CN118025175B

CN118025175B - Vehicle control method and device based on distributed driving and vehicle

Info

Publication number: CN118025175B
Application number: CN202410310763.XA
Authority: CN
Inventors: 王斌; 程志腾; 童帅; 闫富煦
Original assignee: China National Heavy Duty Truck Group Jinan Power Co Ltd
Current assignee: China National Heavy Duty Truck Group Jinan Power Co Ltd
Priority date: 2024-03-19
Filing date: 2024-03-19
Publication date: 2024-08-27
Anticipated expiration: 2044-03-19
Also published as: CN118025175A

Abstract

The application provides a vehicle control method and device based on distributed driving and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring actual wheel end torque of a slipping wheel and axle load of a driving axle where the slipping wheel is positioned, and acquiring a current ground attachment coefficient according to the actual wheel end torque and the axle load; the basic torque limiting proportion of the drive axle is obtained, and a torque limiting instruction is sent to a preset power source according to a preset proportion adjusting rule; after the slipping wheels stop slipping, the current wheel end torque is set to be the maximum allowable wheel end torque, so that the torque output of the preset power source is controlled according to the maximum allowable wheel end torque and the current ground attachment coefficient. According to the application, the actual ground attachment coefficient is obtained, so that the power output control is more in line with the actual running condition and the current environment; the torque output is adjusted based on the current wheel end torque and the actual ground attachment coefficient when no slip occurs, the slip of the vehicle is reduced, and good power output of the vehicle is ensured.

Description

Vehicle control method and device based on distributed driving and vehicle

Technical Field

The present application relates to a vehicle control technology, and in particular, to a vehicle control method and device based on distributed driving, and a vehicle.

Background

Current hybrid vehicle powertrain systems employ a system that incorporates an engine and an electric machine. In a hybrid vehicle, the engine and the motor can work in an optimized manner in accordance with driving conditions such as speed, acceleration demand, or road surface condition. This flexible power management enables the hybrid vehicle to reduce environmental pollution while efficiently utilizing fuel.

In the current hybrid vehicle technology, the central function of an Anti-Slip control system (ASR) is to monitor wheel speeds in real time to identify and address Slip conditions. Specifically, the system monitors the rotational speed of each wheel mainly by a wheel speed sensor, and detects abnormal changes in rotational speed by comparing these data. For example, if the rotational speed of one wheel is suddenly significantly higher than that of the other wheel, it is determined that the wheel is slipping. Measures are usually taken immediately at this point to reduce or eliminate slip. Such as reducing torque transferred from a power source (engine or motor) to the wheels, reducing the power output of the wheels to reduce slip between the wheels and the road surface.

However, existing anti-slip control strategies focus primarily on a single torque reduction. This approach may not always be most effective under complex or extreme road conditions. A simple torque reduction strategy may not meet the vehicle launch requirements in the face of constant slip or particularly slippery road surfaces. This not only limits the power performance of the vehicle, but may also affect the safety of driving.

Disclosure of Invention

The application provides a vehicle control method and device based on distributed driving and a vehicle, which are used for solving the problem of wheel slip of the distributed driving vehicle.

In a first aspect, the present application provides a vehicle control method based on distributed driving, applied to a vehicle implementing distributed driving control by a plurality of drive axles, including:

monitoring the running state of each wheel of a vehicle, after confirming that any wheel slips, acquiring the actual wheel end torque when the slipping wheel slips and the axle load of a drive axle where the slipping wheel is positioned, and inquiring and acquiring the current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load;

Based on a driving axle where the slipping wheels are located, acquiring a basic torque limiting proportion of a preset power source of the driving axle, sending a torque limiting instruction to the preset power source according to the basic torque limiting proportion and a preset proportion adjustment rule, and monitoring and confirming whether the slipping wheels stop slipping;

After the slipping wheel is confirmed to stop slipping, setting the current wheel end torque of the slipping wheel as the maximum allowable wheel end torque of the slipping wheel so as to control the torque output of the preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and completing the control of the vehicle.

In one possible design, the method further comprises:

monitoring the running state of each wheel of a vehicle, after confirming that each wheel does not slip, acquiring axle load of each drive axle and a preset ground attachment coefficient, and setting the preset ground attachment coefficient as the current ground attachment coefficient of the vehicle;

inquiring and acquiring a wheel end torque threshold corresponding to each driving axle according to the current ground attachment coefficient and the axle load of each driving axle;

And setting a wheel end torque threshold corresponding to the driving axle as the maximum allowable wheel end torque of the corresponding wheel based on the corresponding relation among the driving axle, the preset power source and the wheels so as to control the torque output of the corresponding preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient and complete the control of the vehicle.

In one possible design, the obtaining the basic torque limitation ratio of the preset power source of the driving axle based on the driving axle where the slipping wheel is located includes:

If the preset power source of the drive axle is an engine, acquiring a plurality of power output parameters matched with the engine according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the engine by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters;

Or/and the combination of the two,

If the preset power source of the drive axle is a motor, acquiring a plurality of power output parameters matched with the motor according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the motor by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters.

In one possible design, the sending a limiting torque command to the preset power source according to the base torque limiting proportion and a preset proportion adjustment rule includes:

Acquiring a current torque limiting proportion, sending a torque limiting instruction to the preset power source according to the current torque limiting proportion, and judging whether the slipping wheels stop slipping after the torque limiting of the preset power source is completed;

and if the slipping wheels do not stop slipping, increasing and updating the current torque limiting proportion according to a preset increasing amplitude.

In one possible design, the axle load acquisition includes:

Acquiring preset vehicle type configuration information, current vehicle weight and current vehicle environment information of the vehicle, wherein the current environment information comprises gradient information of the current position of the vehicle;

and calculating and acquiring axle load of the drive axle by adopting a preset axle load algorithm according to the vehicle type configuration information, the current vehicle weight and the current vehicle environment information.

In one possible design, the obtaining the actual wheel end torque when the slipping wheel slips and the axle load of the driving axle where the slipping wheel is located, and inquiring and obtaining the current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load includes:

Acquiring actual wheel end torque when the slipping wheels slip through a preset driving anti-slip system, and acquiring axle load of a driving axle where the slipping wheels are positioned;

And inquiring and acquiring a ground attachment coefficient matched with the actual wheel end torque and the axle load according to a preset braking relation table, and setting the ground attachment coefficient as the current ground attachment coefficient of the vehicle.

In one possible design, the method further comprises:

After the high-voltage power-on of the vehicle is determined to be completed, acquiring a wheel end torque preset value and a ground attachment coefficient preset value of wheels corresponding to each driving axle, and setting the wheel end torque preset value as the maximum allowable wheel end torque of the vehicle;

And acquiring the pedal opening of the vehicle, controlling the vehicle according to the maximum allowable wheel end torque and the preset value of the ground attachment coefficient when the pedal opening of the vehicle is not zero, and monitoring the running state of each wheel of the vehicle through a preset driving anti-skid system.

In one possible design, the power output parameters include a rear axle speed ratio, a transmission speed ratio, clutch torque transfer efficiency, and current gear information of the vehicle.

In a second aspect, the present application provides a control apparatus comprising:

The data acquisition module is used for monitoring the running state of each wheel of the vehicle, acquiring the actual wheel end torque when the slipping wheel slips and the axle load of a drive axle where the slipping wheel is positioned after confirming that any wheel slips, and inquiring and acquiring the current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load;

the torque adjustment module is used for acquiring a basic torque limiting proportion of a preset power source of the drive axle based on the drive axle where the slipping wheel is located, sending a limiting torque instruction to the preset power source according to the basic torque limiting proportion and a preset proportion adjustment rule, and monitoring and confirming whether the slipping wheel stops slipping or not;

And the vehicle control module is used for setting the current wheel end torque of the slipping wheel as the maximum allowable wheel end torque of the slipping wheel after the slipping wheel is confirmed to stop slipping, so as to control the torque output of the preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and complete the control of the vehicle.

In a third aspect, the present application provides a vehicle comprising: a processor, and a memory communicatively coupled to the processor;

The memory stores computer-executable instructions;

The processor executes the computer-executable instructions stored in the memory to implement the method described above.

In a fourth aspect, the present application provides a computer readable storage medium having stored therein computer executable instructions which when executed by a processor are adapted to carry out the above method.

According to the vehicle control method and device based on distributed driving and the vehicle, the running state of each wheel is monitored in real time, so that the vehicle can timely react when any wheel slips. The monitoring and response mechanism not only improves the adaptability of the vehicle to complex driving environments, but also enhances the stability and safety of the vehicle in emergency situations. The actual state of the vehicle can be known more accurately by capturing the actual wheel end torque and axle load of the slipping wheels. And based on the actual ground attachment coefficient, the power output control is more in line with the actual running condition of the vehicle and the current environment of the vehicle. According to the driving axle where the slipping wheels are located, the basic torque limiting proportion of the corresponding preset power source is obtained, a limiting torque instruction is sent out according to the proportion, the state of the slipping wheels is monitored, the fact that the vehicle can quickly and effectively adjust torque output under the slipping condition is guaranteed, and therefore the response capability of the vehicle to sudden driving conditions is enhanced. After the slipping wheels are confirmed to stop slipping, the current wheel end torque is set to be the maximum allowable wheel end torque, and the torque output is adjusted based on the maximum allowable wheel end torque and the actual ground attachment coefficient.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a vehicle control method based on distributed driving according to an embodiment of the present application;

FIG. 2 is a flow chart of a method for presetting power source torque output when wheels do not slip according to an embodiment of the present application;

FIG. 3 is a schematic flow chart of a method for obtaining axle load of a driving axle according to an embodiment of the present application;

FIG. 4 is a flow chart of a method for obtaining a basic torque limitation ratio of a preset power source of a driving axle according to an embodiment of the present application;

FIG. 5 is a flowchart of a method for issuing a torque limiting command to a preset power source according to an embodiment of the present application;

FIG. 6 is a flowchart of a method for querying and obtaining a current ground attachment coefficient of a vehicle according to an embodiment of the present application;

FIG. 7 is a flow chart of a method provided prior to monitoring the operational status of each wheel of a vehicle in accordance with an embodiment of the present application;

fig. 8 is a schematic structural diagram of a distributed driving heavy truck according to an embodiment of the present application;

FIG. 9 is a schematic diagram of a torque transmission path for a distributed drive heavy truck provided in an embodiment of the present application;

FIG. 10 is a schematic illustration of a braking relationship provided by an embodiment of the present application;

FIG. 11 is a flowchart of a method for overall control according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of a control device according to an embodiment of the present application;

fig. 13 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

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 do not represent all implementations consistent with the application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the application, as detailed in the accompanying claims, rather than all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

First, the related concepts or nouns related to the present application are explained:

Wheel end torque: refers to the torque acting on the wheels, even if the wheels are rotated. This force comes from the power transmitted from the engine to the wheels through the transmission system of the gearbox, propeller shaft, etc.

Axle load: refers to the weight acting on the axle of the vehicle. This includes the weight of the vehicle itself, the weight of the passengers and cargo.

Ground attachment coefficient: refers to the coefficient of friction between the tire and the ground. The strength of the grip between the tire and the road surface is described. This coefficient depends on various factors such as the type of tire, the condition of the road surface (dry, wet, slippery, snowy, etc.), temperature, etc.

In the prior art, slip control systems typically rely on sensors to monitor wheel speed to identify and address slip conditions. These systems attempt to restore traction to the wheels, primarily by dynamically adjusting the power output of the vehicle (e.g., reducing the torque output of the engine or motor). However, this approach may not be sufficiently sensitive or accurate under complex road conditions (e.g., slippery or variable road surfaces). Particularly in hybrid vehicles with multiple power sources (both engine and motor), it is often difficult in the prior art to effectively coordinate the output of each power source to accommodate a rapidly changing driving environment. A single torque reduction strategy is of concern without fully taking into account environmental factors such as ground attachment factors, which may lead to sacrifice of vehicle dynamics and response capabilities in some cases. For example, under steep grade or complex road conditions, reducing torque alone may not be sufficient to ensure vehicle stability and safety.

The application aims to provide a vehicle control method, in particular to a distributed driving system of a hybrid vehicle, so as to solve the limitation faced by the existing anti-skid control technology when dealing with complex driving environment. The prior art simple torque reduction strategy may not be effective in controlling the vehicle under continuous or particularly slippery road conditions, particularly during vehicle launch and acceleration phases. The application not only dynamically adjusts the power output based on the slip state of the wheels, but also combines road surface conditions, vehicle states and environmental factors to realize more comprehensive and accurate vehicle control. By monitoring the state of each wheel of the vehicle and calculating the ground attachment coefficient when slip occurs, it is possible to accurately judge the road surface condition and adjust the power output of the vehicle based on these information. The method not only can improve the traction force of the vehicle on the wet road surface, but also can maintain the optimal vehicle performance under different road conditions. For a multi-source powertrain vehicle, such as a hybrid vehicle, torque distribution is optimized by managing the output of the engine and the electric machine. According to the actual conditions of the wheels, such as a slip state, the output of each power source is automatically adjusted so as to keep the vehicle running stably and efficiently. In general, by comprehensively considering a vehicle power system, road surface conditions and environmental factors, the safety and stability of the vehicle under complex road conditions can be obviously improved while high-efficiency and environment-friendly driving can be ensured.

The following describes the technical scheme of the present application and how the technical scheme of the present application solves the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic flow chart of a vehicle control method based on distributed driving according to an embodiment of the present application. The vehicle control method based on distributed driving is applied to a vehicle realizing distributed driving control through a plurality of drive axles, as shown in fig. 1, and comprises the steps of S11-S13:

S11, monitoring the running state of each wheel of the vehicle, after confirming that any wheel slips, acquiring the actual wheel end torque and the axle load of a drive axle where the slipping wheel is located when the slipping wheel slips, and inquiring and acquiring the current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load.

In this embodiment, the running condition of each wheel is monitored first in real time, for example, including parameters such as rotational speed and acceleration. After any one wheel is confirmed to slip, the actual wheel end torque of the slipping wheel at the slip moment is obtained. The actual wheel end torque refers to the moment transmitted by the contact position of the wheels and the ground, and is directly related to the traction force and the driving stability of the vehicle. For example, the wheel end torque at the moment of slip is accurately measured and recorded by a torque sensor mounted on the wheel axle. Meanwhile, axle load of a driving axle where the slipping wheels are is also required to be obtained. The axle load refers to a vertical load acting on the axle, and the magnitude of the axle load is not only influenced by the dead weight and the load of the vehicle, but also closely related to the motion state of the vehicle and the road surface condition. The axle load can be obtained to judge the dynamic balance state of the vehicle. After the actual wheel end torque and axle load of the slipping wheels are obtained, the current ground attachment coefficient of the environment where the vehicle is located is calculated. The ground adhesion coefficient is an important index for measuring the friction between the wheels and the ground, and directly influences the traction and braking efficiency of the vehicle. For example, the attachment coefficient under the current road surface condition is calculated according to the actual wheel end torque and the axle load through a preset data model and algorithm. For example, wet road adhesion coefficients are generally lower, while dry asphalt road surfaces are higher. Through the series of monitoring and data analysis, various driving conditions can be responded more accurately, so that the driving safety is ensured, and meanwhile, the driving stability and the driving comfort are improved.

S12, based on the driving axle where the slipping wheels are located, obtaining a basic torque limiting proportion of a preset power source of the driving axle, sending a limiting torque instruction to the preset power source according to the basic torque limiting proportion and a preset proportion adjustment rule, and monitoring and confirming whether the slipping wheels stop slipping.

In this embodiment, the basic torque limitation ratio of the preset power source is obtained based on the drive axle where the slipping wheels are located, and is used for managing the power output of the vehicle in the case of slipping. In this process, it is first determined which axle's wheels are slipping and the power source, whether conventional engine or motor, to which the respective axle is connected is identified accordingly. The base torque limit ratio refers to the maximum torque percentage that the power source can safely output without causing further slip. Once the base torque limit ratio is determined, an appropriate torque adjustment amount is calculated according to a preset ratio adjustment rule. For example, on slippery roads, the scaling rules may require a greater torque reduction to prevent the wheels from losing traction. After the torque adjustment amount is determined, a torque limiting command is issued to the preset power source to reduce its output torque to control the driving force of the vehicle. Subsequently, it is necessary to continuously monitor the state of the slipping wheel to confirm whether or not to stop slipping. This monitoring includes analyzing the rotational speed data of the wheel to determine if the wheel is returning to within a normal rotational speed range. If the wheels are still in a slip state, further adjustment of the torque output is required, for example by increasing the magnitude of the torque reduction. The goal of the overall process is to maximize the drivability of the vehicle while ensuring safety and stability of the vehicle. By means of such power control, the vehicle can more flexibly cope with various driving conditions, especially in complex or extreme road conditions, such as rainy days, snowy or gritty roads. The control method not only increases the driving safety, but also improves the overall driving comfort and the vehicle performance.

And S13, after the slipping wheel is confirmed to stop slipping, setting the current wheel end torque of the slipping wheel as the maximum allowable wheel end torque of the slipping wheel so as to control the torque output of a preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient and complete the control of the vehicle.

In the present embodiment, after confirming that the slipping wheel stops slipping, the current wheel end torque of the wheel is set to its maximum allowable wheel end torque. The purpose of this step is to optimise the power output of the vehicle while ensuring driving safety. The maximum allowable wheel end torque represents the maximum power output that the wheel can withstand without causing the wheel to slip again. The determination of the maximum allowable wheel end torque involves a comprehensive combination of current driving conditions of the vehicle, including road surface conditions (e.g., dry, wet), vehicle speed, acceleration, and driving mode, etc. For example, on wet roads, the maximum allowable wheel end torque may be lower than on dry roads to reduce the risk of wheel loss. In addition, the ground attachment coefficient helps to more accurately determine the torque limit that the wheel can safely carry under the current road conditions. Once the maximum allowable wheel end torque is determined, the torque output of the preset power source is adjusted based on the maximum allowable wheel end torque and the current ground attachment coefficient. The regulation is not a mere reduction or lifting of the torque, but rather a power management that takes into account the environment of the vehicle more fully, with the aim of exerting as much as possible the maximum efficiency of the power source, on the basis of ensuring optimal traction and preventing wheel slip. In this way, the vehicle is able to maintain optimal power and stability performance under various road conditions, especially when the vehicle is started. This not only improves the adaptation of the vehicle in complex driving environments, but also enhances driving safety and comfort. In addition, such torque control is also important for improving fuel efficiency and reducing emissions of the vehicle, as it ensures that the power source operates in an optimized manner under a variety of conditions.

The application can timely respond when any wheel slips by monitoring the running state of each wheel in real time. Such a monitoring and response mechanism not only improves the vehicle's ability to adapt to complex driving environments, such as on slippery or uneven roadways, but also enhances the vehicle's stability and safety in emergency situations. The actual state of the vehicle can be known more accurately by capturing the actual wheel end torque and axle load of the slipping wheels. And based on the obtained actual ground attachment coefficient, the method is not only beneficial to reducing the sliding of the vehicle, but also enables the power output control to be more in line with the actual running condition of the vehicle and the current environment of the vehicle, thereby not only improving the fuel efficiency of the vehicle, but also optimizing the overall driving experience. According to the driving axle where the slipping wheels are located, the basic torque limiting proportion of the corresponding preset power source is obtained, a limiting torque instruction is sent out according to the proportion, the state of the slipping wheels is monitored, the fact that the vehicle can quickly and effectively adjust torque output under the slipping condition is guaranteed, and therefore the response capability of the vehicle to sudden driving conditions is enhanced. After the slipping wheels are confirmed to stop slipping, the current wheel end torque is set to be the maximum allowable wheel end torque, and the torque output is adjusted based on the maximum allowable wheel end torque and the actual ground attachment coefficient.

Fig. 2 is a schematic flow chart of a method for presetting power source torque output when wheels do not slip according to an embodiment of the present application. A specific explanation is given of the case when the wheel does not slip. On the basis of the above embodiment, as shown in fig. 2, steps S21 to S23 are included:

s21, monitoring the running state of each wheel of the vehicle, after confirming that each wheel does not slip, acquiring axle load of each drive axle and a preset ground attachment coefficient, and setting the preset ground attachment coefficient as the current ground attachment coefficient of the vehicle;

s22, inquiring and acquiring a wheel end torque threshold corresponding to each driving axle according to the current ground attachment coefficient and the axle load of each driving axle;

S23, setting a wheel end torque threshold corresponding to the drive axle as the maximum allowable wheel end torque of the corresponding wheel based on the corresponding relation among the drive axle, the preset power source and the wheels, so as to control the torque output of the corresponding preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and completing the control of the vehicle.

In the present embodiment, a power control method for a vehicle in the case where no slip phenomenon occurs in each wheel of the vehicle is described. To monitoring the running condition of each wheel of a vehicle to ensure that they are in normal running condition and have no slipping phenomenon. Such monitoring is typically accomplished by sensors that capture data of rotational speed, acceleration, etc. of the wheels, thereby ensuring smoothness and safety of the vehicle's travel. And after confirming that all wheels do not slip, acquiring axle load of each drive axle and preset ground attachment coefficients. The axle load refers to the weight acting on the vehicle axle, which is an important factor affecting vehicle stability and traction. At the same time, a preset floor attachment coefficient, which is stored in advance in the vehicle system, is also acquired. Specifically, the preset ground attachment coefficient is obtained through a series of road tests and laboratory simulation experiments. The tests were carried out under different weather and road conditions to cover as wide a driving environment as possible. Through these tests, a large amount of data was collected about the behaviour of the wheels under different conditions. These data are then subjected to data analysis and processing to ultimately determine the ground attachment coefficient value to represent the grip of the wheel under different road conditions. Further, in order to screen and acquire the preset ground attachment coefficient more conforming to the current environment from the plurality of preset ground attachment coefficients, by way of example, the geographic position information of the vehicle and the weather information of the current geographic position can be acquired, so that the more accurate preset ground attachment coefficient can be obtained through matching.

Next, after the preset floor adhesion coefficient is obtained, the preset floor adhesion coefficient is set as the current floor adhesion coefficient of the vehicle. And further acquiring a wheel end torque threshold corresponding to each driving axle according to the current ground attachment coefficient and the axle load of each driving axle. The wheel end torque threshold value refers to the maximum torque that the wheels can bear under the condition of keeping stable running, and is a key index for preventing the wheels from slipping and improving the drivability. Finally, the wheel end torque threshold value of each drive axle is set to the maximum allowable wheel end torque of the corresponding wheel based on the correspondence between the drive axle, the preset power source (such as an engine or a motor), and the wheels. The step realizes the optimal control of the vehicle power system, and the torque output of the corresponding preset power source is controlled according to the maximum allowable wheel end torque and the current ground attachment coefficient. Such power management ensures that the vehicle maintains optimal performance and safety under different road conditions while optimizing fuel efficiency and reducing emissions.

In a specific embodiment, fig. 3 is a schematic flow chart of a method for obtaining a axle load of a driving axle according to an embodiment of the present application. Is a specific description of one implementation of axle load acquisition in the above steps. On the basis of the above embodiment, as shown in fig. 3, steps S31 to S32 are included:

S31, acquiring preset vehicle type configuration information, current vehicle weight and current vehicle environment information of a vehicle, wherein the current environment information comprises gradient information of the current position of the vehicle;

s32, calculating and acquiring axle load of the drive axle by adopting a preset axle load algorithm according to the vehicle type configuration information, the current vehicle weight and the current vehicle environment information.

In the present embodiment, vehicle type configuration information preset for the vehicle is first acquired, which includes basic design parameters of the vehicle such as the vehicle type size, weight distribution, suspension type, and configuration of the drive system. This information provides the basic physical and dynamic framework of the vehicle, which is the premise for accurate axle load calculation. Next, the current actual vehicle weight of the vehicle is acquired. This step involves monitoring the total weight of the vehicle in real time, including the weight of the vehicle itself, the weight of the occupants and the load. The different loads can significantly affect the driving performance and axle load distribution of the vehicle. In addition to the vehicle model configuration and the vehicle weight, the current environmental information of the vehicle, in particular the gradient information of the current position of the vehicle, is also considered. Different grade conditions may result in a redistribution of vehicle weight between axles, affecting power output and vehicle stability. And after the information acquisition is completed, calculating the axle load of each drive axle by adopting a preset axle load algorithm. The algorithm is, for example, a computational model that takes into account the physical parameters of the vehicle, the load conditions and the driving environment to estimate the actual weight that each axle is subjected to. Because accurate axle load information can help the system better adjust torque output to accommodate current driving conditions. In this case, the weight of the vehicle is updated as the vehicle travels during the start of the vehicle, and the axle load is updated accordingly, thereby obtaining a more accurate axle load for the vehicle. Through this integrated data collection and calculation process, the vehicle is able to achieve optimal power output and traction control under different driving environments and load conditions. The safety and the driving stability of the vehicle are improved, and the vehicle is ensured to keep good performance under various road conditions.

In one embodiment, fig. 4 is a flowchart of a method for obtaining a base torque limitation ratio of a preset power source of a drive axle according to an embodiment of the present application. A specific explanation of one implementation of the basic torque limitation ratio acquisition in step S12 described above is provided. On the basis of the above embodiment, steps S41 to S42 are included:

S41, if the preset power source of the drive axle is an engine, acquiring a plurality of power output parameters matched with the engine according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the engine by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters.

In this embodiment, if the preset power source of the present transaxle is an engine, the preset power output parameter relationship is analyzed, and these parameters include, but are not limited to, the speed-torque curve of the engine, the fuel consumption rate, and the performance characteristics of the engine under different operating conditions. After these power output parameters are obtained that match the engine, a preset torque limit ratio algorithm is used to calculate the base torque limit ratio of the engine. Illustratively, the algorithm is a high-level mathematical model for predicting an optimal output of the engine based on current driving and road conditions. For example, such an algorithm may take into account current speed, acceleration demand, vehicle load, and road conditions, and after determining the slip ratio of the wheels, combine the characteristics of the engine to determine an optimal torque output to avoid over acceleration and potential slip conditions. The base torque limit ratio is not a fixed value but is dynamically adjusted according to the real-time running condition of the vehicle. For example, during wet or steep grade travel, the algorithm may recommend a lower torque output to prevent wheel slip; while on dry, flat roads, a higher torque output may be allowed to provide better acceleration performance.

In one specific embodiment, the power output parameters include a rear axle speed ratio, a transmission speed ratio, clutch torque transfer efficiency, and current gear information of the vehicle. The force output parameters matched to the engine include rear axle speed ratio, transmission speed ratio, clutch torque transfer efficiency. The rear axle speed ratio refers to the gear ratio of the main speed reducer of the differential, namely the ratio of the number of teeth of the driving gear and the driven gear of the differential. This ratio determines the torque and speed transfer relationship from the transmission output shaft to the wheels. I.e. determines the increase or decrease in engine torque as it is transmitted to the wheels. Higher rear axle speed ratios may increase torque, are suitable for providing better acceleration and hill climbing capabilities, but may reduce peak speed and fuel efficiency. In determining the base torque limit ratio, the rear axle ratio must be considered to ensure that the wheels do not slip due to excessive torque, particularly on low friction roadways. The transmission speed refers to the ratio of rotation between the input shaft (connecting the engine) and the output shaft (connecting the drive wheels) produced by the combination of gears of different gears in the vehicle transmission. This ratio determines how the rotational speed of the engine is converted to the rotational speed of the drive wheels, and the ratio of the transmission in different gears can affect the power output and fuel economy of the vehicle. In calculating the base torque limit ratio, it is necessary to consider the transmission ratio in different gear steps to ensure that the torque output by the engine in any gear step does not exceed the safety limits of the driveline.

In addition, clutch torque transfer efficiency is also considered. Clutch torque transfer efficiency describes the ability of a clutch to transfer power. The clutch will have some energy loss in transmitting torque, which will affect the torque value actually reaching the wheels. In determining the base torque limit ratio, considering the torque transfer efficiency of the clutch may ensure more accurate calculation, preventing the torque from being excessively large or small due to inaccurate estimation. By integrating these parameters, the basic torque limiting ratio under different driving conditions (such as different speeds and different road conditions) can be calculated through a preset algorithm program. Such calculations typically involve complex dynamics models and real-time feedback adjustments to accommodate different driving environments, ensuring maximization of vehicle performance and safety.

S42, if the preset power source of the drive axle is a motor, acquiring a plurality of power output parameters matched with the motor according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the motor by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters.

In this embodiment, when the preset power source of the transaxle is a motor, a plurality of power output parameters associated with the motor are collected and analyzed. These parameters include not only basic characteristics of the motor, such as torque-speed curve and power output, but also data directly related to the vehicle driving state, such as the current gear information of the vehicle. Next, a preset torque limit ratio algorithm is employed to calculate a base torque limit ratio of the motor. The performance characteristics of the motor are comprehensively considered, including the response capability of the motor under different loads and rotating speeds, and the power and torque output of the motor under each gear. Similar to an engine, the base torque limit ratio of the electric machine is dynamically variable as a result, depending on a variety of factors including the speed of the vehicle, the acceleration demand, the driving environment, and the characteristics of the electric machine itself. For example, when the vehicle is traveling at high speed, the algorithm may suggest a lower torque output to maintain the vehicle stationary; while in start-up acceleration or uphill driving, a higher torque output may be allowed to ensure adequate power support. Further, such calculation of the base torque limit ratio enables maximum exertion of its performance advantages while securing safety in consideration of characteristics of the electric vehicle such as a quick response and a high-performance conversion. Such a control strategy not only optimizes the driving experience of the vehicle, but also improves the overall energy efficiency.

In one embodiment, fig. 5 is a flowchart of a method for sending a torque limiting command to a preset power source according to an embodiment of the present application. A specific explanation of one implementation of transmitting the torque limiting command in step S13 is provided. On the above embodiment, as shown in fig. 5, steps S51 to S52 are included:

S51, acquiring a current torque limiting proportion, sending a torque limiting command to a preset power source according to the current torque limiting proportion, and judging whether the slipping wheels stop slipping after the torque limiting of the preset power source is completed;

and S52, if the slipping wheels do not stop slipping, increasing and updating the current torque limiting proportion according to the preset increasing amplitude.

In this embodiment, the current torque limit ratio is obtained after wheel slip is monitored. It should be noted that, if the limit torque command is sent for the first time, the current torque limit proportion is the base torque limit proportion; if not the first transmit torque limit command, i.e., adjusted, the adjusted torque limit ratio is the torque limit ratio. Next, a limit torque command is sent to the preset power source. This command may require the power source to adjust its torque output to reduce to a level consistent with the calculated torque limit ratio. Such adjustments involve reducing the fuel supply to the engine or adjusting the power output of the electric machine. It is intended to respond quickly and reduce wheel slip while maintaining the power performance and driving response of the vehicle as much as possible.

After the power source completes the limiting torque adjustment, the state of the wheels is continuously monitored to judge whether the slip is stopped. This typically involves analysing the data on wheel speed and traction to ensure that the wheel is returned to normal operation. If it is detected that the wheels are still in a slip state, the torque limiting ratio is further adjusted according to a preset increase amplitude. This adaptive adjustment strategy is to more effectively cope with sustained slip conditions and to restore traction of the vehicle by further reducing torque output of the power source. The process of increasing and updating the current torque limit ratio is an iterative adjustment mechanism aimed at gradually finding the optimal torque output balance point that prevents slip and maintains vehicle stability. It should be noted here that increasing and updating the current torque limit ratio according to the preset increase amplitude is a specific implementation example, and is not a limitation of the present application. Other means may be used to obtain the current torque limit ratio. The main purpose is to find out that the wheels no longer slip after the adjustment according to this current torque limit ratio.

In one embodiment, fig. 6 is a flowchart of a method for querying and obtaining a current ground attachment coefficient of a vehicle according to an embodiment of the present application. The method is a specific implementation manner for obtaining the current ground attachment coefficient when the wheel slips in the step S11. On the basis of the above embodiment, as shown in fig. 6, steps S61 to S62 are included:

S61, acquiring actual wheel end torque when a slipping wheel slips through a preset driving anti-slip system, and acquiring axle load of a driving axle where the slipping wheel is located;

S62, inquiring and acquiring a ground attachment coefficient matched with the actual wheel end torque and the axle load according to a preset brake relation table, and setting the ground attachment coefficient as the current ground attachment coefficient of the vehicle.

In this embodiment, the actual wheel end torque when the slipping wheel occurs slipping is obtained through the preset driving anti-slip system, and the axle load of the driving axle where the slipping wheel is located is obtained. The drive anti-skid system gathers various information about the vehicle in real time to ensure optimal driving safety and performance. Including but not limited to wheel speed, vehicle speed, steering angle, wheel end torque. When slip occurs, the drive anti-slip system immediately captures the actual wheel end torque of the slipping wheel. The wheel end torque reflects the actual rotational moment of the wheel when it is in contact with the road surface. Meanwhile, the axle load of the driving axle where the slipping wheel is located can be obtained. And then, inquiring and acquiring the ground attachment coefficient matched with the actual wheel end torque and the axle load according to a preset brake relation table. The brake relation table is a preset database (such as MAP) which contains the ground attachment coefficient data under different torque and axle load conditions. By comparing the actual measured value with the data in the brake relation table, the actual friction coefficient between the current wheel and the road surface can be determined. After determining the ground attachment coefficient, this value is set as the current ground attachment coefficient of the vehicle. And further, the driving strategy of the vehicle is dynamically adjusted, including but not limited to the optimization of torque output, the adjustment of braking force and the adjustment of power distribution. This approach allows the vehicle to adapt to different road conditions, such as slippery or dry road, thereby achieving more efficient power control and greater driving safety.

FIG. 7 is a flow chart of a method provided prior to monitoring the operational status of each wheel of a vehicle in accordance with an embodiment of the present application. On the basis of the above embodiment, as shown in fig. 7, steps S71 to S72 are included:

S71, after the high-voltage power-on of the vehicle is determined to be completed, acquiring a wheel end torque preset value and a ground attachment coefficient preset value of wheels corresponding to each driving axle, and setting the wheel end torque preset value as the maximum allowable wheel end torque of the vehicle;

S72, acquiring the pedal opening of the vehicle, controlling the vehicle according to the maximum allowable wheel end torque and the preset value of the ground attachment coefficient when the pedal opening of the vehicle is not zero, and monitoring the running state of each wheel of the vehicle through a preset driving anti-skid system.

In this embodiment, the operation of the vehicle power control system starts with determining the state after the power-up of the high-voltage electric system of the vehicle is completed. Once the high-voltage system is confirmed to be safely powered on, the preset value of the wheel end torque of the corresponding wheel of each driving axle and the preset value of the ground attachment coefficient are acquired. The wheel end torque preset is set based on vehicle design and performance requirements and represents the maximum torque that each wheel can safely withstand under normal operating conditions. Meanwhile, the preset value of the ground attachment coefficient reflects an expected friction force between the wheels and the road surface in a typical driving environment. Then, the wheel end torque preset value is set to the maximum allowable wheel end torque of the corresponding wheel. I.e. under normal operating conditions the power output of the wheels will not exceed this torque value in order to avoid excessive loads or slipping. Further, the pedal opening of the vehicle, which means the degree of operation of the accelerator or brake pedal by the driver, is also acquired. Pedal opening is an important parameter in understanding driver intent and vehicle response requirements. In the case where the pedal opening is not zero, i.e., when the driver has a driving demand, the vehicle is controlled according to the maximum allowable wheel end torque and the ground attachment coefficient preset value. Such controls include, but are not limited to, adjusting torque output of the power source, controlling acceleration and braking effort of the vehicle. Meanwhile, the running state of each wheel of the vehicle is monitored through a preset driving anti-skid system. The vehicle is ensured to respond to the instruction of the driver, meanwhile, good driving stability and safety are maintained, and smooth, sensitive and reliable driving experience is provided.

Fig. 8 is a schematic structural diagram of a distributed driving heavy truck according to an embodiment of the present application. Further description will now be made taking a hybrid distributed drive heavy truck as an example. The schematic structure of the vehicle is shown in fig. 8, and the vehicle is provided with a plurality of speed sensors to monitor the rotation speed of each wheel, so as to realize accurate control on the dynamic state of the vehicle. Specifically, the right front wheel 1 and the left front wheel 4 are equipped with a right front wheel speed sensor 2 and a left front wheel speed sensor 3, respectively, for capturing real-time data of the respective wheel speeds. Similarly, the middle axle right wheel 8 and the middle axle left wheel 11 are monitored by the middle axle right wheel speed sensor 9 and the middle axle left wheel speed sensor 10 respectively, and the rear axle right wheel 12 and the rear axle left wheel 17 are acquired in real time by the rear axle right wheel speed sensor 13 and the rear axle left wheel speed sensor 16. The power system of the vehicle is composed of an engine 5 and a high-speed motor 15, and power is transmitted through a clutch 6 and a transmission 7. The decelerator 14 is provided at the electrically driven rear axle. The speed reducer 14 mainly serves to reduce the rotation speed of the high-speed motor 15 to a rotation speed suitable for the wheels, thereby obtaining a suitable power output for the wheels of the rear axle. In this way, the speed reducer 14 not only contributes to improving the efficiency of the motor, but also ensures that the power requirements of the vehicle under different driving conditions are met.

With this configuration, the vehicle can realize distributed driving of the center axle (including the center axle right wheel 8 and the center axle left wheel 11) and the rear axle (including the rear axle right wheel 12 and the rear axle left wheel 17), thereby optimizing the overall power output and control accuracy. The important point is the real-time monitoring and analysis of the wheel speed. For example, if an abnormality occurs in the rotational speed of the right front wheel 1 (captured by the right front wheel speed sensor 2) compared with the rotational speed of the left front wheel 4 (captured by the left front wheel speed sensor 3), it can be judged accordingly whether or not slip has occurred, and the power output of the center axle (including the center axle right wheel 8 and the center axle left wheel 11) or the rear axle (including the rear axle right wheel 12 and the rear axle left wheel 17) is adjusted accordingly to prevent or reduce the occurrence of slip. Similarly, the rotational speed data of the center bridge wheel (captured by the center bridge right wheel speed sensor 9 and the center bridge left wheel speed sensor 10) and the rotational speed data of the rear bridge wheel (captured by the rear bridge right wheel speed sensor 13 and the rear bridge left wheel speed sensor 16) can also be monitored in real time. In addition, when the vehicle encounters a slip condition, not only the torque output can be adjusted according to the data of the sensor, but also the current weight and the environmental condition (such as gradient) of the vehicle can be integrated, and the output of the engine and the motor can be further adjusted. By this method, the vehicle can maintain stable running performance under various road conditions while maximizing power efficiency and driving comfort.

Fig. 9 is a schematic diagram of a torque transmission path of a distributed drive heavy truck according to an embodiment of the present application. There are two torque transmission paths in the figure, the first torque transmission path: this route starts with the engine 5 and then, through the clutch 6 and the gearbox 7, finally transfers to the drive axle, driving the wheels of the axle (right wheels 8 and left wheels 11). The core of this route is a conventional internal combustion engine drive system, in which the clutch 6 and gearbox 7 function to regulate and transfer the torque produced by the engine to suit different driving conditions. By controlling the engagement of the clutch 6 and the gear shifting strategy of the gearbox 7, the torque output can be optimized, ensuring smooth driving of the vehicle and adapting to different road conditions.

The second torque transmission path: the route starts from the electric drive system, torque is generated by the high-speed motor 15, and after the rotation speed is reduced by the speed reducer 14, the torque is transmitted to the rear axle to drive the wheels of the rear axle (the rear axle right wheel 12 and the rear axle left wheel 17). The high speed motor 15 provides a fast response and high efficiency power output and is particularly suitable for use in starting, low speed driving or where additional torque support is required. The electric drive system may operate independently or simultaneously with the engine system to provide additional power to the vehicle.

The independence and coordination of these two torque transmission paths are important features of the system design. They can work individually or simultaneously, and dynamically distribute and adjust the torque according to the actual running state and driving requirement of the vehicle. For example, during normal driving, the engine may be relied upon to drive primarily, while in the case of a start or uphill, etc., the motor may provide additional power support. The torque output of each drive axle can be adjusted in real time according to the rotation state of the wheels, such as the situation of skidding or insufficient traction force, so that the running stability and safety of the vehicle are ensured. Through the flexible torque management and power distribution strategy, the fuel efficiency can be improved, and the drivability of the vehicle can be optimized.

Fig. 10 is a schematic diagram of a braking relationship according to an embodiment of the present application. Specifically, a MAP of rim torque capacity (i.e., wheel end torque capacity) based on axle load and ground attachment coefficients. The MAP contains the maximum torque values that can be tolerated by the vehicle wheel under different axle loads and ground attachment coefficients. These data are calculated based on specific tire performance coefficients and tire structural parameters, the core goal of which is to determine the maximum torque that each wheel can withstand without slipping.

To construct MAP, wheel selection is first done to ensure that the selected tires are compatible with a 6 x 4 drive style heavy truck and are capable of meeting their performance requirements. Once the tire is selected, the maximum torque that the wheel can withstand under a variety of different loading and road conditions can be calculated based on the specific coefficient of performance and structural parameters of the tire. This calculation takes into account a number of possible driving scenarios, such as different road friction coefficients (e.g. dry asphalt, wet slippery mud, etc.), and different loading conditions of the vehicle. Integrating this MAP into the vehicle provides a reference for the vehicle to dynamically adjust the torque output. During actual driving, the control system monitors axle load of the vehicle in real time and estimates a ground attachment coefficient, and then determines the maximum allowable wheel end torque under the current condition by referring to MAP. In controlling the torque output of the vehicle, the system compares the actual output torque demand with the maximum allowable torque value in MAP to ensure that the output torque does not exceed the maximum bearing capacity of the wheels under the current road and load conditions. This minimizes the risk of skidding while optimizing the power performance and fuel efficiency of the vehicle.

Fig. 11 is a flowchart of a method for overall control according to an embodiment of the present application. Here, in order to roughly describe the control method of the present application as a whole, as shown in fig. 11, the control flow is as follows:

First, it is checked whether the high-low voltage power system of the vehicle has been successfully powered up. If not, a power-up process will be performed. If it is powered up, the next step will be performed.

And after the power-on is completed, acquiring a wheel end torque preset value and a ground attachment coefficient preset value. This wheel end torque preset value is then set to the maximum allowable wheel end torque of the vehicle in order to maximize the power output within a safe range.

Next, it is determined whether the pedal opening of the driver is zero. If zero, i.e. the driver has no intention to accelerate, maintaining the current state; if not, the next step is entered.

Judging whether the anti-skid control system sends out a skid command or not:

If the anti-skid control system does not send out a slip instruction, the maximum allowable wheel end torque is updated, and the vehicle is controlled according to the updated wheel end torque and the ground attachment coefficient value, so that the normal running of the vehicle is ensured.

If the anti-skid control system sends out a slip instruction, calculating the actual wheel end torque during slip, and determining the actual ground attachment coefficient according to the calculated weight and axle load of the vehicle by an AMT algorithm of the vehicle.

Then, judging the driving axle where the slipping wheel is located, and adopting different strategies according to the driving axle (middle axle or rear axle) where the slipping wheel is located:

At the time of the middle bridge: and determining the torque limiting proportion of the engine according to parameters such as the rear axle speed ratio, the gearbox speed ratio, the clutch torque transmission efficiency and the like. Then, a torque limiting command is issued to limit the output of the engine torque. If the wheels continue to slip, the torque limiting proportion is further adjusted until the wheels do not slip any more, and the torque at the moment is the maximum torque which can be born by the wheel end under the condition, namely the maximum allowable wheel end torque.

At the rear axle: and limiting torque of the motor according to the current gear state of the electric drive bridge. If the wheels continue to slip, the torque limiting proportion of the motor is increased until the wheels do not slip any more, and the torque at the moment is the maximum torque which can be born by the wheel end under the condition, namely the maximum allowable wheel end torque.

Further, if the wheels of the middle axle and the rear axle slip simultaneously, the maximum allowable wheel end torques corresponding to the two axles are calculated respectively, and the system setting is updated accordingly. The whole process is a dynamic and self-adaptive control strategy, and aims to ensure that the vehicle keeps stability under variable road conditions and maximize power output on the premise of safety. So as to realize quick response to the slip condition, effectively prevent or reduce the wheel slip, and ensure the driving safety and the running efficiency of the vehicle.

According to the application, after the wheels are confirmed to be free from skidding, the axle load of each driving axle and the preset ground attachment coefficient are obtained, and the preset values are set as the current values, so that the vehicle can be ensured to operate by taking the most accurate data as the starting point. The maximum allowable wheel end torque (generally this value is actually higher than the preset value) is obtained by comprehensively analyzing the current ground attachment coefficient and axle load information of each drive axle. The vehicle is allowed to realize higher torque output while running safety is ensured, so that the working efficiency and the power performance of the vehicle are improved. The power source of the vehicle can be effectively utilized in the normal running process of the vehicle, so that higher efficiency is achieved. The method for dynamically adjusting the torque not only improves the acceleration performance and the climbing capacity of the vehicle, but also means that the vehicle can better adapt to the requirements of a driver when driving daily or needing larger output. For different types of power sources such as an engine, a motor and the like, based on various power output parameters (such as a rear axle speed ratio, a gearbox speed ratio and the like), corresponding torque limiting proportion is calculated, and the output of the power source is ensured to meet driving requirements and not to cause wheel skidding. The calculation method optimizes the power output and ensures the high-efficiency performance under different driving conditions. The axle load of the drive axle can be accurately calculated through the environment information such as the preset information of the vehicle and the current weight of the vehicle. The load information helps to better understand the actual load conditions of the vehicle and thus better adjust the torque output. And after the high-voltage power-on of the vehicle is completed, acquiring a preset value of the wheel end torque related to each driving axle, optimizing the starting preparation of the vehicle, and providing a better initial state for the subsequent driving.

The embodiment of the invention can divide the functional modules of the electronic device or the main control device according to the method example, for example, each functional module can be divided corresponding to each function, and two or more functions can be integrated in one processing unit. The integrated units may be implemented in hardware or in software functional modules. It should be noted that, in the embodiment of the present invention, the division of the modules is schematic, which is merely a logic function division, and other division manners may be implemented in actual implementation.

Fig. 12 is a schematic structural diagram of a control device according to an embodiment of the present application. As shown in fig. 12, the control device 12 includes:

The data acquisition module 121 is configured to monitor an operation state of each wheel of the vehicle, and after confirming that any wheel slips, acquire an actual wheel end torque when the slipping wheel slips and an axle load of a drive axle where the slipping wheel is located, and query and acquire a current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load;

The torque adjustment module 122 is configured to obtain a basic torque limitation ratio of a preset power source of the drive axle based on the drive axle where the slipping wheel is located, send a torque limitation instruction to the preset power source according to the basic torque limitation ratio and a preset ratio adjustment rule, and monitor and confirm whether the slipping wheel stops slipping;

And the vehicle control module 123 is configured to set the current wheel end torque of the slipping wheel to the maximum allowable wheel end torque of the slipping wheel after confirming that the slipping wheel stops slipping, so as to control the torque output of the preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and complete the control of the vehicle.

The control device provided in this embodiment may execute the control method of the foregoing embodiment, and its implementation principle and technical effects are similar, which is not described herein.

In the foregoing detailed description, the modules may be implemented as a processor, which may execute computer-executable instructions stored in a memory, such that the processor performs the methods described above.

Fig. 13 is a schematic structural diagram of a vehicle according to an embodiment of the present application. As shown in fig. 13, the vehicle 13 includes: at least one processor 131 and a memory 132. The vehicle 13 further includes a communication part 133. The processor 131, the memory 132, and the communication unit 133 are connected via a bus 134.

In a specific implementation, at least one processor 131 executes computer-executable instructions stored in memory 132, such that at least one processor 131 performs the control method as described above.

The specific implementation process of the processor 131 can be referred to the above method embodiment, and its implementation principle and technical effects are similar, and this embodiment will not be described herein again.

In the above embodiment, it should be understood that the Processor may be a central processing unit (english: central Processing Unit, abbreviated as CPU), or may be other general purpose processors, digital signal processors (english: DIGITAL SIGNAL Processor, abbreviated as DSP), application specific integrated circuits (english: application SPECIFIC INTEGRATED Circuit, abbreviated as ASIC), or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor for execution, or in a combination of hardware and software modules in a processor for execution.

The memory may comprise high speed RAM memory or may further comprise non-volatile storage NVM, such as at least one disk memory.

The bus may be an industry standard architecture (Industry Standard Architecture, ISA) bus, an external device interconnect (PERIPHERAL COMPONENT, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, the buses in the drawings of the present application are not limited to only one bus or to one type of bus.

The scheme provided by the embodiment of the invention is introduced aiming at the functions realized by the electronic equipment and the main control equipment. It will be appreciated that the electronic device or the master device, in order to implement the above-described functions, includes corresponding hardware structures and/or software modules that perform the respective functions. The present embodiments can be implemented in hardware or a combination of hardware and computer software in combination with the various exemplary elements and algorithm steps described in connection with the embodiments disclosed in the embodiments of the present invention. Whether a function is implemented as hardware or computer software driven hardware depends upon the particular application and design constraints imposed on the solution. Those skilled in the art may implement the described functionality using different approaches for each particular application, but such implementation is not to be considered as beyond the scope of the embodiments of the present invention.

The application also provides a computer readable storage medium, in which computer executable instructions are stored, which when executed by a processor, implement the above method.

The computer readable storage medium described above may be implemented by any type of volatile or non-volatile memory device or combination thereof, 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 disk, or optical disk. A readable storage medium can be any available medium that can be accessed by a general purpose or special purpose computer.

An exemplary readable storage medium is coupled to the processor such the processor can read information from, and write information to, the readable storage medium. In the alternative, the readable storage medium may be integral to the processor. The processor and the readable storage medium may reside in an Application SPECIFIC INTEGRATED Circuits (ASIC). The processor and the readable storage medium may reside as discrete components in an electronic device or a master device.

The present application also provides a computer program product comprising: a computer program stored in a readable storage medium, from which at least one processor of an electronic device can read, the at least one processor executing the computer program causing the electronic device to perform the solution provided by any one of the embodiments described above.

Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.

Claims

1. A vehicle control method based on distributed driving, applied to a vehicle realizing distributed driving control through a plurality of drive axles, characterized in that the method comprises:

Based on the corresponding relation among the driving axle, the preset power source and wheels, setting a wheel end torque threshold corresponding to the driving axle as the maximum allowable wheel end torque of the corresponding wheels so as to control the torque output of the corresponding preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient and complete the control of the vehicle;

Based on the driving axle where the slipping wheels are located, obtaining a basic torque limiting proportion of a preset power source of the driving axle comprises the following steps: if the preset power source of the drive axle is an engine, acquiring a plurality of power output parameters matched with the engine according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the engine by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters; or/and, if the preset power source of the drive axle is a motor, acquiring a plurality of power output parameters matched with the motor according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the motor by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters;

2. The method of claim 1, wherein said issuing a torque limiting command to said preset power source according to a base torque limiting ratio and a preset ratio adjustment rule comprises:

3. The method of claim 1, wherein the acquisition of axle load comprises:

4. The method according to claim 1, wherein the obtaining the actual wheel end torque when the slipping wheel slips and the axle load of the axle where the slipping wheel is located, and the inquiring and obtaining the current ground attachment coefficient of the vehicle according to the actual wheel end torque and the axle load, includes:

5. The method according to claim 1or 2, characterized in that the method further comprises:

After the power-on of the vehicle is determined to be finished, acquiring a wheel end torque preset value and a ground attachment coefficient preset value of wheels corresponding to each driving axle, and setting the wheel end torque preset value as the maximum allowable wheel end torque of the vehicle;

6. The method of claim 1, wherein the power output parameters include a rear axle speed ratio, a transmission speed ratio, clutch torque transfer efficiency, and current gear information of the vehicle.

7. A control apparatus, characterized by comprising:

The data acquisition module is also used for monitoring the running state of each wheel of the vehicle, acquiring axle load of each drive axle and a preset ground attachment coefficient after confirming that each wheel does not slip, and setting the preset ground attachment coefficient as the current ground attachment coefficient of the vehicle;

The torque adjustment module is specifically used for:

If the preset power source of the drive axle is an engine, acquiring a plurality of power output parameters matched with the engine according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the engine by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters; or/and, if the preset power source of the drive axle is a motor, acquiring a plurality of power output parameters matched with the motor according to a preset power output parameter relation, and calculating and acquiring a basic torque limiting proportion of the motor by adopting a preset torque limiting proportion algorithm according to the plurality of power output parameters;

The vehicle control module is used for setting the current wheel end torque of the slipping wheel as the maximum allowable wheel end torque of the slipping wheel after the slipping wheel is confirmed to stop slipping, so as to control the torque output of the preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and complete the control of the vehicle;

the vehicle control module is also used for inquiring and acquiring a wheel end torque threshold value corresponding to each driving axle according to the current ground attachment coefficient and the axle load of each driving axle; and setting a wheel end torque threshold corresponding to the driving axle as the maximum allowable wheel end torque of the corresponding wheel based on the corresponding relation among the driving axle, the preset power source and the wheels, so as to control the torque output of the corresponding preset power source according to the maximum allowable wheel end torque and the current ground attachment coefficient, and complete the control of the vehicle.

8. A vehicle, characterized by comprising: a processor, and a memory communicatively coupled to the processor;

The memory stores computer-executable instructions;

The processor executes computer-executable instructions stored in the memory to implement the method of any one of claims 1 to 6.

9. A computer readable storage medium having stored therein computer executable instructions which when executed by a processor are adapted to carry out the method of any one of claims 1 to 6.