to determine target torques of at least two drive shafts at a second moment according to the total drive torque and the preset torque when the driving state value satisfies a preset condition ; The control module is used to control the rotation of at least two driving shafts of the electric vehicle according to the target torque at the second moment.
  • a control device for a vehicle including: a memory for storing programs or instructions; a processor for reading and running the programs or instructions stored in the memory, so as to execute the first aspect and the second aspect A method for controlling a vehicle provided in any optional embodiment.
  • a storage medium on which a program or instruction is stored, and when the program or instruction is executed by a processor, the vehicle control method provided in any optional implementation manner in the first aspect and the second aspect is implemented.
  • the driving state value of the vehicle at the first moment the total driving torque and the respective preset torques of at least two drive shafts are obtained, so that the driving state value of the vehicle meets the preset
  • the target torques of the at least two drive shafts at the second moment are determined according to the total drive torque and the preset torque, so that at the second moment, at least two drive shafts of the vehicle are controlled to rotate according to the target torque, so that the vehicle Drive normally.
  • Fig. 1 is a schematic diagram of the principle of a torque zero-crossing phenomenon provided by the embodiment of the present application
  • Fig. 2 is a schematic diagram of the principle of another torque zero-crossing phenomenon provided by the embodiment of the present application.
  • Fig. 3 is a schematic flow chart of a vehicle control method provided by an embodiment of the present application.
  • Fig. 4 is a schematic diagram of the principle of a vehicle control method provided by an embodiment of the present application.
  • Fig. 5 is a schematic flowchart of another vehicle control method provided by the embodiment of the present application.
  • Fig. 6 is a schematic flowchart of another vehicle control method provided by the embodiment of the present application.
  • Fig. 7 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application.
  • Fig. 8 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.
  • the vehicle transmits the power generated by the electric motor to the drive shaft of the vehicle through the transmission system, so as to drive the vehicle to drive normally.
  • the vehicle transmits power through the gears in the transmission system.
  • the transmission system includes driving wheels and driven wheels. As shown in FIG. 1 , the figure includes a driving wheel 10 and a driven wheel 20 , wherein the driving wheel 10 includes a plurality of driving wheel teeth 11 , and the driven wheel 20 includes a plurality of driven wheel teeth 12 .
  • the embodiment of the present application provides a vehicle Control methods, devices, equipment and media.
  • the vehicle control method provided in this application can be applied to a scenario where the driving state of the vehicle changes during driving.
  • the vehicle control method provided in the embodiment of the present application may be executed by a vehicle control device, or a part of modules in the vehicle control device for executing the vehicle control method.
  • the vehicle control method performed by the vehicle control device is taken as an example to illustrate the vehicle control method provided in the embodiment of the present application.
  • Fig. 3 is a schematic flowchart of a vehicle control method provided by an embodiment of the present application.
  • control method of the vehicle may include the following steps:
  • the vehicle may include electric vehicles, solar electric vehicles and other vehicles with electric motors.
  • the vehicle includes at least two drive axles.
  • the driving state value is used to represent the driving state of the vehicle during driving.
  • Total drive torque is characterized as the moment that causes at least two drive shafts to turn during driving of the vehicle.
  • the preset torque is the torque for the at least two drive shafts to keep the tooth surfaces in contact, and the preset torques of the at least two drive shafts can be the same or different.
  • the magnitude of the total driving torque and the preset torque varies with the driving state of the vehicle.
  • the driving state value of the vehicle at the first moment and the respective preset torques of the at least two drive shafts may be acquired through signals collected in real time.
  • the total drive torque is obtained based on the pressure of the accelerator pedal in the event of the accelerator being pressed to start the vehicle, or in the case of the vehicle being accelerated. With the vehicle decelerating, the total drive torque is obtained based on the applied brake pressure. In the case of vehicle coasting, the total driving torque can be obtained by collecting signals.
  • the driving state value includes at least one of the average pedal depression value, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset period of time.
  • the preset time period is a time period preset based on actual needs or experience, and the preset time period may be one minute, five minutes, etc., and is not specifically limited here.
  • Depressing the pedals includes the accelerator pedal and the brake pedal, that is, the accelerator and brake of the vehicle.
  • the data that can judge the driving state derived from the depth of the pedal, the acceleration of the vehicle, and the rotation angle of the steering wheel of the vehicle are also within the scope of protection of this application.
  • the driving state value can also include predictive The average speed of the vehicle during the time period.
  • S320 Determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque when the driving state value satisfies the preset condition.
  • the second moment is later than the first moment
  • the preset condition is preset based on actual needs.
  • the preset condition can be that the obtained driving state value is greater than a certain preset value, or the driving state value is within a certain value. Within the preset range, the specific preset conditions are limited according to the actual situation, and will not be repeated here.
  • the target torque represents the torque required by each drive shaft to make the vehicle run normally during the running of the vehicle at the second moment.
  • the driving state value satisfies the preset condition, based on the total drive torque obtained at the first moment and the respective preset torques of at least two drive shafts, first determine the shift state of the vehicle, and then determine at least Target torque for both drive shafts at the second moment.
  • the total driving torque and The respective preset torques of the at least two drive shafts firstly determine the speed change state of the vehicle, and then determine the target torques of the at least two drive shafts at the second moment.
  • the method may further include:
  • the total driving torque is filtered to obtain the filtered total driving torque.
  • an optimized total driving torque filter can be obtained, and it can be more accurately determined according to the filtered total driving torque and the respective preset torques of the at least two driving shafts.
  • the target torque at the second moment is the maximum torque at the second moment.
  • At least two drive shafts of the vehicle can be controlled to rotate based on the target torque, thereby better avoiding the vibration and vibration caused by the transmission system of the vehicle. Excessive shock, or too slow response of the accelerator or brake, in order to make the vehicle drive normally.
  • target torques of the first drive shaft may all be negative values, and correspondingly, the target torques of the second drive shaft may also all be positive values.
  • the target torques of at least two drive shafts at the second moment are determined according to the total drive torque and the preset torque, so that at the second moment, at least two drive shafts of the vehicle are controlled to rotate according to the target torque, so that the vehicle can run normally .
  • the above mentioned S320 may also include S510 and S520.
  • S510 Determine the speed change state of the vehicle according to the total driving torque and the preset torque.
  • the speed change state of the vehicle includes a deceleration state and an acceleration state.
  • the gear shift state of the vehicle can be determined according to the total driving torque and the preset torque, including:
  • the vehicle When it is determined that the total driving torque is not less than the sum of preset torques, the vehicle is in an accelerating state.
  • At least two driving torques are determined according to the total driving torque required for the vehicle to run and the respective preset torques of the at least two drive shafts.
  • the at least two drive shafts include a first drive shaft and a second drive shaft; the first drive shaft includes at least one drive shaft, the second drive shaft includes at least one drive shaft, the first drive shaft and the second drive shaft
  • the sum of the number of drive shafts comprised by the axle is the number of at least two drive shafts comprised by the vehicle.
  • determining the target torques of the at least two drive shafts at the second moment according to the gear shift state, the total driving torque and the preset torque includes:
  • Case A When the vehicle is in a deceleration state, the first preset torque is determined as the target torque of the first drive shaft, and the difference between the total driving torque and the first preset torque is the target torque of the second drive shaft.
  • the first drive shaft at the rear of the vehicle is determined to be the first drive shaft
  • the first drive shaft at the front of the vehicle is determined to be the second drive shaft.
  • the first preset torque is determined as the target torque of the first drive shaft
  • the difference between the total drive torque and the first preset torque is determined as the target torque of the second drive shaft.
  • the first preset torque is represented by the torque of the first driving shaft to maintain the positive contact of the tooth surface.
  • At least one drive shaft arranged in sequence at the rear of the vehicle is determined to be the first drive shaft
  • at least one drive shaft arranged in sequence at the front of the vehicle is determined to be the first drive shaft.
  • At least one drive shaft is a second drive shaft, and the sum of the numbers of the first drive shaft and the second drive shaft is equal to the total number of drive shafts included in the vehicle.
  • the first drive shaft includes one drive shaft
  • the second drive shaft includes four drive shafts.
  • the first preset torque is determined as the target torque of the first drive shaft
  • the difference between the total driving torque and the first preset torque is determined as the target torque of the second drive shaft. That is to say, the sum of the target torques of the four drive shafts included in the second drive shaft is the difference between the total drive torque and the first preset torque.
  • the target torque of each drive shaft included in the second drive shaft can be determined by dividing the target torque of the second drive shaft by means of a preset ratio or an average value.
  • the first drive shaft includes at least two drive shafts, and the second drive shaft only includes one drive shaft.
  • the vehicle includes five drive shafts, that is, the first drive shaft includes four drive shafts, and the second drive shaft includes one drive shaft.
  • the first preset torque is determined as the target torque of the first drive shaft
  • the difference between the total driving torque and the first preset torque is determined as the target torque of the second drive shaft. That is to say, the sum of the target torques of the four drive shafts included in the first drive shaft is the first preset torque.
  • the method of determining the target torque of each driving shaft included in the first driving shaft is the same as the above-mentioned method of determining the target torque of each driving shaft in the second driving shaft, and will not be repeated here.
  • the first drive shaft includes multiple drive shafts
  • the second drive shaft includes multiple drive shafts.
  • the first drive shaft includes two drive shafts
  • the second drive shaft includes three drive shafts.
  • the first preset torque is determined as the target torque of the first driving shaft
  • the difference between the total driving torque and the first preset torque is determined as the target torque of the second driving torque. That is to say, the sum of the target torques of the two drive shafts included in the first drive shaft is the first preset torque
  • the sum of the target torques of the three drive shafts included in the second drive shaft is the sum of the total drive torque and the first preset torque.
  • the difference between the preset torques is the manner of determining the target torque of each drive shaft is the same as the above manner, and will not be repeated here.
  • the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft.
  • the first drive shaft at the rear of the vehicle is determined to be the first drive shaft
  • the first drive shaft at the front of the vehicle is determined to be the second drive shaft.
  • the second preset torque is determined as the target torque of the second drive shaft
  • the difference between the total driving torque and the second preset torque is determined as the target torque of the first drive shaft.
  • the second preset torque is represented by the torque of the second drive shaft maintaining the negative engagement of the tooth surface.
  • the vehicle includes four drive shafts, it is determined that the first drive shaft includes one drive shaft, and the second drive shaft includes three drive shafts.
  • the second preset torque is determined as the target torque of the second drive shaft, and the difference between the total driving torque and the second preset torque is the target torque of the first drive shaft. That is to say, the sum of the target torques of the three drive shafts included in the second drive shaft is the second preset torque, wherein the target torque of each drive shaft is determined in the same manner as above, and will not be repeated here.
  • the first drive shaft includes at least two drive shafts, and the second drive shaft only includes one drive shaft.
  • the vehicle includes a fourth drive shaft
  • the first drive shaft includes three drive shafts
  • the second drive shaft includes one drive shaft.
  • the second preset torque is determined to be the target torque of the second drive shaft
  • the difference between the total drive torque and the second preset torque is determined to be the target torque of the first drive shaft, that is,
  • the sum of the target torques of the three drive shafts included in the first drive shaft is the difference between the total drive torque and the second preset torque.
  • the specific target torque of each driving shaft is consistent with the above method, and will not be repeated here.
  • the first drive shaft includes multiple drive shafts
  • the second drive shaft includes multiple drive shafts.
  • the vehicle includes four drive shafts
  • the first drive shaft includes two drive shafts
  • the second drive shaft includes two drive shafts.
  • the second preset torque is determined as the target torque of the second drive shaft
  • the difference between the total driving torque and the second preset torque is the target torque of the first drive shaft. That is to say, the sum of the target torques of the two drive shafts included in the first drive shaft is the difference between the total drive torque and the second preset torque
  • the sum of the target torques of the two drive shafts included in the second drive shaft is Second preset torque.
  • the specific target torque of each driving shaft is consistent with the above method, and will not be repeated here.
  • the target torque of the first drive shaft is changed from the first predetermined Assuming that the torque is transformed into the difference between the total driving torque and the second predetermined torque, the target torque of the second driving shaft is transformed from the difference between the total driving torque and the first predetermined torque into the second predetermined torque.
  • the target torque of the first drive shaft is determined by the total drive torque and the second preset Assuming that the torque difference is transformed into a first predetermined torque, the target torque of the second drive shaft is transformed from the second predetermined torque into a difference between the total driving torque and the first predetermined torque.
  • the target torque of the first drive shaft is positive or negative and the target torque of the second drive shaft is negative or positive. That is, when the target torque of the first drive shaft is positive, the target torque of the second drive shaft is negative, and vice versa.
  • the target torques of the at least two drive shafts at the second moment are determined based on the gear shift state of the vehicle, the total drive torque and the respective preset torques of the at least two drive shafts.
  • the method may specifically include the following steps:
  • S630 Determine target torques of at least two driving shafts at a second moment according to the total driving torque and the preset torque.
  • this step please refer to the specific content of S320, and details will not be repeated here.
  • S650 Determine target torques of at least two driving shafts at a third moment according to the total driving torque and preset parameters or preset zero-crossing torques.
  • the third moment is later than the first moment.
  • the preset parameters and preset zero-crossing torque are preset based on actual needs or experiences. Wherein, the preset zero-crossing torque is used to maintain the rotation of at least two driving shafts when the total driving torque is zero.
  • the at least two drive shafts include a first drive shaft and a second drive shaft
  • the above-mentioned step S650 specifically includes:
  • the first preset zero-crossing torque is determined as the target torque of the first drive shaft
  • the second preset zero-crossing torque is determined as the target torque of the second drive shaft
  • the value range of the preset parameter is [0, 1].
  • the first preset zero-crossing torque and the second preset zero-crossing torque may be the same or different, which are not limited here.
  • first drive shaft includes at least one drive shaft
  • second drive shaft includes at least one drive shaft
  • the sum of the number of drive shafts contained in the first drive shaft and the second drive shaft is at least two drive shafts. quantity.
  • the preset parameter is a
  • the first preset zero-crossing torque is B
  • the second preset zero-crossing torque is C
  • the total driving torque is T.
  • the total drive torque is not zero
  • the vehicle includes two drive shafts, that is, the first drive shaft includes one drive shaft
  • the second drive shaft includes one drive shaft and the driving state value of the vehicle does not meet the preset Conditions, determine a*T as the target torque of the first drive shaft, determine (1-a)*T as the target torque of the second drive shaft; when the total drive torque is zero, determine the first preset zero-crossing torque B is the target torque of the first drive shaft, and the second preset zero-crossing torque C is the target torque of the second drive shaft.
  • the vehicle includes a plurality of drive shafts, that is, more than two drive shafts, that is, the first drive shaft includes at least one drive shaft and the second drive shaft includes For at least one drive shaft, at least one drive shaft arranged in sequence at the rear of the vehicle is determined to be the first drive shaft, and at least one drive shaft arranged in sequence at the front of the vehicle is determined to be the second drive shaft. Then, when the driving state value of the vehicle does not satisfy the preset condition, a*T is determined as the target torque of the first drive shaft, and (1-a)*T is determined as the target torque of at least one second drive shaft.
  • the target sum of the multiple drive shafts included in the first drive shaft is a*T
  • the target torque sum of the multiple drive shafts included in the second drive shaft is (1-a)*T.
  • B is determined to be the target torque of the first drive shaft
  • C is determined to be the target torque of the second drive shaft. That is to say, the sum of the target torques of the plurality of drive shafts included in the first drive shaft is B, and the sum of the target torques of the plurality of drive shafts included in the second drive shaft is C.
  • the determination method of the target torque of each driving shaft is as above, and will not be repeated here.
  • the method further includes:
  • Filtering is performed on the target torque to obtain the filtered target torque.
  • the vibration and impact can be reduced when the rotation of the at least two drive shafts is controlled, and the optimized The user's driving experience.
  • the method further includes:
  • the target torques of at least two drive shafts at the next moment are determined according to the total driving torque and the preset torque.
  • the driving state value of the vehicle at the current moment is obtained, so that when the driving state value satisfies the preset condition , the target torque of each drive shaft at the next moment can be further determined according to the total drive torque and the preset torque, so as to control the rotation of the drive shaft.
  • the vehicle controls the rotation of the first drive shaft and the second drive shaft according to the target torque determined based on the total drive torque, preset parameters and preset zero-crossing torque .
  • the target torques of the first drive shaft and the second drive shaft are X and Y respectively.
  • the respective target torques of the first drive shaft and the second drive shaft need to be determined according to the total drive torque and the preset torque.
  • the target torques of the first drive shaft and the second drive shaft are M and N at this time, then in the process from t1 to t2 , the target torque at the first moment needs to change from X to M, and the target torque of the second drive shaft Torque needs to go from Y to N.
  • the method further includes:
  • the target torques of at least two drive shafts at the next moment are determined according to the total driving torque, and preset parameters or preset zero-crossing torques.
  • the driving state value of the vehicle at the current moment is obtained, so that when the driving state value does not meet the preset condition, the total driving torque can be , and the preset parameter or preset zero-crossing torque further determines the target torque of each drive shaft at the next moment, and then controls the rotation of the drive shaft.
  • the driving state value of the vehicle at the current moment it can be judged whether the driving state value at the current moment satisfies the preset condition.
  • the zero torque determines the target torques of at least two drive shafts at the next instant. In this way, the normal running of the vehicle can be automatically controlled, which improves the driving experience of the user.
  • the embodiment of the present application also provides a vehicle control device. Specifically combined with Figure 7 to illustrate
  • Fig. 7 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.
  • the vehicle control device 700 may include: an acquisition module 710 , a determination module 720 and a control module 730 .
  • An acquisition module 710 configured to acquire the driving state value of the vehicle at the first moment, the total driving torque and the respective preset torques of at least two drive shafts;
  • a determining module 720 configured to determine the target torques of at least two drive shafts at the second moment according to the total driving torque and the preset torque when the driving state value satisfies the preset condition
  • the control module 730 is configured to control the rotation of at least two driving shafts of the electric vehicle according to the target torque at the second moment.
  • the preset torque is characterized by the torque of the at least two drive shafts respectively keeping the tooth surfaces in contact.
  • the driving state value includes at least one of the average pedal depression value, the average acceleration of the vehicle, and the average rotation angle of the steering wheel of the vehicle within a preset period of time.
  • the determining module is further configured to determine the gear shift state of the vehicle according to the total driving torque and the preset torque, wherein the gear shift state includes a deceleration state and an acceleration state;
  • the determining module is further used for determining the target torques of at least two driving shafts at the second moment according to the gear shift state, the total driving torque and the preset torque.
  • the determining module is further configured to determine that the vehicle is in a deceleration state when the total driving torque is less than the sum of the first torques;
  • the determining module is also used to determine that the vehicle is in an accelerating state when the total driving torque is not less than the sum of the first torques.
  • the at least two drive shafts include a first drive shaft and a second drive shaft
  • the determination module is further configured to determine the first preset torque as the target torque of the first drive shaft when the vehicle is in a deceleration state , the difference between the total drive torque and the first preset torque is the target torque of the second drive shaft;
  • the determination module is also used to determine the second preset torque as the target torque of the second drive shaft when the vehicle is in an acceleration state, and the difference between the total drive torque and the second preset torque is the target torque of the first drive shaft;
  • the target torque of the first drive shaft is a positive value or a negative value
  • the target torque of the second drive shaft is a negative value or a positive value
  • the determining module is further configured to determine that at least two driving shafts are in the third driving state according to the total driving torque and the preset parameter or the preset zero-crossing torque when the driving state value does not meet the preset condition.
  • the control module is also used for controlling at least two drive shafts to rotate according to the target torque at the third moment.
  • the at least two drive shafts include a first drive shaft and a second drive shaft
  • the determination module is further configured to determine that the first torque is the target torque of the first drive shaft when the total drive torque is not zero , the difference between the total driving torque and the first torque is the target torque of the second drive shaft, wherein the first torque is the product of a preset parameter and the total driving torque;
  • the determination module is further configured to determine that the first preset zero-crossing torque is the target torque of the first drive shaft, and the second preset zero-crossing torque is the target torque of the second drive shaft when the total drive torque is zero.
  • the preset zero-crossing torque is used to maintain the rotation of at least two drive shafts when the total drive torque is zero.
  • the obtaining module is also used to obtain the driving state value of the vehicle at the fourth moment, wherein the fourth moment is later than the third moment;
  • the determining module is further configured to determine the target torques of at least two drive shafts at the next moment according to the total driving torque and the preset torque when the driving state value at the fourth moment satisfies the preset condition.
  • the obtaining module is also used to obtain the driving state value of the vehicle at the fifth moment, and the fifth moment is later than the second moment;
  • the determining module is further configured to determine the target torques of at least two drive shafts at the next moment according to the total driving torque and preset parameters or preset zero-crossing torques when the driving state value at the fifth moment does not meet the preset condition.
  • the first drive shaft includes at least one drive shaft
  • the second drive shaft includes at least one drive shaft
  • the sum of the number of drive shafts contained in the first drive shaft and the second drive shaft is at least two drive shafts quantity.
  • the vehicle by acquiring the driving state value of the vehicle at the first moment, the total driving torque and the first torque of at least two drive shafts, when the driving state value of the vehicle satisfies the preset condition Then, according to the total driving torque and the first torque, the target torques of the at least two drive shafts at the second moment are determined, so that at the second moment, the rotation of the at least two drive shafts of the vehicle is controlled according to the target torque, so that the vehicle can run normally.
  • Each module in the control device of the vehicle provided in the embodiment of the present application can realize the method steps of the embodiments shown in Fig. 3, Fig. 5 and Fig. 6, and can achieve corresponding technical effects. For the sake of concise description, no further details are given here. .
  • Fig. 8 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application.
  • the vehicle control device 800 in this embodiment includes an input device 801 , an input interface 802 , a central processing unit 803 , a memory 804 , an output interface 805 , and an output device 806 .
  • the input interface 802, the central processing unit 803, the memory 804, and the output interface 805 are connected to each other through the bus 810, and the input device 801 and the output device 806 are respectively connected to the bus 810 through the input interface 802 and the output interface 805, and then connected to the information acquisition device 800 other component connections.
  • the input device 801 receives input information from the outside, and transmits the input information to the central processing unit 803 through the input interface 802; the central processing unit 803 processes the input information based on computer-executable instructions stored in the memory 804 to generate output information, temporarily or permanently store the output information in the memory 804, and then transmit the output information to the output device 806 through the output interface 805; the output device 806 outputs the output information to the outside of the information acquisition device 800 for the user to use.
  • the vehicle control device 800 shown in FIG. 8 includes: a memory 804 for storing programs; a processor 803 for running the programs stored in the memory to execute the programs shown in FIG. The method of any one of the embodiments shown in Fig. 5 and Fig. 6 .
  • the embodiment of the present application also provides a readable storage medium, on which a program or instruction is stored; when the program or instruction is executed by the processor, it realizes the steps in Figure 3, Figure 5 and Figure 6 provided by the embodiment of the present application.
  • the functional blocks shown in the above structural block diagrams may be implemented as hardware, software, firmware or a combination thereof.
  • hardware When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), appropriate firmware, a plug-in, a function card, and the like.
  • ASIC Application Specific Integrated Circuit
  • the elements of the present application are the programs or code segments employed to perform the required tasks. Programs or code segments can be stored in machine-readable media, or transmitted over transmission media or communication links by data signals carried in carrier waves. "Machine-readable medium" may include any medium that can store or transmit information.
  • machine-readable media examples include electronic circuits, semiconductor memory devices, Read-Only Memory (ROM), flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical media, radio frequency (Radio Frequency, RF) link, and so on.
  • Code segments may be downloaded via a computer network such as the Internet, an Intranet, or the like.

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Abstract

一种车辆的控制方法、装置、设备及介质，其中控制方法包括：应用于车辆，车辆包括至少两个驱动轴；获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩；在驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩；在第二时刻，根据目标扭矩控制电动车的至少两个驱动轴转动。

Description

车辆的控制方法、装置、设备及介质
相关申请的交叉引用
本申请要求享有于2021年7月23日提交的中国专利申请202110838526.7的优先权，该申请的全部内容通过引用并入本文中。
技术领域
本申请属于车辆领域，尤其涉及一种车辆的控制方法、装置、设备及介质。
背景技术
现实生活中，由于车辆在行驶的过程中，传动***的齿轮在传递动力的过程中存在传动间隙，以致于当车辆存在较为激烈的驾驶行为的情况下，例如，突然变速或者突然变换行驶方向，电机正负扭矩进行切换会导致扭矩过零的现象。
然而，当扭矩过零控制的时间过长的时候，传动***产生的抖动和冲击就会越小，而油门和刹车会产生响应过慢的情况，当扭矩过零控制的时间越短的时候，油门和刹车的响应就会越灵敏，而传动***的抖动和冲击也就会越大。由此可知，车辆在行驶的过程中是无法同时兼顾传动***产生的抖动和冲击，以及油门或刹车的响应速度的。
发明内容
本申请实施例提供一种车辆的控制方法、装置、设备及介质，在避免传动***产生的抖动和冲击过大的同时，也避免了油门或刹车响应过慢的问题。
第一方面，本申请实施例提供一种车辆的控制方法，方法包括：应用于车辆，车辆包括至少两个驱动轴；获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩；在驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩；在第二时刻，根据目标扭矩控制电动车的至少两个驱动轴转动。
在第一方面的一些实施例中，预设扭矩表征为至少两个驱动轴各自保 持齿面贴合的扭矩。
在第一方面的一些实施例中，驾驶状态值包括预设时间段内的踩压踏板的平均深度值、车辆的平均加速度、车辆的方向盘的平均转动角度中至少一个。
在第一方面的一些实施例中，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩，包括：根据总驱动扭矩与预设扭矩，确定车辆的变速状态，其中，变速状态包括减速状态和加速状态；根据变速状态、总驱动扭矩和预设扭矩，确定至少两个驱动轴在第二时刻的目标扭矩。
在第一方面的一些实施例中，根据总驱动扭矩与预设扭矩，确定车辆的变速状态，包括：确定总驱动扭矩小于预设扭矩之和时，车辆处于减速状态；确定总驱动扭矩不小于预设扭矩之和时，车辆处于加速状态。
在第一方面的一些实施例中，至少两个驱动轴包括第一驱动轴和至少一个第二驱动轴；根据变速状态、总驱动扭矩和预设扭矩，确定至少两个驱动轴在第二时刻的目标扭矩，包括：在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩；在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩；其中，第一驱动轴的目标扭矩为正值或负值，第二驱动轴为负值或正值。
在第一方面的一些实施例中，方法还包括：在驾驶状态值不满足预设条件的情况下，根据总驱动扭矩，以及预设参数或预设过零扭矩，确定至少两个驱动轴在第三时刻的目标扭矩；在第三时刻，根据目标扭矩控制至少两个驱动轴转动。
在第一方面的一些实施例中，至少两个驱动轴包括第一驱动轴和第二驱动轴，根据总驱动扭矩，以及预设参数或预设过零扭矩，确定至少两个驱动轴在第三时刻的目标扭矩，包括：在总驱动扭矩不为零的情况下，确 定第一扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一扭矩之差为第二驱动轴的目标扭矩，其中，第一扭矩为预设参数与总驱动扭矩的乘积；在总驱动扭矩为零的情况下，确定第一预设过零扭矩为第一驱动轴的目标扭矩，第二预设过零扭矩为第二驱动轴的目标扭矩。
在第一方面的一些实施例中，预设过零扭矩用于在总驱动扭矩为零的时刻维持至少两个驱动轴转动。
在第一方面的一些实施例中，获取车辆在第四时刻的驾驶状态值，其中，第四时刻晚于第三时刻；在第四时刻的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
在第一方面的一些实施例中，获取车辆在第五时刻的驾驶状态值，第五时刻晚于第二时刻；在第五时刻的驾驶状态值不满足预设条件的情况下，根据总驱动扭矩，以及预设参数或预设过零扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
在第一方面的一些实施例中，第一驱动轴包括至少一个驱动轴，第二驱动轴包括至少一个驱动轴，第一驱动轴和第二驱动轴所包含驱动轴的数量之和为至少两个驱动轴的数量。
第二方面，本申请实施例提供了一种车辆的控制装置，应用于车辆，车辆包括至少两个驱动轴，包括：获取模块，用于获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩；确定模块，用于在驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩；控制模块，用于在第二时刻，根据目标扭矩控制电动车的至少两个驱动轴转动。
第三方面，提供一种车辆的控制设备，包括：存储器，用于存储程序或指令；处理器，用于读取并运行存储器中存储的程序或指令，以执行第一方面和第二方面中任一可选的实施方式提供的车辆的控制方法。
第四方面，提供一种存储介质，存储介质上存储有程序或指令，程序 或指令被处理器执行时实现第一方面和第二方面中的任一可选的实施方式提供的车辆控制方法。
本申请的实施例提供的技术方案至少带来以下有益效果：
本申请实施例是在车辆行驶的过程中，通过获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩，以此在车辆的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩，使得在第二时刻，根据目标扭矩控制该车辆的至少两个驱动轴转动，以使车辆正常行驶。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例中所需要使用的附图作简单的介绍，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本申请实施例提供的一种扭矩过零现象的原理示意图；
图2是本申请实施例提供的另一种扭矩过零现象的原理示意图；
图3是本申请实施例提供的一种车辆的控制方法的流程示意图；
图4是本申请实施例提供的一种车辆的控制方法的原理示意图；
图5是本申请实施例提供的另一种车辆的控制方法的流程示意图；
图6是本申请实施例提供的又一种车辆的控制方法的流程示意图；
图7是本申请实施例提供的一种车辆的控制装置的结构示意图；
图8是本申请实施例提供的一种车辆的控制设备的结构示意图。
具体实施方式
下面将详细描述本申请的各个方面的特征和示例性实施例，为了使本申请的目的、技术方案及优点更加清楚明白，以下结合附图及具体实施例，对本申请进行进一步详细描述。应理解，此处所描述的具体实施例仅意在解释本申请，而不是限定本申请。对于本领域技术人员来说，本申请可以在不需要这些具体细节中的一些细节的情况下实施。下面对实施例的描述仅仅是为了通过示出本申请的示例来提供对本申请更好的理解。
需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者 暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。
本文中术语“和/或”，仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。
现实生活中，车辆是通过传动***将电动机产生的动力传递至车辆的驱动轴中，以此驱使车辆正常行驶。具体的，车辆是通过传动***中的齿轮进行动力传递的，一般情况下，传动***中包括主动轮和从动轮。如图1所示，该图中包括主动轮10和从动轮20，其中，主动轮10包括多个主动轮轮齿11，从动轮20包括多个从动轮轮齿12。
如图1所示，当主动轮带动从动轮向上转动的时候，主动轮和从动轮的齿轮会在下侧啮合，上侧就会存在间隙。若此时车辆突然变速或者行驶方向突然发生变化，主动轮会带动从动轮向反方向转动，此时电动机的正负扭矩也会进行切换，就会产生扭矩过零的情况。
实际情况如图2所示，在t 1时刻，由于第一驱动轴和第二驱动轴对应的扭矩会出现相继为零的情况，以致于在该时刻总驱动扭矩近似为零，即为扭矩过零。图2中T所代表的曲线为比较理想的总驱动扭矩的变化曲线，由于在总驱动扭矩为零的时刻，需要提供一个额外的扭矩，以使电动机的正负扭矩进行切换，进而控制驱动轴的正常转动，也由此导致实时获取的总驱动扭矩曲线T Act与T之间有所差别，在总驱动扭矩曲线T Act的斜率变化过快，传动***就会生成较大的抖动和冲击，若斜率变化过慢，就会导致油门或刹车的响应过慢。
综上，为了解决相关技术中存在的在车辆行驶的过程中无法在避免传动***产生的抖动和冲击过大的同时，也避免油门和刹车响应过慢的问题， 本申请实施例提供一种车辆的控制方法、装置、设备及介质。
下面结合附图，通过具体的实施例及其应用场景对本申请实施例提供的车辆的控制方法及电子设备进行详细地说明。
在本申请提供的车辆的控制方法，可以应用于行驶过程中车辆的驾驶状态发生变化的场景中。另外，本申请实施例提供的车辆的控制方法，执行主体可以为车辆的控制装置，或者该车辆的控制装置中用于执行车辆的控制方法的部分模块。本申请实施例中以车辆的控制装置执行车辆的控制方法为例，说明本申请实施例提供的车辆的控制方法。
图3是本申请实施例提供的一种车辆的控制方法的流程示意图。
如图3所示，该车辆的控制方法可以包括以下步骤：
S310，获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩。
其中，该车辆可以包括电动汽车、太阳能电动汽车等具有电动机的车辆。车辆包括至少两个驱动轴。驾驶状态值用于表征车辆在行驶过程中的驾驶状态。总驱动扭矩表征为在车辆驾驶过程中，使得至少两个驱动轴转动的力矩。预设扭矩为至少两个驱动轴各自维持齿面贴合的扭矩，至少两个驱动轴各自的预设扭矩可以相同，也可以不同。另外，需要知道的是，总驱动扭矩和预设扭矩的大小随着车辆驾驶状态的变化而变化的。
具体地，可以通过实时采集的信号获取车辆在第一时刻的驾驶状态值和至少两个驱动轴各自的预设扭矩。在踩压油门启动车辆的情况下，或者在车辆加速行驶的情况下，基于踩压油门的压力来获取总驱动扭矩。在车辆减速行驶的情况下，基于踩压刹车的压力来获取总驱动扭矩。在车辆滑行的情况下，可以通过采集信号来获取总驱动扭矩。
在一些实施例中，驾驶状态值包括预设时间段内的踩压踏板的平均深度值、车辆的平均加速度、车辆的方向盘的平均转动角度中至少一个。
其中，预设时间段是基于实际需要或者经验预先设置的时间段，预设时间段可以是一分钟、五分钟等，在此不作具体限定。踩压踏板包括加速踏板和制动踏板，即车辆的油门和刹车。
除此之外，根据踩压踏板的深度、车辆的加速度、车辆的方向盘的转 动角度衍生出来的可以评判驾驶状态的数据，也在本申请的保护范围内，例如，驾驶状态值还可以包括预设时间段内车辆的平均速度。
S320，在驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩。
其中，第二时刻晚于第一时刻，预设条件是基于实际需要预先设置的，具体的，预设条件可以是获取的驾驶状态值大于某一预设值，或是驾驶状态值在某一预设范围内，具体的预设条件依据实际情况进行限定，在此不作过多赘述。目标扭矩表征在第二时刻，车辆行驶过程中每一驱动轴使车辆正常行驶所需的扭矩。
具体地，在驾驶状态值满足预设条件的情况下，可以基于第一时刻获取的总驱动扭矩和至少两个驱动轴各自的预设扭矩，先确定该车辆所处于的变速状态，进而确定至少两个驱动轴在第二时刻的目标扭矩。
在一个实施例中，在预设时间段内的踩压踏板的平均深度值、车辆的平均加速度和车辆的方向盘的平均转动角度中至少一个，大于预设值的情况下，通过总驱动扭矩和至少两个驱动轴各自的预设扭矩，先确定车辆所处的变速状态，进而确定至少两个驱动轴在第二时刻的目标扭矩。
除此之外，为了可以更加准确地确定至少两个驱动轴在第二时刻的目标扭矩，该方法还可以包括：
对总驱动扭矩进行滤波处理，得到滤波后的总驱动扭矩。
由此，通过对总驱动扭矩进行滤波处理，得到优化后的总驱动扭矩滤波，可以根据滤波后的总驱动扭矩和至少两个驱动轴各自的预设扭矩更加准确地确定至少两个驱动轴在第二时刻的目标扭矩。
S330，在第二时刻，根据目标扭矩控制车辆的至少两个驱动轴转动。
具体地，在获取每一驱动轴所对应的目标扭矩之后，在第二时刻可以基于目标扭矩控制车辆的至少两个驱动轴进行转动，进而可以更好地避免了车辆的传动***产生的抖动和冲击过大，或者油门或刹车响应过慢的问题，以此使得车辆正常驾驶。
为了更加清楚该车辆的控制过程，如图4所示，在t 2时刻之后，由于确定的第一驱动轴的目标扭矩一直横轴之上，即第一驱动轴的目标扭矩均 为正值，第二驱动轴的目标扭矩一直在横轴之上，即第二驱动轴的目标扭矩均为负值，以致于实际获取的总驱动扭矩的曲线T是一条平滑的曲线。且在t 3时刻，即总驱动扭矩等于第一预设扭矩x 1和第二预设扭矩x 2之和的时候，总驱动扭矩T近似为零，因此，第一驱动轴和第二驱动轴的目标扭矩在变化的过程中并不会存在扭矩过零的现象，进而可以在避免传动***产生的抖动和冲击过大的同时，也避免油门和刹车响应过慢的问题。
另外，需要说明的是，第一驱动轴的目标扭矩也可以均为负值，相应的，第二驱动轴的目标扭矩也可以均为正值。
由此，在车辆行驶的过程中，通过获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩，以此在车辆的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩，使得在第二时刻，根据目标扭矩控制该车辆的至少两个驱动轴转动，以使车辆正常行驶。
基于此，为了可以更加准确地确定至少两个驱动轴的在第二时刻的目标扭矩。在一个实施例中，如图5所示，上述涉及的S320还可以包括S510和S520。
S510，根据总驱动扭矩与预设扭矩，确定车辆的变速状态。
其中，车辆的变速状态包括减速状态和加速状态。
在一个实施例中，可以根据总驱动扭矩与预设扭矩，确定车辆的变速状态，包括：
确定总驱动扭矩小于预设扭矩之和时，车辆处于减速状态；
确定总驱动扭矩不小于预设扭矩之和时，车辆处于加速状态。
S520，根据变速状态、总驱动扭矩和预设扭矩，确定至少两个驱动轴在第二时刻的目标扭矩。
具体地，基于车辆所处的变速状态，以便于在车辆处于不同的变速状态的情况下，根据车辆行驶所需的总驱动扭矩和至少两个驱动轴各自的预设扭矩，确定至少两个驱动轴各自在第二时刻的目标扭矩。
在一些实施例中，至少两个驱动轴包括第一驱动轴和第二驱动轴；第一驱动轴包括至少一个驱动轴，第二驱动轴包括至少一个驱动轴，第一驱 动轴和第二驱动轴所包含驱动轴的数量之和为车辆所包含的至少两个驱动轴的数量。
由此，在一些实施例中，根据变速状态、总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩，包括：
情况A：在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩。
在一个实施例中，在车辆包括两个驱动轴的情况下，确定处于车辆尾部的第一个驱动轴为第一驱动轴，确定处于车辆头部的第一个驱动轴为第二驱动轴。在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，确定总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩。其中，第一预设扭矩表征为第一驱动轴维持齿面正贴合的扭矩。
在另一个实施例中，在车辆包括多个驱动轴，即大于两个驱动轴的情况下，确定处于车辆尾部依次排列的至少一个驱动轴为第一驱动轴，确定处于车辆头部依次排列的至少一个驱动轴为第二驱动轴，第一驱动轴与第二驱动轴的数量之和等于该车辆所包括的驱动轴的总数量。
示例性的，在车辆包括多个驱动轴，即大于两个驱动轴、且该车辆处于减速状态的情况下，一共有三种情况：
第一种情况：第一驱动轴只包括一个驱动轴，第二驱动轴包括至少两个驱动轴。示例性的，假设车辆包括五个驱动轴，则第一驱动轴包括一个驱动轴，第二驱动轴包括四个驱动轴。在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，确定总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩。也就是说，第二驱动轴中所包含的四个驱动轴的目标扭矩之和为总驱动扭矩与第一预设扭矩之差。其中，第二驱动轴中包含的每一个驱动轴的目标扭矩可以通过预设比例或平均值的方式划分第二驱动轴的目标扭矩来进行确定。
第二种情况：第一驱动轴包括至少两个驱动轴，第二驱动轴只包括一个驱动轴。示例性的，假设车辆包括五个驱动轴，即第一驱动轴包括四个驱动轴，第二驱动轴包括一个驱动轴。在车辆处于减速状态的情况下，确 定第一预设扭矩为第一驱动轴的目标扭矩，确定总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩。也就是说，第一驱动轴中所包含的四个驱动轴的目标扭矩之和为第一预设扭矩。其中，确定第一驱动轴中所包含的每一驱动轴的目标扭矩的方式，与上述确定第二驱动轴中每一驱动轴的目标扭矩的方式相同，在此不再赘述。
第三种情况：第一驱动轴包括多个驱动轴，第二驱动轴包括多个驱动轴。示例性的，在车辆包括五个驱动轴的情况下，假设第一驱动轴包括两个驱动轴，第二驱动轴包括三个驱动轴。在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，确定总驱动扭矩与第一预设扭矩之差为第二驱动扭矩的目标扭矩。也就是说，第一驱动轴所包含的两个驱动轴的目标扭矩之和为第一预设扭矩，第二驱动轴所包含的三个驱动轴的目标扭矩之和为总驱动扭矩与第一预设扭矩之差。其中，确定每一驱动轴的目标扭矩的方式与上述方式相同，在此不再赘述。
情况B在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩。
在一个实施例中，在车辆包括两个驱动轴的情况下，即确定处于车辆尾部的第一个驱动轴为第一驱动轴，处于车辆头部的第一个驱动轴为第二驱动轴。在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，确定总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩。其中，第二预设扭矩表征为第二驱动轴维持齿面负贴合的扭矩。
在另一个实施例中，在车辆包括多个驱动轴，即大于两个驱动轴在车辆、且该车辆处于加速状态的情况下，一共有三种情况：
第一种情况：第一驱动轴只包括一个驱动轴，第二驱动轴包括至少两个驱动轴。示例性的，假设车辆包括四个驱动轴，确定第一驱动轴包括一个驱动轴，第二驱动轴包括三个驱动轴。在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩。也就是说，第二驱动轴所包含的三个驱动轴的目标扭矩之和为第二预设扭矩，其中，每一驱动轴的目标扭矩的确定方式如上，在此不再赘述。
第二种情况：第一驱动轴包括至少两个驱动轴，第二驱动轴只包括一个驱动轴。示例性的，假设车辆包括第四个驱动轴，则第一驱动轴包括三个驱动轴，第二驱动轴包括一个驱动轴。在车辆处于加速状态的情况下，则确定第二预设扭矩为第二驱动轴的目标扭矩，确定总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩，也就是说，第一驱动轴所包含的三个驱动轴的目标扭矩之和为总驱动扭矩与第二预设扭矩之差。其中，每一驱动轴的具体目标扭矩与上述方式一致，在此不再赘述。
第三种情况：第一驱动轴包括多个驱动轴，第二驱动轴包括多个驱动轴。示例性的，假设车辆包括四个驱动轴，则第一驱动轴包括两个驱动轴，第二驱动轴包括两个驱动轴。在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩。也就是说，第一驱动轴所包含的两个驱动轴的目标扭矩之和为总驱动扭矩与第二预设扭矩之差，第二驱动轴所包含的两个驱动轴的目标扭矩之和为第二预设扭矩。其中，每一驱动轴的具体目标扭矩与上述方式一致，在此不再赘述。
除此之外，在另一个实施例中，假设车辆在第一时刻处于减速状态或者滑行状态，在第二时刻该车辆转变为加速状态的情况下，第一驱动轴的目标扭矩由第一预设扭矩转变为总驱动扭矩与第二预设扭矩之差，第二驱动轴的目标扭矩由总驱动扭矩与第一预设扭矩之差转变为第二预设扭矩。
在又一个实施例中，假设车辆在第一时刻处于加速状态或者刚启动状态，在第二时刻该车辆转变为减速状态的情况下，第一驱动轴的目标扭矩由总驱动扭矩与第二预设扭矩之差转变为第一预设扭矩，第二驱动轴的目标扭矩由第二预设扭矩转变为总驱动扭矩与第一预设扭矩之差。
在一些实施例中，第一驱动轴的目标扭矩为正值或负值，第二驱动轴为负值或正值。即在第一驱动轴的目标扭矩为正值的情况下，第二驱动轴的目标扭矩为负值，反之亦然。
由此，基于车辆所处的变速状态，总驱动扭矩以及至少两个驱动轴各自的预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩。其中，通过设置第一驱动轴的目标扭矩均为正值或均为负值，设置第二驱动轴的目标扭 矩均为负值或均为正值，以此使得第一驱动轴和第二驱动轴的目标扭矩，基于变速状态进行切换的时候，不会出现扭矩过零的现象。如此，直接避免了由于扭矩过零现象带来的传动***的抖动和冲击较大，以及油门和刹车响应较慢两者不能兼顾的问题。
为了更加清楚的描述车辆的控制方法，如图6所示，该方法具体可以包括以下步骤：
S610，获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩。该步骤的具体描述请详见S310的具体内容，在此不再赘述。
S620，判断驾驶状态值是否满足预设条件，若是，则执行S630，若否，执行S650。
S630，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩。该步骤的具体描述请详见S320的具体内容，在此不再赘述。
S640，根据目标扭矩控制车辆的至少两个驱动轴转动。该步骤的具体描述请详见S330的具体内容，在此不再赘述。
S650，根据总驱动扭矩，以及预设参数或预设过零扭矩确定至少两个驱动轴在第三时刻的目标扭矩。
其中，第三时刻晚于第一时刻。预设参数和预设过零扭矩是基于实际需要或者经验预先设置的。其中，预设过零扭矩用于在总驱动扭矩为零的时刻维持至少两个驱动轴转动。
具体地，在车辆的驾驶状态值不满足预设条件的情况下，基于预设参数或预设过零扭矩，以及在第一时刻获取的车辆正常行驶所需的总驱动扭矩，通过判断总驱动扭矩是否为零，以便于在不同情况下，确定至少两个驱动轴各自在第三时刻的目标扭矩。
在一个实施例中，至少两个驱动轴包括第一驱动轴和第二驱动轴，上述涉及的步骤S650具体包括：
在总驱动扭矩不为零的情况下，确定第一扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一扭矩之差为第二驱动轴的目标扭矩，其中，第一扭矩为预设参数与总驱动扭矩的乘积；
在总驱动扭矩为零的情况下，确定第一预设过零扭矩为第一驱动轴的目标扭矩，第二预设过零扭矩为第二驱动轴的目标扭矩。
其中，预设参数取值范围为[0，1]，第一预设过零扭矩与第二预设过零扭矩可以相同，也可以不同，在此不作限定。
另外，需要说明的是，第一驱动轴包括至少一个驱动轴，第二驱动轴包括至少一个驱动轴，第一驱动轴和第二驱动轴所包含驱动轴的数量之和为至少两个驱动轴的数量。
作一个示例，假设预设参数为a，第一预设过零扭矩为B，第二预设过零扭矩为C，总驱动扭矩为T。在总驱动扭矩不为零的情况下，在车辆包括两个驱动轴的情况下，即第一驱动轴包括一个驱动轴，第二驱动轴包括一个驱动轴且车辆的驾驶状态值不满足预设条件，确定a*T为第一驱动轴的目标扭矩，确定(1-a)*T为第二驱动轴的目标扭矩；在总驱动扭矩为零的情况下，确定第一预设过零扭矩B为第一驱动轴的目标扭矩，第二预设过零扭矩C为第二驱动轴的目标扭矩。
作另一示例，在总驱动扭矩不为零的情况下，且车辆包括多个驱动轴，即大于两个驱动轴的情况下，即第一驱动轴包括至少一个驱动轴，第二驱动轴包括至少一个驱动轴，确定处于车辆尾部依次排列的至少一个驱动轴为第一驱动轴，处于车辆头部方向依次排列的至少一个驱动轴为第二驱动轴。则在车辆的驾驶状态值不满足预设条件，确定a*T为第一驱动轴的目标扭矩，确定(1-a)*T为至少一个第二驱动轴的目标扭矩。也就是说，第一驱动轴包括的多个驱动轴的目标之和为a*T，第二驱动轴包括的多个驱动轴的目标扭矩之和为(1-a)*T。在总驱动扭矩为零的情况下，确定B为第一驱动轴的目标扭矩，C为第二驱动轴的目标扭矩。也就是说，第一驱动轴包括的多个驱动轴的目标扭矩之和为B，第二驱动轴包括的多个驱动轴的目标扭矩之和为C。其中，每一驱动轴的目标扭矩的确定方式如上，在此不再赘述。
在一个实施例中，在确定至少两个驱动轴在第三时刻的目标扭矩之后，该方法还包括：
对目标扭矩进行滤波处理，得到滤波后的目标扭矩。
由此，通过对至少两个驱动轴在第三时刻的目标扭矩进行滤波处理，以便得到优化后的目标扭矩，进而可以在控制至少两个驱动轴转动的时候，减小抖动和冲击，优化了用户的驾驶感受。
除此之外，在一个实施例中，在S650之后，该方法还包括：
获取车辆在第四时刻的驾驶状态值，其中，第四时刻晚于第三时刻；
在第四时刻的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
具体地，在根据总驱动扭矩，以及预设参数或预设过零扭矩确定每一驱动轴的目标扭矩之后，获取车辆当前时刻的驾驶状态值，以便在驾驶状态值满足预设条件的情况下，可以根据总驱动扭矩和预设扭矩进一步确定每一驱动轴在下一时刻的目标扭矩，进而控制驱动轴转动。
示例性的，如图4所示，在t 1时刻之前，车辆是依据基于总驱动扭矩、预设参数和预设过零扭矩确定的目标扭矩，控制第一驱动轴和第二驱动轴转动的。假设此时第一驱动轴和第二驱动轴目标扭矩分别为X、Y。当车辆的驾驶状态值满足预设条件的时候，需要依据总驱动扭矩和预设扭矩确定第一驱动轴和第二驱动轴各自的目标扭矩。假设此时第一驱动轴和第二驱动轴的目标扭矩为M、N，则在t 1到t 2的过程中，第一时刻的目标扭矩需要从X转变为M，第二驱动轴的目标扭矩需要从Y转变为N。
由此，实现了在不同情况下，确定的每一驱动轴的目标扭矩的转化，实现了车辆的自动化控制。
在另一个实施例中，在S640之后，该方法还包括：
获取车辆在第五时刻的驾驶状态值，第五时刻晚于第二时刻；
在第五时刻的驾驶状态值不满足预设条件的情况下，根据总驱动扭矩，以及预设参数或预设过零扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
具体地，在根据总驱动扭矩和预设扭矩确定每一驱动轴的目标扭矩之后，获取车辆当前时刻的驾驶状态值，以便在驾驶状态值不满足预设条件的情况下，可以根据总驱动扭矩，以及预设参数或预设过零扭矩进一步确定每一驱动轴在下一时刻的目标扭矩，进而控制驱动轴转动。
由此，可以通过获取当前时刻的车辆的驾驶状态值，判断当前时刻的 驾驶状态值是否满足预设条件，在当前时刻的驾驶状态值满足预设条件的情况下，基于总驱动扭矩和至少两个驱动轴各自的预设扭矩确定至少两个驱动轴在当前时刻的目标扭矩，在当前时刻的驾驶状态值不满足预设条件的情况下，基于总驱动扭矩，以及预设参数或预设过零扭矩确定至少两个驱动轴在下一时刻的目标扭矩。如此，可以自动控制车辆正常行驶，提高了用户的驾驶体验。
基于相同的发明构思，本申请实施例还提供了一种车辆的控制装置。具体结合图7进行说明
图7是本申请实施例提供的一种车辆的控制装置的结构示意图。
如图7所示，该车辆的控制装置700可以包括：获取模块710、确定模块720和控制模块730。
获取模块710，用于获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴各自的预设扭矩；
确定模块720，用于在驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在第二时刻的目标扭矩；
控制模块730，用于在第二时刻，根据目标扭矩控制电动车的至少两个驱动轴转动。
在一些实施例中，预设扭矩表征为至少两个驱动轴各自保持齿面贴合的扭矩。
在一些实施例中，驾驶状态值包括预设时间段内的踩压踏板的平均深度值、车辆的平均加速度、车辆的方向盘的平均转动角度中至少一个。
在一些实施例中，确定模块还用于根据总驱动扭矩与预设扭矩，确定车辆的变速状态，其中，变速状态包括减速状态和加速状态；
确定模块还用于根据变速状态、总驱动扭矩和预设扭矩，确定至少两个驱动轴在第二时刻的目标扭矩。
在一些实施例中，确定模块还用于确定总驱动扭矩小于第一扭矩之和时，车辆处于减速状态；
确定模块还用于确定总驱动扭矩不小于第一扭矩之和时，车辆处于加速状态。
在一些实施例中，至少两个驱动轴包括第一驱动轴和第二驱动轴，确定模块还用于在车辆处于减速状态的情况下，确定第一预设扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一预设扭矩之差为第二驱动轴的目标扭矩；
确定模块还用于在车辆处于加速状态的情况下，确定第二预设扭矩为第二驱动轴的目标扭矩，总驱动扭矩与第二预设扭矩之差为第一驱动轴的目标扭矩；
其中，第一驱动轴的目标扭矩为正值或负值，第二驱动轴为负值或正值。
在一些实施例中，确定模块，还用于在驾驶状态值不满足预设条件的情况下，根据总驱动扭矩，以及预设参数或预设过零扭矩，确定至少两个驱动轴在第三时刻的目标扭矩；
控制模块，还用于在第三时刻，根据目标扭矩控制至少两个驱动轴转动。
在一些实施例中，至少两个驱动轴包括第一驱动轴和第二驱动轴，确定模块还用于在总驱动扭矩不为零的情况下，确定第一扭矩为第一驱动轴的目标扭矩，总驱动扭矩与第一扭矩之差为第二驱动轴的目标扭矩，其中，第一扭矩为预设参数与总驱动扭矩的乘积；
确定模块，还用于在总驱动扭矩为零的情况下，确定第一预设过零扭矩为第一驱动轴的目标扭矩，第二预设过零扭矩为第二驱动轴的目标扭矩。
在一些实施例中，预设过零扭矩用于在总驱动扭矩为零的时刻维持至少两个驱动轴转动。
在一些实施例中，获取模块还用于获取车辆在第四时刻的驾驶状态值，其中，第四时刻晚于第三时刻；
确定模块还用于在第四时刻的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和预设扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
在一些实施例中，获取模块还用于获取车辆在第五时刻的驾驶状态值，第五时刻晚于第二时刻；
确定模块还用于在第五时刻的驾驶状态值不满足预设条件的情况下， 根据总驱动扭矩，以及预设参数或预设过零扭矩确定至少两个驱动轴在下一时刻的目标扭矩。
在一些实施例中，第一驱动轴包括至少一个驱动轴，第二驱动轴包括至少一个驱动轴，第一驱动轴和第二驱动轴所包含驱动轴的数量之和为至少两个驱动轴的数量。
由此，在车辆行驶的过程中，通过获取车辆在第一时刻的驾驶状态值、总驱动扭矩和至少两个驱动轴的第一扭矩，以此在车辆的驾驶状态值满足预设条件的情况下，根据总驱动扭矩和第一扭矩确定至少两个驱动轴在第二时刻的目标扭矩，使得在第二时刻，根据目标扭矩控制该车辆的至少两个驱动轴转动，以使车辆正常行驶。
本申请实施例提供的车辆的控制装置中的各个模块可以实现图3、图5和图6所示实施例的方法步骤，并能达到与其相应的技术效果，为简洁描述，在此不再赘述。
图8是本申请实施例提供的一种车辆的控制设备的结构示意图。
如图8所示，本实施例中的车辆的控制设备800包括输入设备801、输入接口802、中央处理器803、存储器804、输出接口805、以及输出设备806。其中，输入接口802、中央处理器803、存储器804、以及输出接口805通过总线810相互连接，输入设备801和输出设备806分别通过输入接口802和输出接口805与总线810连接，进而与信息获取设备800的其他组件连接。
具体地，输入设备801接收来自外部的输入信息，并通过输入接口802将输入信息传送到中央处理器803；中央处理器803基于存储器804中存储的计算机可执行指令对输入信息进行处理以生成输出信息，将输出信息临时或者永久地存储在存储器804中，然后通过输出接口805将输出信息传送到输出设备806；输出设备806将输出信息输出到信息获取设备800的外部供用户使用。
在一个实施例中，图8所示的车辆的控制设备800包括：存储器804，用于存储程序；处理器803，用于运行存储器中存储的程序，以执行本申请实施例提供的图3、图5和图6中任一所示实施例的方法。
本申请实施例还提供一种可读存储介质，该可读存储介质上存储有程序或指令；该程序或指令被处理器执行时实现本申请实施例提供的图3、图5和图6中任一所示实施例的方法。
需要明确的是，本申请并不局限于上文所描述并在图中示出的特定配置和处理。为了简明起见，这里省略了对已知方法的详细描述。在上述实施例中，描述和展示出了若干具体地步骤作为示例。但是，本申请的方法过程并不限于所描述和展示出的具体步骤，本领域的技术人员可以在领会本申请的精神后，做出各种改变、修改和添加，或者改变步骤之间的顺序。
以上的结构框图中所示的功能块可以实现为硬件、软件、固件或者它们的组合。当以硬件方式实现时，其可以例如是电子电路、专用集成电路(Application SpecificIntegrated Circuit，ASIC)、适当的固件、插件、功能卡等等。当以软件方式实现时，本申请的元素是被用于执行所需任务的程序或者代码段。程序或者代码段可以存储在机器可读介质中，或者通过载波中携带的数据信号在传输介质或者通信链路上传送。“机器可读介质”可以包括能够存储或传输信息的任何介质。机器可读介质的例子包括电子电路、半导体存储器设备、只读存储器(Read-Only Memory，ROM)、闪存、可擦除ROM(EROM)、软盘、CD-ROM、光盘、硬盘、光纤介质、射频(Radio Frequency，RF)链路，等等。代码段可以经由诸如因特网、内联网等的计算机网络被下载。
还需要说明的是，本申请中提及的示例性实施例，基于一系列的步骤或者装置描述一些方法或***。但是，本申请不局限于上述步骤的顺序，也就是说，可以按照实施例中提及的顺序执行步骤，也可以不同于实施例中的顺序，或者若干步骤同时执行。
以上所述，仅为本申请的具体实施方式，所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，上述描述的***、模块和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。应理解，本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本申请的保护范围之内。

Claims (15)

  1. 一种车辆的控制方法，应用于车辆，所述车辆包括至少两个驱动轴，包括：
    获取所述车辆在第一时刻的驾驶状态值、总驱动扭矩和所述至少两个驱动轴各自的预设扭矩；
    在所述驾驶状态值满足预设条件的情况下，根据所述总驱动扭矩和所述预设扭矩确定所述至少两个驱动轴在第二时刻的目标扭矩；
    在第二时刻，根据所述目标扭矩控制所述车辆的所述至少两个驱动轴转动。
  2. 根据权利要求1所述的方法，其中，所述预设扭矩表征为至少两个驱动轴各自保持齿面贴合的扭矩。
  3. 根据权利要求1所述的方法，其中，所述驾驶状态值包括预设时间段内的踩压踏板的平均深度值、所述车辆的平均加速度、所述车辆的方向盘的平均转动角度中至少一个。
  4. 根据权利要求1所述的方法，其中，所述根据所述总驱动扭矩和所述预设扭矩确定所述至少两个驱动轴在第二时刻的目标扭矩，包括：
    根据所述总驱动扭矩与所述预设扭矩，确定所述车辆的变速状态，其中，所述变速状态包括减速状态和加速状态；
    根据所述变速状态、所述总驱动扭矩和所述预设扭矩，确定所述至少两个驱动轴在第二时刻的目标扭矩。
  5. 根据权利要求4所述的方法，其中，所述根据所述总驱动扭矩与所述预设扭矩，确定所述车辆的变速状态，包括：
    确定所述总驱动扭矩小于所述预设扭矩之和时，所述车辆处于减速状态；
    确定所述总驱动扭矩不小于所述预设扭矩之和时，所述车辆处于加速状态。
  6. 根据权利要求4所述的方法，其中，所述至少两个驱动轴包括第一驱动轴和第二驱动轴；所述根据所述变速状态、所述总驱动扭矩和所述预设扭矩，确定所述至少两个驱动轴在第二时刻的目标扭矩，包括：
    在所述车辆处于减速状态的情况下，确定第一预设扭矩为所述第一驱动轴的目标扭矩，所述总驱动扭矩与所述第一预设扭矩之差为所述第二驱动轴的目标扭矩；
    在所述车辆处于加速状态的情况下，确定第二预设扭矩为所述第二驱动轴的目标扭矩，所述总驱动扭矩与所述第二预设扭矩之差为所述第一驱动轴的目标扭矩，
    其中，所述第一驱动轴的目标扭矩为正值或负值，所述第二驱动轴为负值或正值。
  7. 根据权利要求1所述的方法，其中，所述方法还包括：
    在所述驾驶状态值不满足所述预设条件的情况下，根据所述总驱动扭矩，以及预设参数或预设过零扭矩，确定所述至少两个驱动轴在第三时刻的目标扭矩；
    在所述第三时刻，根据所述目标扭矩控制所述至少两个驱动轴转动。
  8. 根据权利要求7所述的方法，其中，所述至少两个驱动轴包括第一驱动轴和第二驱动轴，所述根据总驱动扭矩，以及预设参数或预设过零扭矩，确定至少两个驱动轴在第三时刻的目标扭矩，包括：
    在所述总驱动扭矩不为零的情况下，确定第一扭矩为所述第一驱动轴的目标扭矩，所述总驱动扭矩与所述第一扭矩之差为所述第二驱动轴的目标扭矩，其中，所述第一扭矩为所述预设参数与所述总驱动扭矩的乘积；
    在所述总驱动扭矩为零的情况下，确定第一预设过零扭矩为所述第一驱动轴的目标扭矩，第二预设过零扭矩为所述第二驱动轴的目标扭矩。
  9. 根据权利要求8所述的方法，其中，所述预设过零扭矩用于在所述总驱动扭矩为零的时刻维持至少两个驱动轴转动。
  10. 根据权利要求7所述的方法，其中，所述方法还包括：
    获取所述车辆在第四时刻的驾驶状态值，其中，所述第四时刻晚于所述第三时刻；
    在所述第四时刻的驾驶状态值满足预设条件的情况下，根据所述总驱动扭矩和所述预设扭矩确定所述至少两个驱动轴在下一时刻的目标扭矩。
  11. 根据权利要求1所述的方法，其中，所述方法还包括：
    获取所述车辆在第五时刻的驾驶状态值，所述第五时刻晚于第二时刻；
    在所述第五时刻的驾驶状态值不满足预设条件的情况下，根据所述总驱动扭矩，以及预设参数或预设过零扭矩确定所述至少两个驱动轴在下一时刻的目标扭矩。
  12. 根据权利要求6或8所述的方法，其中，所述第一驱动轴包括至少一个驱动轴，所述第二驱动轴包括至少一个驱动轴，所述第一驱动轴和所述第二驱动轴所包含驱动轴的数量之和为所述至少两个驱动轴的数量。
  13. 一种车辆的控制装置，应用于车辆，所述车辆包括至少两个驱动轴，包括：
    获取模块，用于获取所述车辆在第一时刻的驾驶状态值、总驱动扭矩和所述至少两个驱动轴各自的预设扭矩；
    确定模块，用于在所述驾驶状态值满足预设条件的情况下，根据所述总驱动扭矩和所述预设扭矩确定所述至少两个驱动轴在第二时刻的目标扭矩；
    控制模块，用于在第二时刻，根据所述目标扭矩控制所述电动车的所述至少两个驱动轴转动。
  14. 一种车辆的控制设备，所述设备包括：处理器以及存储有程序或指令的存储器；
    所述处理器读取并执行所述程序或指令，以实现如权利要求1-12任意一项所述的车辆的控制方法。
  15. 一种存储介质，所述存储介质上存储有程序或指令，所述程序或 指令被处理器执行时实现如权利要求1-12任意一项所述的车辆的控制方法。
PCT/CN2021/140740 2021-07-23 2021-12-23 车辆的控制方法、装置、设备及介质 WO2023000610A1 (zh)

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