WO2018196827A1 - 车辆的动力分配控制方法、装置及系统 - Google Patents

车辆的动力分配控制方法、装置及系统 Download PDF

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Publication number
WO2018196827A1
WO2018196827A1 PCT/CN2018/084691 CN2018084691W WO2018196827A1 WO 2018196827 A1 WO2018196827 A1 WO 2018196827A1 CN 2018084691 W CN2018084691 W CN 2018084691W WO 2018196827 A1 WO2018196827 A1 WO 2018196827A1
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Prior art keywords
mode
terrain
vehicle
torque
road surface
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Ceased
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PCT/CN2018/084691
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English (en)
French (fr)
Inventor
韩领涛
丁超
任强
徐伟
黄少堂
郑淳允
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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Publication date
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Priority to US16/333,238 priority Critical patent/US11318925B2/en
Publication of WO2018196827A1 publication Critical patent/WO2018196827A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Definitions

  • the present invention relates to the field of vehicle control technologies, and in particular, to a power distribution control method, apparatus, and system for a vehicle.
  • the four-wheel drive is a four-wheel drive with front and rear differential linkage.
  • the engine power can be transmitted to four tires, so the four wheels can be powered. That is to say, the four-wheel drive can either use the rear wheel as the drive wheel or the front wheel as the drive wheel, and the drive system can automatically convert, for example, when the rear wheel of the car is slipping, it can be automatically converted into the front wheel drive wheel. Therefore, it has better off-road performance than the two-wheel drive four-wheel drive.
  • the four-wheel drive system is mainly divided into two categories: half-time four-wheel drive and full-time four-wheel drive.
  • the use of the half-time four-wheel drive can be divided into two states: one is a two-wheel drive, the car has only two wheels to be powered; the other is a four-wheel drive, in which the front and rear axles of the car are equally distributed in a 50:50 ratio;
  • the four-wheel drive structure is simple and fuel-efficient.
  • the full-time four-wheel drive is a four-wheel drive system that keeps the four wheels of the car always driven; the full-time four-wheel drive is more reliable, but its fuel consumption is larger.
  • the timely four-wheel drive also known as real-time four-wheel drive, is a technology developed in recent years. It is controlled by a computer chip to switch between two-wheel drive and four-wheel drive. The distinguishing feature of the timely four-wheel drive system is that it compensates for its shortcomings while inheriting the advantages of full-time four-wheel drive and time-sharing four-wheel drive
  • an embodiment of the present invention provides a power distribution control method, apparatus, and system for a vehicle, which is advantageous for a four-wheel drive vehicle to obtain an appropriate torque on front and rear axles of different road surfaces.
  • An aspect of the present invention provides a power distribution control method for a vehicle, including:
  • the terrain mode includes at least two of a common terrain mode, a snow mode, a mud mode, and a sand mode;
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • the invention also provides a power distribution control device for a vehicle, comprising:
  • a road surface recognition module configured to acquire a road surface image currently traveling by the vehicle, and identify a road surface type currently driven by the vehicle according to the road surface image;
  • the power distribution strategy determining module is configured to start a corresponding terrain mode in the all terrain adaptation mode according to the current road surface type; and determine a power allocation strategy corresponding to the current terrain mode according to the correspondence between the terrain mode and the preset power allocation strategy;
  • the terrain mode in the all terrain adaptation mode includes at least two of a common terrain mode, a snow mode, a mud mode, and a sand mode;
  • a power distribution control module configured to switch a central differential of the vehicle to a corresponding locking mode according to a current power distribution strategy, and distribute torque to the front and rear axles of the vehicle according to a torque distribution curve corresponding to the current power distribution strategy;
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • the present invention also provides a power distribution control system for a vehicle, comprising: a road equipment device, an all terrain controller, and a power distribution device;
  • the road surface recognition device is configured to acquire a road surface image currently traveled by the vehicle, and send the road surface image to the all terrain control device;
  • the all terrain controller is configured to start a corresponding terrain mode in the all terrain adaptation mode according to the current road type; and determine a power allocation strategy corresponding to the current terrain mode according to the correspondence between the terrain mode and the preset power allocation strategy
  • the terrain mode in the all terrain adaptation mode includes at least two of a common terrain mode, a snow mode, a mud mode, and a sand mode;
  • the power distribution device is configured to switch a central differential of the vehicle to a corresponding locking mode according to a current power distribution strategy, and distribute torque to the front and rear axles of the vehicle according to a torque distribution curve corresponding to the current power distribution strategy;
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • the above technical solution identifies the road type currently driven by the vehicle by acquiring the road surface image currently driven by the vehicle; starts the corresponding terrain mode in the all terrain adaptation mode according to the current road surface type; and according to the corresponding relationship between the terrain mode and the preset power distribution strategy Determining a power distribution strategy corresponding to the current terrain mode; under different power distribution strategies, controlling the central differential of the vehicle to switch to a lock mode corresponding to the current power distribution strategy, and in the lock mode, according to The torque distribution curve corresponding to the current power distribution strategy distributes the torque to the front and rear axles of the vehicle, which is beneficial to the four-wheel drive vehicle to obtain the appropriate torque on the front and rear axles of different road surfaces.
  • FIG. 1 is a schematic flow chart of a power distribution control method for a vehicle according to an embodiment
  • FIG. 2 is a diagram showing an example of different shift strategies of a power distribution control method for a vehicle according to an embodiment
  • FIG. 3 is a schematic structural view of a power distribution control device for a vehicle according to an embodiment
  • FIG. 4 is a schematic structural view of a power distribution control system of a vehicle according to an embodiment.
  • FIG. 1 is a schematic flowchart of a power distribution control method for a vehicle according to an embodiment; as shown in FIG. 1, the power distribution control method for a vehicle in this embodiment includes the following steps:
  • the road image currently being traveled by the vehicle can be acquired in real time through a preset camera.
  • the image analysis algorithm can effectively identify the current road surface state due to different information such as color, pixel and/or contrast of different road image images, ie, According to the road image, it can be recognized whether the current road surface is an ordinary road surface (including ordinary urban road surface and ordinary high-speed road surface), snow road surface, wading road surface or sand (or gravel).
  • the type of road surface identified according to the road surface image includes at least two of a common type, a snow type, a mud type, and a sand type.
  • the terrain mode below includes at least two of the general terrain mode, the snow mode, the mud mode, and the sand mode.
  • the power distribution control method of the vehicle further includes the steps of: presetting at least two power distribution strategies, and establishing a correspondence between the local shape mode and the power allocation strategy in the all terrain adaptation mode; Correspondence between the local pattern and the road type under the all terrain adaptation mode is established in advance.
  • the corresponding relationship between the terrain mode and the power allocation strategy in the all-terrain adaptation mode may be a one-to-one correspondence relationship, or a plurality of terrain modes may correspond to one power allocation strategy; the setting may be performed according to actual conditions.
  • the correspondence between the road type and the all-terrain mode can be a one-to-one correspondence, or a plurality of road types corresponding to one terrain mode, which can be set according to actual conditions.
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • T f(Throttle Position)
  • T represents the obtained torque ratio of the driven axle (ie, the ratio of the driven axle to the total output)
  • Throttle Position represents the depression depth of the accelerator pedal.
  • the central differential means that for a multi-axis drive (for example, a four-wheel drive), each drive axle is connected by a drive shaft, so that each drive axle may have a different input angular velocity to eliminate the sliding of each axle drive wheel.
  • a center differential is installed between the transaxles.
  • the center differential is a differential disposed between the front and rear axles, and its function is to allow the front and rear axles to rotate at different speeds while transmitting power to the front and rear axles.
  • the wheels are driven in an unequal distance in the form of pure rolling as much as possible to reduce the friction between the tire and the ground.
  • the power distribution control method of the vehicle further includes the step of pre-establishing a correspondence between the power distribution strategy and the lock mode of the center differential. In the different locking modes of the central differential, the maximum share of the torque of the driven axle is different in the total output torque.
  • the locking mode of the central differential includes at least two of an intelligent control mode, a smart lock mode, and a full lock mode.
  • the intelligent control mode the power distribution system can adjust the locking degree of the central differential to the front and rear axles according to the current driving situation, that is, in this mode, the locking degree of the front and rear axles is not fixed, but may be Changed in real time.
  • the smart lock mode Refers to maintaining the central differential at a set degree of lock that is less than the maximum lock of the center differential to the front and rear axles.
  • the full lock mode the center differential maintains the maximum lock to the front and rear axles.
  • the central differential has a maximum locking degree of 100% for the front and rear axles, and when the accelerator pedal is at the maximum depression depth (ie, the throttle is fully open), the torque of the front and rear axles.
  • the allocation is 50%, 50%; correspondingly, in the smart locking mode, the locking degree of the front and rear axles can be 50%, 70%, etc., if the locking degree of the front and rear axles is 50%, the torque of the front and rear axles
  • the distribution ratio can be up to 75%: 25%; if the front and rear axles are locked at 70%, the torque distribution ratio of the front and rear axles can be up to 65%: 35%.
  • a corresponding control program can be set in the existing power distribution system of the vehicle, and the central differential can be coordinated by the control program to realize power distribution in different situations without additionally adding a corresponding control system.
  • the road surface type currently driven by the vehicle is identified by acquiring the road surface image currently traveling by the vehicle; and then the power distribution strategy corresponding to the current road surface type is determined according to the road surface type;
  • the central differential is switched to a lock mode corresponding to the current power distribution strategy, in which the torque distribution curve corresponding to the current power distribution strategy is used to distribute the torque to the front and rear axles of the vehicle;
  • the road surface is in an optimal state.
  • the specific manner of identifying the road surface type currently traveled by the vehicle may be: acquiring a road surface image currently traveled by the vehicle, analyzing the road surface image to obtain road surface state information, and acquiring current geographic location information of the vehicle. Determining, according to the geographic location information, a terrain of a current location of the vehicle; combining the terrain and the road surface state information to identify a road surface type currently being traveled by the vehicle.
  • the current road image is taken by the camera, and the current location is located according to the GPS or the Big Dipper positioning system, such as the deserted desert, and the road image information captured by the camera can more accurately determine the current sand surface.
  • the driver may also manually select the terrain mode.
  • the selected terrain mode can be activated according to the driver's operation instruction.
  • the power distribution control method of the vehicle further includes the step of: comparing the terrain mode pointed by the operation instruction with the terrain mode corresponding to the currently identified road surface type if an operation instruction for selecting a terrain mode is received, if Consistent with the two, the terrain mode pointed by the operation instruction is started, otherwise, the terrain mode corresponding to the currently identified road surface type is activated. That is, after the driver manually selects the terrain mode, it is still possible to determine whether the manually selected terrain mode is appropriate according to the automatically recognized road surface, and if not, can adjust to the appropriate terrain mode, thereby avoiding the driver or other personnel in the vehicle. operating.
  • the central differential of the control vehicle is switched to a lock mode corresponding to the current power distribution strategy, and the torque distribution curve corresponding to the current power distribution strategy is the front and rear axle of the vehicle.
  • the specific way of distributing the torque may be: under different power distribution strategies, obtaining the accelerator pedal depression depth of the vehicle, and using the depression depth as an input parameter, calculating the output value of the current corresponding torque distribution curve, that is, from The magnitude of the torque ratio of the moving axle.
  • the corresponding relationship between the torque ratio of the driven axle and the accelerator depression depth is different. In other words, under different power distribution strategies, even if the throttle is depressed at the same depth, the torque ratio of the driven axle is different.
  • the power distribution control method of the vehicle of the above embodiment is applied to the all terrain control mode of the vehicle. That is, before the above step S11, the step of turning on the all-terrain control mode of the vehicle is further included.
  • the all terrain adaptation mode is turned on or off by a preset preset in the car.
  • the output torque of the engine is distributed in accordance with the power distribution control method described above.
  • the all terrain control mode includes four terrain modes: a common terrain mode, a snow mode, a mud mode, and a sand mode; and the road type of the common terrain type, the snow type, the mud type/the sand type, respectively It has a one-to-one correspondence with the general allocation policy, the first allocation policy, and the second allocation policy; for details, see Table 1.
  • the terrain mode in the all terrain adaptation mode includes, but is not limited to, the above four types, and more different terrain modes, such as rock mode, grass mode, etc., may be set according to actual conditions.
  • the corresponding relationship between the terrain mode and the power allocation strategy in the all-terrain adaptation mode can also be set according to actual conditions, including but not limited to the above corresponding relationship.
  • the specific implementation strategy of the foregoing step S13 is as shown in Table 1.
  • the torque distribution curve 1, the torque distribution curve 2, and the torque distribution curve 3 are all based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • the function curve is a linear function curve, and the overall trend is that the torque ratio of the driven axle increases as the accelerator pedal depression depth increases.
  • the depression depth of the accelerator pedal is less than a certain degree (for example, 60%, the value of the different torque distribution curves may be different)
  • the torque ratio corresponding to the driven axle is small, and when the depression depth of the accelerator pedal is greater than or equal to a certain extent At the time (for example, 80%), the torque ratio corresponding to the driven axle will change significantly.
  • the first allocation strategy is enabled in the general terrain mode of the all terrain adaptation mode (ordinary city road or highway), specifically: controlling the central differential of the vehicle to switch to the intelligent control mode,
  • the first torque ratio corresponding to the driven axle is determined according to the current accelerator pedal depression depth and torque distribution curve 1 (first torque distribution curve).
  • the intelligent control mode of the central differential refers to the fact that the power distribution system of the vehicle controls the locking degree of the central differential in a timely manner according to the normal mode.
  • the power distribution system also acquires the accelerator pedal depression depth in real time, and determines a first torque ratio corresponding to the driven axle according to the depression depth and torque distribution curve 1, according to the first torque ratio as a vehicle.
  • the front and rear axles distribute torque.
  • the driven axle is the rear axle; if it is the rear-drive model, the driven axle is the front axle.
  • the sum of the respective torque ratios of the front and rear axles of the vehicle is 100%. It can be understood that there is no special requirement for the torque distribution strategy in the normal terrain mode relative to the current torque distribution mode of the four-wheel drive model.
  • the second distribution strategy is enabled, specifically: controlling the central differential of the vehicle to switch to the smart lock mode, according to the current accelerator pedal depression depth and torque distribution curve 2 (second The torque distribution curve determines the second torque ratio corresponding to the driven axle.
  • the smart lock mode of the central differential means that the power distribution system of the vehicle maintains the central differential at a corresponding degree of lock according to the current driving situation, and the degree of lock is less than the maximum lock of the central differential.
  • the power distribution system also acquires the accelerator pedal depression depth in real time, and determines a second torque ratio corresponding to the driven axle according to the depression depth and torque distribution curve 2, according to the second torque ratio of the vehicle.
  • the front and rear axles distribute torque. As shown in FIG. 2, at the same throttle depth, the second torque ratio is greater than the first torque ratio, that is, at the same throttle depth, a greater proportion of the torque of the engine output torque is obtained from the driven wheel.
  • the third distribution strategy is enabled, specifically: controlling the central differential of the vehicle to switch to the full lock mode, according to the current accelerator pedal depression depth and torque distribution curve 3 (Third torque distribution curve) determines a third torque ratio corresponding to the driven axle.
  • the full lock mode of the center differential means that the vehicle's power distribution system maintains the center differential at maximum lock.
  • the power distribution system also acquires the accelerator pedal depression depth in real time, and determines a third torque ratio corresponding to the driven axle according to the depression depth and torque distribution curve 3, according to the third torque ratio of the vehicle.
  • the front and rear axles distribute torque. Referring to FIG. 2, at the same throttle depth, the third torque ratio is greater than the first torque ratio, and is less than or equal to the second torque ratio, that is, the torque distributed to the driven wheel at the same throttle depth is compared with
  • the normal mode is more, but less than the snow mode.
  • the proportion of the torque of the driven axle corresponding to each torque distribution curve is relative to the current output torque of the engine, and can be expressed as a percentage.
  • the proportion of the torque occupied by the driven axle and the driving wheel The sum of the torque ratios is 100%.
  • corresponding indication information may also be output through the human-machine interaction device of the vehicle.
  • the corresponding power distribution strategy can be automatically started, and the current terrain mode is displayed as the snow mode through the dashboard, and the current power allocation strategy is the snow distribution strategy (strategy).
  • the name can be set according to the actual situation) to remind the driver of the current power distribution strategy.
  • the present invention also provides a power distribution control device for a vehicle, which can be used to execute the power distribution control method of the above vehicle.
  • a power distribution control device for a vehicle which can be used to execute the power distribution control method of the above vehicle.
  • the structural schematic diagram of the embodiment of the power distribution control device of the vehicle only the parts related to the embodiment of the present invention are shown.
  • the illustrated structure does not constitute a limitation on the device, and may include More or fewer parts than the illustration, or a combination of some parts, or a different part arrangement.
  • FIG. 3 is a schematic structural diagram of a power distribution control device for a vehicle according to an embodiment of the present invention.
  • the power distribution control device for a vehicle of the present embodiment includes: a road surface recognition module 310, and a power distribution strategy determination module 320. And a power distribution control module 330, each module is as follows:
  • the road surface recognition module 310 is configured to acquire a road surface image that the vehicle currently travels, and identify a road surface type that the vehicle is currently traveling according to the road surface image;
  • the power distribution strategy determining module 320 is configured to start a corresponding terrain mode in the all terrain adaptation mode according to the current road type; and determine the power corresponding to the current terrain mode according to the correspondence between the terrain mode and the preset power allocation strategy.
  • a distribution strategy the terrain mode in the all terrain adaptation mode includes at least two of a common terrain mode, a snow mode, a mud mode, and a sand mode;
  • the power distribution control module 330 is configured to switch the central differential of the vehicle to a corresponding lock mode according to a current power distribution strategy, and in the lock mode, the torque distribution curve corresponding to the current power distribution strategy is a vehicle The front and rear axles distribute torque.
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • T f(Throttle Position)
  • T represents the obtained torque ratio of the driven axle (ie, the ratio of the driven axle to the total output)
  • Throttle Position represents the depression depth of the accelerator pedal.
  • the locking mode of the central differential includes at least an intelligent control mode, a smart lock mode, and a full lock mode.
  • the central differential can be any one of a common central differential, a multi-plate clutch type central differential, a Toson-type central differential, and a viscous coupling type central differential.
  • the power distribution control device of the vehicle further includes: a setting module, configured to preset at least two power distribution strategies, and establish a local shape mode and the power distribution strategy in the all terrain adaptation mode. Corresponding relationship; and pre-establishing the corresponding relationship between the local shape mode and the road surface type in the all-terrain adaptation mode; in addition, it can also be used to pre-establish the correspondence between the power distribution strategy and the locking mode of the central differential.
  • a setting module configured to preset at least two power distribution strategies, and establish a local shape mode and the power distribution strategy in the all terrain adaptation mode. Corresponding relationship; and pre-establishing the corresponding relationship between the local shape mode and the road surface type in the all-terrain adaptation mode; in addition, it can also be used to pre-establish the correspondence between the power distribution strategy and the locking mode of the central differential.
  • the road surface recognition module 310 is specifically configured to acquire a road surface image currently traveling by the vehicle, analyze the road surface image to obtain road surface state information, and obtain current geographic location information of the vehicle, according to the geographic location information. Determining the terrain of the current location of the vehicle; identifying the type of road surface the vehicle is currently traveling in conjunction with the terrain and road surface status information. To improve the accuracy of road type identification.
  • the power distribution strategy determining module 320 is further configured to: if receiving an operation instruction for selecting a terrain mode, the terrain mode that the operation instruction points to and the terrain mode corresponding to the currently identified road surface type The comparison is performed. If the two are consistent, the terrain mode pointed by the operation instruction is started, otherwise, the terrain mode corresponding to the currently identified road surface type is started. This prevents misoperation of the driver or other people in the car.
  • the corresponding relationship between the local shape mode and the preset power allocation strategy in the all terrain adaptation mode includes: an ordinary terrain mode, a snow mode, a muddy mode/sand mode, and a common allocation strategy, first The allocation strategy and the second allocation strategy are in one-to-one correspondence.
  • the power distribution control module 330 can include:
  • a first distribution control unit configured to control a central differential of the vehicle to switch to an intelligent control mode if the normal distribution strategy is used, adjust a locking degree of the central differential in a timely manner in the intelligent control mode; and acquire an accelerator pedal Depressing the depth, determining a first torque ratio corresponding to the driven axle according to the depression depth and the first torque distribution curve, and distributing torque to the front and rear axles of the vehicle according to the first torque ratio; that is, not distributing power in the mode Make special requests.
  • a second distribution control unit configured to control the central differential of the vehicle to switch to the smart lock mode if the first distribution strategy is to maintain the central differential at a set lock level; and to obtain a step of the accelerator pedal
  • the lower depth determines a second torque ratio corresponding to the driven axle according to the depression depth and the second torque distribution curve, and distributes torque to the front and rear axles of the vehicle according to the second torque ratio.
  • a third distribution control unit configured to control the central differential of the vehicle to switch to the full lock mode if the second distribution strategy is to maintain the central differential at a maximum lock level; and to obtain the depression depth of the accelerator pedal And determining, according to the depression depth and the third torque distribution curve, a third torque ratio corresponding to the driven axle, and distributing the torque to the front and rear axles of the vehicle according to the third torque ratio.
  • the second torque ratio is greater than the first torque ratio
  • the third torque ratio is greater than the first torque ratio, less than or equal to the second torque ratio .
  • the driven axle is a front axle or a rear axle; the set locking degree is less than the maximum locking degree.
  • the road surface type currently driven by the vehicle is recognized by acquiring the road surface image currently traveling by the vehicle; the terrain mode corresponding to the all terrain adaptation mode is activated, and the corresponding power distribution is further determined.
  • Strategy controlling the central differential of the vehicle to switch to the lock mode corresponding to the current power distribution strategy, and assigning torque to the front and rear axles of the vehicle according to the torque distribution curve corresponding to the current power distribution strategy; facilitating the four-wheel drive vehicle on different road surfaces Can drive at the best.
  • each functional module is merely an example, and the actual application may be considered according to requirements, for example, for the configuration requirements of the corresponding hardware or the convenience of implementation of the software.
  • the above-mentioned function assignment is completed by different functional modules, that is, the internal structure of the power distribution control device of the vehicle is divided into different functional modules to complete all or part of the functions described above.
  • Each function module/unit can be implemented in the form of hardware or in the form of a software function module.
  • FIG. 4 is a schematic structural view of a power distribution control system of a vehicle according to an embodiment.
  • the power distribution control system of the vehicle includes: a road surface recognition device, an all terrain controller, and a power distribution device.
  • the road surface recognition device is connected to the all terrain controller, and the all terrain controller is also connected to the power distribution device; the power distribution device is also connected to the central differential of the vehicle.
  • the all terrain controller includes a separate controller and an integrated controller. The functions implemented by each part are as follows:
  • the road surface recognition device is configured to acquire a road surface image currently traveled by the vehicle, and send the road surface image to the all terrain control device.
  • the all terrain controller is configured to start the corresponding terrain mode in the all terrain adaptation mode according to the current road type; and determine the power allocation strategy corresponding to the current terrain mode according to the correspondence between the terrain mode and the preset power allocation strategy, and And transmitting the power distribution strategy to the power distribution device;
  • the terrain mode in the all terrain adaptation mode includes at least two of a common terrain mode, a snow mode, a mud mode, and a sand mode.
  • the power distribution device is configured to switch a central differential of the vehicle to a corresponding lock mode according to a current power distribution strategy, and in the lock mode, the torque distribution curve corresponding to the current power distribution strategy is a vehicle
  • the front and rear axles distribute torque.
  • the torque distribution curve is based on the depression depth of the accelerator pedal, and the torque ratio of the driven axle is a function curve of the output.
  • T f(Throttle Position)
  • T represents the obtained torque ratio of the driven axle (ie, the ratio of the driven axle to the total output)
  • Throttle Position represents the depression depth of the accelerator pedal.
  • the locking mode of the central differential includes at least an intelligent control mode, a smart lock mode, and a full lock mode.
  • the road surface recognition device comprises: an image acquisition device, a positioning device, and a processor.
  • the image capturing device is configured to collect a road surface image currently traveling by the vehicle, and send the road surface image to the processor;
  • the positioning device is configured to acquire current geographic location information of the vehicle, and Sending information to the processor;
  • the processor is configured to analyze the road surface image to obtain road surface state information, determine a terrain of a current location of the vehicle according to the geographic location information, and identify the current driving of the vehicle by combining the terrain and the road surface state information Type of pavement. This can improve the accuracy of road type identification.
  • the power distribution control system of the vehicle further includes: a terrain mode selection device, communicatively coupled to the all terrain controller, configured to receive an operation instruction for selecting a terrain mode, and direct the operation instruction The terrain mode is sent to the all terrain controller.
  • a terrain mode selection device communicatively coupled to the all terrain controller, configured to receive an operation instruction for selecting a terrain mode, and direct the operation instruction The terrain mode is sent to the all terrain controller.
  • an artificial mechanical selection device is used to transmit operational information to the all terrain controller via a hardwire/bus approach.
  • the all-terrain controller is further configured to: if an operation instruction for selecting a terrain mode is received, compare a terrain mode pointed by the operation instruction with a terrain mode corresponding to the currently identified road surface type, and if the two are consistent, start The terrain mode pointed by the operation instruction, otherwise, the terrain mode corresponding to the currently identified road surface type is activated. To avoid misuse by the driver or other people in the car.
  • the power distribution control system of the vehicle further includes: a display device communicatively coupled to the all terrain controller, the display device configured to display prompt information corresponding to a current power allocation policy, Remind the driver of the current power allocation strategy.
  • the power distribution control system of the vehicle further includes a transmission controller, the all terrain controller further coupled to the transmission controller; and the transmission controller coupled to the transmission of the vehicle.
  • the all-terrain controller is further configured to start a corresponding terrain mode in the all-terrain adaptation mode according to the current road surface type, and determine a power transmission strategy corresponding to the current terrain mode according to the correspondence between the terrain mode and the preset power transmission strategy; And transmitting the power transmission strategy to the transmission controller; the transmission controller is configured to control a transmission shift position of the vehicle according to a current power transmission strategy to adjust a power transmission mechanism of the transmission.
  • the display device is further configured to display prompt information corresponding to the current power transmission mode to remind the driver of the currently adopted power transmission mode.
  • the power distribution control system of the vehicle of the above embodiment identifies the road surface type currently traveled by the vehicle by acquiring the road surface image currently traveling by the vehicle; determines the power distribution strategy corresponding to the current road surface type; and controls the center of the vehicle under different power distribution strategies
  • the differential is switched to a lock mode corresponding to the current power split strategy, in which the torque is assigned to the front and rear axles of the vehicle according to a torque distribution curve corresponding to the current power split strategy.
  • the power transmission mode corresponding to the current road type can also be activated; and in different power transmission modes, the gear shifting position of the vehicle is controlled according to different shift strategies to adjust the power transmission mechanism of the transmission.
  • the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

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Abstract

一种车辆的动力分配控制方法、装置及系统。所述方法包括：获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；有利于四驱车辆在不同路面前后轴均能得到适当的扭矩。

Description

车辆的动力分配控制方法、装置及系统 技术领域
本发明涉及车辆控制技术领域，特别是涉及车辆的动力分配控制方法、装置及系统。
背景技术
四驱车就是有前后差速联动四轮驱动的汽车，发动机动力可传至四个轮胎，所以四轮都可发力。即是指，四驱车既可以后轮为驱动轮，又可以前轮为驱动轮，驱动系统可以自动进行转换，比如汽车后轮打滑时则可自动转换为前轮驱动轮。因此较之于两驱车型四驱车具有较好的越野性能。
四驱系统主要分成两大类：半时四驱和全时四驱。半时四驱的使用可分两种状态：一种是两驱，汽车只有两个车轮得到动力；另一种则是四驱，此时汽车前后轴以50∶50的比例平均分配动力；半时四驱结构简单、省油。全时四驱是使汽车四个车轮一直保持有驱动力的四驱系统；全时四驱可靠性更大，但其耗油量较大。适时四驱又称为实时四驱，是最近几年发展起来的技术，它由电脑芯片控制两驱与四驱的切换。适时四驱系统的显著特点就是它在继承全时四驱和分时四驱的优点的同时弥补了它们的不足。
然而，当四驱车型的汽车行驶在不同地形的路面上时，例如城市道路、雪地、泥地、沙地等，由于路面情况复杂，传统四驱车型的动力分配单元仍然难以保障车辆均能以最佳状态行驶。
发明内容
基于此，本发明实施例提供了车辆的动力分配控制方法、装置及系统，有利于四驱车辆在不同路面前后轴均能得到适当的扭矩。
本发明一方面提供车辆的动力分配控制方法，包括：
获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；
根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
根据当前动力分配策略将车辆的中央差速器切换至与对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；
其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
本发明还提供一种车辆的动力分配控制装置，包括：
路面识别模块，用于获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；
动力分配策略确定模块，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
动力分配控制模块，用于根据当前动力分配策略将车辆的中央差速器切换至与对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；
其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
本发明还提供一种车辆的动力分配控制系统，包括：路面设备装置、全地形控制器以及动力分配装置；
所述路面识别装置，用于获取车辆当前行驶的路面图像，并将所述路面图像发送给所述全地形控制装置；
所述全地形控制器，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
所述动力分配装置用于根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；
其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
上述技术方案，通过获取车辆当前行驶的路面图像识别车辆当前行驶的路面类型；根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；在不同的动力分配策略下，控制车辆的中央差速器切换至与当前动力分配策略对应的锁止模式，并在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩，有利于四驱车辆在不同路面前后轴均能得到适当的扭矩。
附图说明
图1为一实施例的车辆的动力分配控制方法的示意性流程图；
图2为一实施例的车辆的动力分配控制方法的不同换挡策略的示例图；
图3为一实施例的车辆的动力分配控制装置的示意性结构图；
图4为一实施例的车辆的动力分配控制系统的示意性结构图。
具体实施方式
为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。
图1为一实施例的车辆的动力分配控制方法的示意性流程图；如图1所示，本实施例中的车辆的动力分配控制方法包括步骤：
S11，获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型。
在一实施例中，可通过预设的摄像头实时获取车辆当前行驶的路面图像， 由于不同路面图像的颜色、像素和/或对比度等信息不同，基于图像分析算法可有效识别当前路面的状态，即根据路面图像可识别当前路面是普通路面(包括普通城市路面和普通高速路面)、积雪路面、涉水路面还是沙地(或者碎石)。
可选地，根据所述路面图像识别的路面类型至少包括普通类型、雪地类型、泥地类型、沙地类型中的两种。
S12，根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种。
在一可选实施例中，所述车辆的动力分配控制方法还包括步骤：预先设置至少两种动力分配策略，以及建立全地形适应模式下各地形模式与动力分配策略的对应关系的步骤；以及预先建立全地形适应模式下各地形模式与路面类型的对应关系。可以理解的是，全地形适应模式下地形模式与动力分配策略的对应关系可以是一一对应的关系，也可以是多种地形模式对应一个动力分配策略；可根据实际情况进行设定。同理，路面类型与全地形适应模式下各地形模式的对应关系可以是一一对应的关系，也可以是多种路面类型对应一种地形模式，可根据实际情况进行设定
S13，根据当前动力分配策略将车辆的中央差速器切换至与对应的锁止模式，在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩。
其中，所述扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。例如：T＝f(Throttle Position)；T表示从动轮轴的获得的扭矩比例(即从动轮轴占总输出的比例)；Throttle Position表示油门踏板的踩下深度。
中央差速器指的是，对于多轴驱动(例如四驱)的汽车，各驱动桥间由传动轴相连，为使各驱动桥有可能具有不同的输入角速度，以消除各桥驱动轮的滑动现象，在各驱动桥之间装设中央差速器。特别的是，对于四驱车型来说，中央差速器为设置在前后轴之间的差速器，其作用就是在向前后轴传递动力的 同时，允许前后轴以不同的转速旋转，满足前后车轮尽可能以纯滚动的形式作不等距行驶，减少轮胎与地面的摩擦。
在一可选实施例中，所述车辆的动力分配控制方法还包括：预先建立动力分配策略与中央差速器的锁止模式的对应关系的步骤。中央差速器的不同锁止模式下，从动轮轴最多可分得的扭矩在总的输出扭矩中所占的比例不同。
可选地，中央差速器的锁止模式包括智能控制模式、智能锁止模式和全锁止模式中至少两种。所述智能控制模式下，动力分配系统可根据当前行驶情况适时的调节中央差速器对前后轴的锁止程度，即在该模式下，前后轴的锁止程度并非固定不变，而是可能实时变化的。与之不同的，所述智能锁止模式。指的是将中央差速器保持在设定的锁止程度，该锁止程度需小于中央差速器对前后轴的最大锁止程度。所述全锁止模式下，中央差速器对前后轴保持在最大锁止程度。假设为前驱为主的四驱车型，中央差速器对前后轴的最大锁止程度为100％，当油门踏板为最大踩下深度时(即油门为全开状态)，此时前后轴的扭矩分配为50％，50％；对应地，所述智能锁止模式下，前后轴的锁止程度可为50％、70％等，若前后轴的锁止程度为50％，则前后轴的扭矩分配比例最大可为75％：25％；若前后轴的锁止程度为70％，则前后轴的扭矩分配比例最大可为65％：35％。可见，对于前驱为主的四驱车型，中央差速器对前后轴的锁止程度越高，后轴得到的最大扭矩越大，反之，后轴得到的最大扭矩越小。由于整车获得的扭矩等于前轴扭矩与后轴扭矩之和，因此当行驶在泥地、沙地、雪地等地面附着系统交底的路面时，前轮(驱动轮)容易打滑，打滑的部分即为浪费掉的扭矩，通过将中央差速器切换至与对应的锁止模式，可在前轮打滑时向后轴分配更多的扭矩，以减小打滑浪费掉的扭矩，使得整车获得的驱动扭矩增加。
优选地，设置各种动力分配策略时可通过在车辆现有的动力分配系统中设置对应的控制程序，通过该控制程序协调中央差速器实现不同情况的动力分配，无需额外增加相应的控制系统。
通过上述实施例的车辆的动力分配控制方法，针对四驱车型，通过获取车辆当前行驶的路面图像识别车辆当前行驶的路面类型；进而根据路面类型确定当前路面类型对应的动力分配策略；控制车辆的中央差速器切换至与当前动力 分配策略对应的锁止模式，在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；有利于四驱车辆在不同路面时均能处于最佳状态。
在一实施例中，上述步骤S11中，识别车辆当前行驶的路面类型的具体方式可为：获取车辆当前行驶的路面图像，分析所述路面图像得出路面状态信息；获取车辆当前的地理位置信息，根据所述地理位置信息确定车辆当前位置的地形；结合所述地形以及路面状态信息识别车辆当前行驶的路面类型。例如：通过摄像头摄取当前的路面图像，同时，根据GPS或者北斗星定位系统定位当前所处的位置，如库不齐沙漠，结合摄像头拍摄的路面图像信息可以更准确的确定当前为沙地路面。
在一实施例中，在车辆的动力分配控制方法下，驾驶员还可手动选择地形模式。例如当摄像头失效，或者无法有效确定当前的路面类型时，可根据驾驶员的操作指令启动其所选的地形模式。优选地，所述车辆的动力分配控制方法还包括步骤：若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式。即驾驶员手动选地形模式后，仍然能够根据自动识别的路面判断手动选择的地形模式是否合适，若不合适，能够调整到合适的地形模式，由此可避免驾驶员或者车上其他人员的误操作。
在一实施例中，在不同的动力分配策略下，控制车辆的中央差速器切换至与当前动力分配策略对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩的具体方式可为：在不同的动力分配策略下，获取车辆的油门踏板踩下深度，并以所述踩下深度为输入参数，计算当前对应的扭矩分配曲线的输出值，即为从动轮轴的扭矩比例的大小。其中，不同的扭矩分配曲线中，从动轮轴的扭矩比例大小与油门踩下深度的对应关系不同。换句话说，不同的动力分配策略下，即使油门踩下深度相同，从动轮轴的扭矩比例大小也不同。
在一可选实施例中，上述实施例的车辆的动力分配控制方法应用于车辆的 全地形控制模式下。即在上述步骤S11之前，还包括开启车辆的全地形控制模式的步骤。例如通过车内预设的控件开启或关闭全地形适应模式。当全地形适应模式为开启状态时，按照上述动力分配控制方法为发动机的输出扭矩进行分配。可选地，全地形控制模式下包括四种地形模式：普通地形模式、雪地模式、泥地模式以及沙地模式；并且普通地形类型、雪地类型、泥水类型/沙地类型的路面类型分别与普通分配策略、第一分配策略、第二分配策略一一对应；具体可参见表1所示。可以理解的是，全地形适应模式下的地形模式包括但不限于上述4种，根据实际情况还可设置更多不同的地形模式，例如岩石模式、草地模式等。并且全地形适应模式下地形模式与动力分配策略的对应关系也可根据实际情况设定，包括但不限于上述对应关系。
优选地，上述步骤S13的具体实现策略如表1所示。
表1：
Figure PCTCN2018084691-appb-000001
其中，参考图2所示，扭矩分配曲线1、扭矩分配曲线2、扭矩分配曲线3均是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。可选地，所述函数曲线为线性函数曲线，且整体趋势均为从动轮轴所占的扭矩比例随着油门踏板踩下深度的增加而增加。当油门踏板的踩下深度小于一定程度时(例如60％，不同扭矩分配曲线该值可以不同)，从动轮轴所对应的扭矩比例变化量较小，当油门踏板的踩下深度大于等于一定程度时(例如80％)，从动轮轴所对应的扭矩比例将显著变化。
结合表1以及图2所示，在全地形适应模式的普通地形模式下(普通城市道路或者高速路)启用第一分配策略，具体可为：控制车辆的中央差速器切换至智能控制模式，根据当前油门踏板踩下深度和扭矩分配曲线1(第一扭矩分配曲线)确定从动轮轴对应的第一扭矩比例。中央差速器的智能控制模式指的是：车辆的动力分配系统按照正常模式适时控制中央差速器的锁止程度。此外在该模式下，动力分配系统还实时获取油门踏板踩下深度，并根据所述踩下深度和扭矩分配曲线1确定从动轮轴对应的第一扭矩比例，按照所述第一扭矩比例为车辆的前后轴分配扭矩。若为前驱为主的车型，从动轮轴即为后轴；若为后驱为主的车型，从动轮轴即为前轴。其中车辆的前后轴各自的扭矩比例之和为100％。可以理解的是，相对于四驱车型的现行扭矩分配方式，普通地形模式下对扭矩分配策略没有特别的要求。
在全地形适应模式的雪地模式下，启用第二分配策略，具体可为：控制车辆的中央差速器切换至智能锁止模式，根据当前油门踏板踩下深度和扭矩分配曲线2(第二扭矩分配曲线)确定从动轮轴对应的第二扭矩比例。中央差速器的智能锁止模式指的是，车辆的动力分配系统根据当前行驶情况将中央差速器保持在对应的锁止程度，且该锁止程度小于中央差速器的最大锁止程度。此外在该模式下，动力分配系统还实时获取油门踏板踩下深度，根据所述踩下深度和扭矩分配曲线2确定从动轮轴对应的第二扭矩比例，按照所述第二扭矩比例为车辆的前后轴分配扭矩。如图2所示，同等油门深度下，所述第二扭矩比例大于所述第一扭矩比例，即同等油门深度下，向从动轮得到发动机输出扭矩的更大比例的扭矩。
在全地形适应模式的泥水模式或者沙地模式下，启用第三分配策略，具体可为：控制车辆的中央差速器切换至全锁止模式，根据当前油门踏板踩下深度和扭矩分配曲线3(第三扭矩分配曲线)确定从动轮轴对应的第三扭矩比例。中央差速器的全锁止模式指的是，车辆的动力分配系统将中央差速器保持在最大锁止程度。此外在该模式下，动力分配系统还实时获取油门踏板踩下深度，根据所述踩下深度和扭矩分配曲线3确定从动轮轴对应的第三扭矩比例，按照所述第三扭矩比例为车辆的前后轴分配扭矩。参见图2所示，同等油门深度下， 所述第三扭矩比例大于所述第一扭矩比例，小于或等于所述第二扭矩比例，即同等油门深度下，向从动轮分配的扭矩较之于普通模式更多，但相对于雪地模式则更少。
可以理解的，各扭矩分配曲线对应的从动轮轴所占的扭矩比例均是相对于发动机当前输出扭矩而言，具体可用百分比形式进行表示，从动轮轴所占的扭矩比例与驱动轮所占的扭矩比例之和为100％。
在一可选实施例中，在步骤S12中确定当前路面类型对应的动力分配策略之后，还可通过车辆的人机交互装置输出相应的指示信息。例如车辆开启全地形适应模式之后在雪地上行驶时，还可自动启动对应的动力分配策略，同时通过仪表盘显示当前的地形模式为雪地模式，当前的动力分配策略为雪地分配策略(策略名称可根据实际情况设定)，以提醒驾驶员当前所处的动力分配策略。
需要说明的是，对于前述的各方法实施例，为了简便描述，将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其它顺序或者同时进行。
基于与上述实施例中的车辆的动力分配控制方法相同的思想，本发明还提供车辆的动力分配控制装置，该装置可用于执行上述车辆的动力分配控制方法。为了便于说明，车辆的动力分配控制装置实施例的结构示意图中，仅仅示出了与本发明实施例相关的部分，本领域技术人员可以理解，图示结构并不构成对装置的限定，可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件布置。
图3为本发明一实施例的车辆的动力分配控制装置的示意性结构图；如图3所示，本实施例的车辆的动力分配控制装置包括：路面识别模块310、动力分配策略确定模块320以及动力分配控制模块330，各模块详述如下：
所示路面识别模块310，用于获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；
所示动力分配策略确定模块320，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式 包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
所示动力分配控制模块330，用于根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩。
其中，所述扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。例如：T＝f(Throttle Position)；T表示从动轮轴的获得的扭矩比例(即从动轮轴占总输出的比例)；Throttle Position表示油门踏板的踩下深度。可选地，中央差速器的锁止模式至少包括智能控制模式、智能锁止模式和全锁止模式。其中，所述中央差速器可为普通式中央差速器、多片离合器式中央差速器、托森式中央差速器、粘性联轴节式中央差速器中的任意一种。
在一可选实施例中，所述的车辆的动力分配控制装置还包括：设置模块，用于预先设置至少两种动力分配策略，建立全地形适应模式下各地形模式与所述动力分配策略的对应关系；以及预先建立全地形适应模式下各地形模式与路面类型的对应关系；此外，还可用于预先建立动力分配策略与中央差速器的锁止模式的对应关系。
在一可选实施例中，所述路面识别模块310具体用于获取车辆当前行驶的路面图像，分析所述路面图像得出路面状态信息；获取车辆当前的地理位置信息，根据所述地理位置信息确定车辆当前位置的地形；结合所述地形以及路面状态信息识别车辆当前行驶的路面类型。以提高路面类型识别的准确性。
在一可选实施例中，所述动力分配策略确定模块320，还用于若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，则启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式。由此可避免驾驶员或者车上其他人员的误操作。
在一可选实施例中，全地形适应模式下各地形模式与预设的动力分配策略的对应关系包括：普通地形模式、雪地模式、泥水模式/沙地模式分别与普通分配策略、第一分配策略、第二分配策略一一对应。
可选地，所述动力分配控制模块330中可包括：
第一分配控制单元，用于若为普通分配策略，控制车辆的中央差速器切换至智能控制模式，在所述智能控制模式下适时调节中央差速器的锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度和第一扭矩分配曲线确定从动轮轴对应的第一扭矩比例，按照所述第一扭矩比例为车辆的前后轴分配扭矩；即在该模式下不对动力分配做特别的要求。
第二分配控制单元，用于若为第一分配策略，控制车辆的中央差速器切换至智能锁止模式，以使中央差速器保持在设定的锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度和第二扭矩分配曲线确定从动轮轴对应的第二扭矩比例，按照所述第二扭矩比例为车辆的前后轴分配扭矩。
第三分配控制单元，用于若为第二分配策略，控制车辆的中央差速器切换至全锁止模式，以使中央差速器保持在最大锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度以及第三扭矩分配曲线确定从动轮轴对应的第三扭矩比例，按照所述第三扭矩比例为车辆的前后轴分配扭矩。
优选地，在油门踏板的踩下深度相同时，所述第二扭矩比例大于所述第一扭矩比例，所述第三扭矩比例大于所述第一扭矩比例，小于或等于所述第二扭矩比例。
可以理解的，上述实施例中，所述从动轮轴为前轴或者后轴；所述设定的锁止程度小于所述最大锁止程度。
通过上述实施例的车辆的动力分配控制装置，针对四驱车型，通过获取车辆当前行驶的路面图像识别车辆当前行驶的路面类型；启动全地形适应模式对应的地形模式，进一步确定出对应的动力分配策略；控制车辆的中央差速器切换至与当前动力分配策略对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；有利于四驱车辆在不同路面均能以最佳状态行驶。
需要说明的是，上述示例的车辆的动力分配控制装置的实施方式中，各模块/单元之间的信息交互、执行过程等内容，由于与本发明前述方法实施例基于同一构思，其带来的技术效果与本发明前述方法实施例相同，具体内容可参见 本发明方法实施例中的叙述，此处不再赘述。
此外，上述示例的车辆的动力分配控制装置的实施方式中，各功能模块的逻辑划分仅是举例说明，实际应用中可以根据需要，例如出于相应硬件的配置要求或者软件的实现的便利考虑，将上述功能分配由不同的功能模块完成，即将所述车辆的动力分配控制装置的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。其中各功能模块/单元既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。
如图4所示，为一实施例的车辆的动力分配控制系统的结构示意图。该车辆的动力分配控制系统包括：路面识别装置、全地形控制器以及动力分配装置。参考图4所示，在车辆的动力分配控制系统中，路面识别装置连接全地形控制器，全地形控制器还连接动力分配装置；动力分配装置还连接车辆的中央差速器。其中所述全地形控制器包含独立控制器以及集成控制器。各部分所实现的功能如下：
路面识别装置，用于获取车辆当前行驶的路面图像，并将所述路面图像发送给所述全地形控制装置。
全地形控制器，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略，并将所述动力分配策略发送给动力分配装置；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种。
所述动力分配装置，用于根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，并在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩。
其中，所述扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。例如：T＝f(Throttle Position)；T表示从动轮轴的获得的扭矩比例(即从动轮轴占总输出的比例)；Throttle Position表示油门踏板的踩下深度。可选地，中央差速器的锁止模式至少包括智能控制模式、智能锁止模式和全锁止模式。
在一可选实施例中，所述路面识别装置包括：图像采集设备、定位设备和处理器。其中，所述图像采集设备用于采集车辆当前行驶的路面图像，并将所述路面图像发送给所述处理器；所述定位设备用于获取车辆当前的地理位置信息，并将所述地理位置信息发送给所述处理器；所述处理器用于分析所述路面图像得出路面状态信息，根据所述地理位置信息确定车辆当前位置的地形，以及结合所述地形以及路面状态信息识别车辆当前行驶的路面类型。以此可提高路面类型识别的准确度。
在一可选实施例中，上述车辆的动力分配控制系统还包括：地形模式选择装置，与所述全地形控制器通信连接，用于接收到选择地形模式的操作指令，将所述操作指令指向的地形模式发送给所述全地形控制器。例如采用人工机械选择装置，通过硬线/总线方式发送操作信息至所述全地形控制器。
所述全地形控制器还用于若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，则启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式。以避免驾驶员或者车内其他人员的误操作。
在一可选实施例中，上述车辆的动力分配控制系统还包括：显示装置，与所述全地形控制器通信连接，所述显示装置用于显示与当前的动力分配策略对应的提示信息，以提醒驾驶员当前采用的动力分配策略。
在一可选实施例中，上述车辆的动力分配控制系统还包括变速箱控制器，全地形控制器还连接变速箱控制器；变速箱控制器可连接车辆的变速箱。所述全地形控制器还用于根据当前的路面类型启动全地形适应模式下对应的地形模式，根据地形模式与预设的动力传递策略的对应关系，确定与当前地形模式对应的动力传递策略；并将所述动力传递策略发送给所述变速箱控制器；所述变速箱控制器用于根据当前动力传递策略控制车辆的变速箱切换档位，以调整变速箱的动力传递机制。
所述显示装置，还用于显示与当前的动力传递模式对应的提示信息，以提醒驾驶员当前采用的动力传递模式。
上述实施例的车辆的动力分配控制系统，通过获取车辆当前行驶的路面图 像识别车辆当前行驶的路面类型；确定当前路面类型对应的动力分配策略；并在不同的动力分配策略下，控制车辆的中央差速器切换至与当前动力分配策略对应的锁止模式，在所述锁止模式下，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩。还可启动与当前路面类型对应的动力传递模式；并在不同的动力传递模式下，按照不同的换挡策略控制车辆的变速箱切换档位，以调整变速箱的动力传递机制。特别是对于四驱车型，有利于车辆在不同路面均能以最佳状态行驶。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其它实施例的相关描述。可以理解，其中所使用的术语“第一”、“第二”等在本文中用于区分对象，但这些对象不受这些术语限制。
本领域普通技术人员可以理解，实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的程序可存储于一计算机可读取存储介质中，作为独立的产品销售或使用。所述程序在执行时，可执行如上述各方法的实施例的全部或部分步骤。其中，所述的存储介质可为磁碟、光盘、只读存储记忆体(Read-Only Memory，ROM)或随机存储记忆体(Random Access Memory，RAM)等。
以上所述实施例仅表达了本发明的几种实施方式，不能理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。

Claims (11)

  1. 一种车辆的动力分配控制方法，其特征在于，包括：
    获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；
    根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
    根据当前动力分配策略将车辆的中央差速器切换至与对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
  2. 根据权利要求1所述的车辆的动力分配控制方法，其特征在于，还包括：
    预先设置至少两种动力分配策略，建立全地形适应模式下各地形模式与所述动力分配策略的对应关系；
    以及，预先建立全地形适应模式下各地形模式与路面类型的对应关系。
  3. 根据权利要求1所述的车辆的动力分配控制方法，其特征在于，还包括：
    若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式；
    和/或，
    所述获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型，包括：
    获取车辆当前行驶的路面图像，分析所述路面图像得出路面状态信息；
    获取车辆当前的地理位置信息，根据所述地理位置信息确定车辆当前位置的地形；
    结合所述地形以及路面状态信息识别车辆当前行驶的路面类型。
  4. 根据权利要求1至3任一所述的车辆的动力分配控制方法，其特征在于， 全地形适应模式下各地形模式与预设的动力分配策略的对应关系包括：
    普通地形模式、雪地模式、泥水模式/沙地模式分别与普通分配策略、第一分配策略、第二分配策略一一对应；
    所述根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩，包括：
    若为普通分配策略，控制车辆的中央差速器切换至智能控制模式，在所述智能控制模式下适时调节中央差速器的锁止程度，以及获取油门踏板的踩下深度，根据所述踩下深度和第一扭矩分配曲线确定从动轮轴对应的第一扭矩比例，按照所述第一扭矩比例为车辆的前后轴分配扭矩；
    若为第一分配策略，控制车辆的中央差速器切换至智能锁止模式，在所述智能锁止模式下使中央差速器保持在设定的锁止程度，以及获取油门踏板的踩下深度，根据所述踩下深度和第二扭矩分配曲线确定从动轮轴对应的第二扭矩比例，按照所述第二扭矩比例为车辆的前后轴分配扭矩；
    若为第二分配策略，控制车辆的中央差速器切换至全锁止模式，在所述全锁止模式下使中央差速器保持在最大锁止程度，以及获取油门踏板的踩下深度，根据所述踩下深度以及第三扭矩分配曲线确定从动轮轴对应的第三扭矩比例，按照所述第三扭矩比例为车辆的前后轴分配扭矩；
    其中，所述从动轮轴为前轴或者后轴；所述设定的锁止程度小于所述最大锁止程度；在油门踏板的踩下深度相同时，所述第二扭矩比例大于所述第一扭矩比例，所述第三扭矩比例大于所述第一扭矩比例，小于或等于所述第二扭矩比例。
  5. 一种车辆的动力分配控制装置，其特征在于，包括：
    路面识别模块，用于获取车辆当前行驶的路面图像，根据所述路面图像识别车辆当前行驶的路面类型；
    动力分配策略确定模块，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
    动力分配控制模块，用于根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；
    其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
  6. 根据权利要求5所述的车辆的动力分配控制装置，其特征在于，还包括：
    设置模块，用于预先设置至少两种动力分配策略，建立全地形适应模式下各地形模式与所述动力分配策略的对应关系；以及预先建立全地形适应模式下各地形模式与路面类型的对应关系。
  7. 根据权利要求5所述的车辆的动力分配控制装置，其特征在于，
    所述路面识别模块，具体用于获取车辆当前行驶的路面图像，分析所述路面图像得出路面状态信息；获取车辆当前的地理位置信息，根据所述地理位置信息确定车辆当前位置的地形；结合所述地形以及路面状态信息识别车辆当前行驶的路面类型；
    和/或，
    所述动力分配策略确定模块，还用于若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，则启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式。
  8. 根据权利要求5至7任一所述的车辆的动力分配控制装置，其特征在于，全地形适应模式下各地形模式与预设的动力分配策略的对应关系包括：
    普通地形模式、雪地模式、泥水模式/沙地模式分别与普通分配策略、第一分配策略、第二分配策略一一对应；
    所述动力分配控制模块包括：
    第一分配控制单元，用于若为普通分配策略，控制车辆的中央差速器切换至智能控制模式，在所述智能控制模式下适时调节中央差速器的锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度和第一扭矩分配曲线确定从动轮轴对应的第一扭矩比例，按照所述第一扭矩比例为车辆的前后轴分配扭矩；
    第二分配控制单元，用于若为第一分配策略，控制车辆的中央差速器切换至智能锁止模式，以使中央差速器保持在设定的锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度和第二扭矩分配曲线确定从动轮轴对应的第二扭矩比例，按照所述第二扭矩比例为车辆的前后轴分配扭矩；
    第三分配控制单元，用于若为第二分配策略，控制车辆的中央差速器切换至全锁止模式，以使中央差速器保持在最大锁止程度；以及获取油门踏板的踩下深度，根据所述踩下深度以及第三扭矩分配曲线确定从动轮轴对应的第三扭矩比例，按照所述第三扭矩比例为车辆的前后轴分配扭矩；
    其中，所述从动轮轴为前轴或者后轴；所述设定的锁止程度小于所述最大锁止程度；在油门踏板的踩下深度相同时，所述第二扭矩比例大于所述第一扭矩比例，所述第三扭矩比例大于所述第一扭矩比例，小于或等于所述第二扭矩比例。
  9. 一种车辆的动力分配控制系统，其特征在于，包括：路面识别装置、全地形控制器以及动力分配装置；
    所述路面识别装置，用于获取车辆当前行驶的路面图像，并将所述路面图像发送给所述全地形控制装置；
    所述全地形控制器，用于根据当前的路面类型启动全地形适应模式下对应的地形模式；并根据地形模式与预设的动力分配策略的对应关系，确定与当前地形模式对应的动力分配策略，并将所述动力分配策略发送给动力分配装置；所述全地形适应模式下的地形模式包括普通地形模式、雪地模式、泥地模式、沙地模式中至少两种；
    所述动力分配装置，用于根据当前动力分配策略将车辆的中央差速器切换至对应的锁止模式，并根据当前动力分配策略对应的扭矩分配曲线为车辆的前后轴分配扭矩；
    其中，扭矩分配曲线是以油门踏板的踩下深度为变量，从动轮轴的扭矩比例为输出的函数曲线。
  10. 根据权利要求9所述的车辆的动力分配控制系统，其特征在于，还包括地形模式选择装置，
    所述地形模式选择装置，用于接收到选择地形模式的操作指令，将所述操作指令指向的地形模式发送给所述全地形控制器；
    所述全地形控制器，还用于若接收到选择地形模式的操作指令，将所述操作指令指向的地形模式与当前识别出的路面类型对应的地形模式进行比对，若两者一致，则启动所述操作指令指向的地形模式，否则，启动与当前识别出的路面类型对应的地形模式；
    和/或，
    所述路面识别装置包括：图像采集设备、定位设备和处理器；
    所述图像采集设备用于采集车辆当前行驶的路面图像，并将所述路面图像发送给所述处理器；
    所述定位设备用于获取车辆当前的地理位置信息，并将所述地理位置信息发送给所述处理器；
    所述处理器用于分析所述路面图像得出路面状态信息，根据所述地理位置信息确定车辆当前位置的地形，以及结合所述地形以及路面状态信息识别车辆当前行驶的路面类型。
  11. 根据权利要求9或10所述的车辆的动力分配控制系统，其特征在于，全地形适应模式下各地形模式与动力分配策略的对应关系包括：
    普通地形模式、雪地模式、泥水模式/沙地模式分别与普通分配策略、第一分配策略、第二分配策略一一对应；
    所述动力分配装置用于，
    若为普通分配策略，控制车辆的中央差速器切换至智能控制模式，在所述智能控制模式下适时调节中央差速器的锁止程度，以及获取油门踏板踩下深度，根据所述踩下深度和第一扭矩分配曲线确定从动轮轴对应的第一扭矩比例，按照所述第一扭矩比例为车辆的前后轴分配扭矩；
    若为第一分配策略，控制车辆的中央差速器切换至智能锁止模式，在所述智能锁止模式下使中央差速器保持在设定的锁止程度，以及获取油门踏板踩下深度，根据所述踩下深度和第二扭矩分配曲线确定从动轮轴对应的第二扭矩比例，按照所述第二扭矩比例为车辆的前后轴分配扭矩；
    若为第二分配策略，控制车辆的中央差速器切换至全锁止模式，在所述全锁止模式下使中央差速器保持在最大锁止程度，以及获取油门踏板踩下深度，根据所述踩下深度以及第三扭矩分配曲线确定从动轮轴对应的第三扭矩比例，按照所述第三扭矩比例为车辆的前后轴分配扭矩；
    其中，所述从动轮轴为前轴或者后轴；所述设定的锁止程度小于所述最大锁止程度；在油门踏板踩下深度相同时，所述第二扭矩比例大于所述第一扭矩比例，所述第三扭矩比例大于所述第一扭矩比例，小于或等于所述第二扭矩比例。
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