WO2025171640A1 - Torque vector control method in energy recovery scenario, storage medium, and vehicle - Google Patents

Abstract

A torque vector control method in an energy recovery scenario, a storage medium, and a vehicle. The torque vector control method comprises: on the basis of traveling information of a vehicle, determining whether the vehicle is in a turning state; if yes, adjusting a front axle torque of the vehicle from an initial front axle torque to a preset front axle torque, and adjusting a rear axle torque of the vehicle from an initial rear axle torque to a preset rear axle torque; and if no, maintaining the current initial front axle torque and the current initial rear axle torque of the vehicle. By means of such design, the recovery torque can be adjusted when the vehicle turns, thereby improving the stability and maneuverability of the vehicle.

Description

Torque vector control method, storage medium and vehicle in energy recovery scenario Technical Field

The present invention relates to the field of automotive technology, and in particular to a torque vector control method, storage medium, and vehicle in an energy recovery scenario.

Background Art

With the development of new energy vehicle drive technology, the number of drive units has gradually increased, and the trend towards distributed drive has deepened. Typically, in energy recovery scenarios, new energy vehicles need to distribute torque to different drive units. However, when the vehicle turns, this affects vehicle stability and maneuverability, not only affecting the driving experience but also posing certain safety risks.

Summary of the Invention

Embodiments of the present application provide a torque vector control method, storage medium, and vehicle in an energy recovery scenario, for improving vehicle stability.

In a first aspect, an embodiment of the present application provides a torque vector control method in an energy recovery scenario, the torque vector control method comprising:

determining whether the vehicle is in a turning state according to the vehicle's driving information;

If yes, adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque, and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque;

If not, the vehicle is controlled to maintain the current front axle initial torque and the rear axle initial torque.

The solution provided in the embodiment of the present application can determine whether the vehicle is in a turning state based on the vehicle's driving information. When the vehicle is not in a turning state, the current torque distribution is maintained. When the vehicle is in a turning state, the front axle torque is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque is adjusted from the rear axle initial torque to the rear axle preset torque. This design can adjust the torque distribution in different vehicle driving states, so that the vehicle in an energy recovery scenario can still maintain good maneuverability and stability when changing driving states, thereby helping to improve driving safety and better meet actual needs.

In one possible implementation, before determining whether the vehicle is in a turning state based on the vehicle's driving information, the method includes:

Information output or stored by at least one of a brake electronic control unit, a vehicle controller, a motor controller, a vehicle instrument panel, key input, a vehicle sensor, and a signal processing module is collected as the driving information.

By obtaining vehicle information to judge the vehicle's driving state, it is convenient to determine whether the vehicle is in a turning state, so as to adjust the distribution of the recovery torque according to the vehicle's driving state, so that the vehicle can have better maneuverability and stability under different driving states.

In a possible implementation, the driving information includes steering wheel angle information.

By collecting steering wheel angle information, the vehicle's driving state can be easily judged. When the vehicle turns, the driver must turn the steering wheel to complete the turn. Based on the steering wheel angle information, the vehicle's turning state can be determined, and the distribution of regenerative torque can be adjusted to improve the vehicle's maneuverability and stability when turning in energy recovery scenarios.

In a possible implementation, the driving information includes vehicle speed information and/or chassis stability information.

By collecting vehicle speed information and chassis stability information, the vehicle's driving status can be further obtained.

In a possible implementation manner, information output or stored by at least one of an anti-lock braking system, a traction control system, and a stability control system is collected as the chassis stability information.

By collecting chassis stability information, it is easy to judge the driving status of the vehicle.

In a possible implementation, the step of determining whether the vehicle is in a turning state according to the vehicle driving information includes:

When the steering wheel angle of the vehicle exceeds 30 degrees, the vehicle speed exceeds 20 kilometers per hour, and the chassis stability function is not triggered and not degraded, it is determined that the vehicle is in a turning state;

When the steering wheel angle of the vehicle does not exceed 30°, or the vehicle speed does not exceed 20 kilometers per hour, or the chassis stability function is not triggered or degraded, it is determined that the vehicle is not in a turning state.

When the steering wheel angle is small, it's likely a normal adjustment during driving, and the vehicle isn't turning. At low speeds, the vehicle's stability is high, and the impact of regenerative torque distribution on stability is minimal. Therefore, regenerative torque distribution can be adjusted during slow cornering. When the chassis stability function is triggered or degraded, it indicates that the vehicle may be experiencing extreme instability, such as instability. Chassis stability functions like ABS, TCS, and ESC take priority. When vehicle stability is compromised or in extreme conditions, chassis stability functions take over control to enhance safety. Therefore, if the vehicle simultaneously meets the following conditions: a steering wheel angle exceeding 30°, a speed exceeding 20 km/h, and the chassis stability function is neither triggered nor degraded, regenerative torque adjustment can be initiated, adjusting the front axle torque to the preset front axle torque and the rear axle torque to the preset rear axle torque to enhance vehicle stability. If any of these conditions are not met, torque adjustment is not necessary, or a higher-priority module is controlling the vehicle.

In one possible implementation, after adjusting the front axle torque and the rear axle torque of the vehicle from initial torques to preset torques, the torque vector control method in the energy recovery scenario includes:

Determining whether a steering wheel angle of the vehicle is lower than a preset angle;

If yes, restoring the front axle torque of the vehicle to the front axle initial torque, and restoring the rear axle torque of the vehicle to the rear axle initial torque;

If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque.

By detecting the steering wheel angle, it is possible to determine whether the vehicle has completed the turn, so that the torque can be adjusted according to the actual driving state of the vehicle. While improving the vehicle's energy recovery efficiency, it is also beneficial to improve the vehicle's maneuverability and stability.

In a possible implementation, the preset angle is 20°.

During a turn, the driver may adjust the steering wheel angle within a certain range based on actual needs. This design helps reduce the possibility of misjudging whether the vehicle is in a turning state due to the driver making small adjustments to the steering wheel angle. Because the angle used to determine whether the vehicle has ended a turn is smaller than the angle used to determine whether the vehicle has entered a turn, and there is a certain difference, even if the driver reduces the steering wheel angle during a turn, the vehicle can still be determined to be in a turning state. This reduces the possibility of repeated adjustments to the front and rear axle torques due to small adjustments to the steering wheel angle. This helps improve vehicle stability and maneuverability, better meeting actual usage needs.

In one possible implementation, after the front axle torque of the vehicle is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque of the vehicle is adjusted from the rear axle initial torque to the rear axle preset torque, the torque vector control method in the energy recovery scenario includes:

determining whether the speed of the vehicle is lower than a preset speed;

If yes, restoring the front axle torque of the vehicle to the front axle initial torque, and restoring the rear axle torque of the vehicle to the rear axle initial torque;

If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque.

When the vehicle speed decreases, since the vehicle has higher stability when driving at low speeds, the energy recovery scenario has less impact on the vehicle stability. Therefore, there is no need to increase the vehicle stability by adjusting the recovery torque, thereby ending the adjustment of the front axle torque and the rear axle torque and restoring the torque to the state before the adjustment.

In a possible implementation manner, the preset vehicle speed is 15 kilometers per hour.

When the vehicle is traveling at a low speed, the vehicle's maneuverability and stability are relatively high, and the energy recovery scenario has little impact on the vehicle's stability. Even if the vehicle is in a turning state, the vehicle's stability can be improved without adjusting the vehicle's torque.

In one possible implementation, after the front axle torque of the vehicle is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque of the vehicle is adjusted from the rear axle initial torque to the rear axle preset torque, the torque vector control method in the energy recovery scenario includes:

determining whether a floor stability function of the vehicle is triggered or degraded;

If yes, restoring the front axle torque of the vehicle to the front axle initial torque, and restoring the rear axle torque of the vehicle to the rear axle initial torque;

If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque.

When the chassis stability function is triggered or degraded, it indicates that the vehicle is currently in a more extreme state and has poor stability. The vehicle needs to be controlled by the chassis stability function to improve the vehicle's stability. Compared with the torque adjustment in the energy recovery scenario, the chassis stability function is more effective at this time. The qualitative function has a higher priority, so the adjustment of the regenerative torque needs to be terminated and the chassis stability function takes over the control of the vehicle.

In one possible implementation, the preset torque of the front axle torque includes a front axle slip feedback torque and a front axle maneuverability feedback torque, the preset torque of the rear axle torque includes a rear axle slip feedback torque and a rear axle maneuverability feedback torque, and the vehicle includes at least two motors, at least one of the motors is located on the front axle of the vehicle, and at least one of the motors is located on the rear axle of the vehicle;

The steps of adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque include:

When the difference between the front axle slip feedback torque and the expected slip feedback torque exceeds a preset range, adjusting the front axle slip feedback torque so that the difference between the front axle slip feedback torque and the expected slip feedback torque is within the preset range;

When the difference between the rear axle slip feedback torque and the expected slip feedback torque exceeds a preset range, adjusting the rear axle slip feedback torque so that the difference between the rear axle slip feedback torque and the expected slip feedback torque is within the preset range;

When the difference between the front axle maneuverability feedback torque and the expected maneuverability feedback torque exceeds a preset range, adjusting the front axle maneuverability feedback torque so that the difference between the front axle maneuverability feedback torque and the expected maneuverability feedback torque is within the preset range;

When the difference between the rear axle maneuverability feedback torque and the expected maneuverability feedback torque exceeds a preset range, the rear axle maneuverability feedback torque is adjusted so that the difference between the rear axle maneuverability feedback torque and the expected maneuverability feedback torque is within the preset range.

In energy recuperation scenarios, the rear axle tire's adhesion limit is relatively low, making it more susceptible to slip. Therefore, the rear axle slip feedback torque allocation can be reduced and the front axle slip feedback torque allocation can be increased to reduce the possibility of vehicle slip. To improve vehicle maneuverability and steering flexibility, the front axle maneuverability feedback torque allocation can be reduced and increased to the rear axle.

In a possible implementation, the front axle is provided with a first motor, the rear axle is provided with a second motor, the front axle is provided with two first motors and/or the rear axle is provided with two second motors;

The steps of adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque include:

The torque of the first motor is adjusted according to the preset front axle torque, and the torque of the second motor is adjusted according to the preset rear axle torque.

When the front and/or rear axles include two motors, that is, when the vehicle has a three-motor distributed drive configuration or a four-motor distributed drive configuration, it is necessary to distribute the front and/or rear axle torque between the two coaxial motors. This ensures that the total torque of the two front motors matches the preset front axle torque, and/or that the two rear motors match the preset rear axle torque, thereby improving vehicle stability and maneuverability.

A second aspect of the present application provides a storage medium, which is used to store the torque vector control method in the energy recovery scenario described in any one of the above.

The present application also provides a vehicle comprising a front axle and a rear axle, the vehicle comprising a control component, the control component being used to determine whether the vehicle is in a turning state based on the vehicle's driving information; when the vehicle is in a turning state, the front axle initial torque of the vehicle is adjusted to a front axle preset torque, and the rear axle torque of the vehicle is adjusted to a rear axle initial torque; when the vehicle is not in a turning state, the vehicle maintains the front axle initial torque and the rear axle initial torque.

The present application provides a torque vectoring control method, storage medium, and vehicle in an energy recovery scenario. The torque vectoring control method includes determining whether the vehicle is in a turning state based on vehicle driving information. If so, adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque, and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque; if not, maintaining the current front axle initial torque and rear axle initial torque. This design enables adjustment of the regenerative torque when the vehicle is turning, thereby improving vehicle stability and maneuverability.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a flow chart of a torque vector control method in an energy recovery scenario provided by the present application;

FIG2 is a schematic diagram of a first embodiment of a torque vector control method in an energy recovery scenario provided by the present application;

FIG3 is a schematic diagram of a second embodiment of a torque vector control method in an energy recovery scenario provided by the present application;

FIG4 is a schematic diagram of a third embodiment of a torque vector control method in an energy recovery scenario provided by the present application;

FIG5 is a schematic diagram of a dual-motor distributed drive configuration provided in this application;

FIG6 is a schematic diagram showing the principle of torque distribution of the dual-motor distributed drive configuration provided in this application;

FIG7 is a schematic diagram of a three-motor distributed drive configuration provided in this application;

FIG8 is a schematic diagram showing the principle of torque distribution of the three-motor distributed drive configuration provided by this application;

FIG9 is a schematic diagram of the state of torque vector control in the energy recovery scenario provided by this application;

FIG10 is a schematic diagram of torque vector control in an energy recovery scenario provided in this application.

DETAILED DESCRIPTION

In order to better understand the technical solutions of this specification, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

It should be clear that the embodiments described are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments in this specification, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this specification.

The terms used in the examples of this application are for the purpose of describing specific embodiments only and are not intended to limit this specification. The singular forms "a," "an," "the," and "the" used in the examples of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

With technological advancements, new energy vehicles are becoming increasingly mature. With the increase in the number of drive units, the development trend is shifting towards distributed drive systems. Due to the presence of multiple drive units, the longitudinal force requirements of the vehicle need to be distributed to different drive units. During energy recovery, torque needs to be distributed to different drive units according to specific rules or methods. When the vehicle's driving state changes, such as from straight-line driving to cornering, the altered driving state affects the vehicle's maneuverability and stability, reducing the driving experience.

In view of this, an embodiment of the present application provides a torque vector control method in an energy recovery scenario, which is used to improve the stability of the vehicle.

As shown in FIG1 , an embodiment of the present application provides a torque vector control method in an energy recovery scenario. The torque vector control method includes:

S1. Determine whether the vehicle is in a turning state based on the vehicle's driving information.

If yes, go to step S2, if no, go to step S3.

S2. Adjust the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque, and adjust the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque.

S3. Control the vehicle to maintain the current front axle initial torque and rear axle initial torque.

When the vehicle is in an energy recovery scenario (i.e., the energy recovery function is enabled), torque is distributed among the drive units. However, when the vehicle turns, the pre-turn torque distribution method is not suitable for the vehicle in the turning state due to the change in the vehicle's driving state, resulting in reduced vehicle stability and maneuverability. This reduced maneuverability and stability can lead to certain safety hazards during driving.

The solution provided in the embodiment of the present application can determine whether the vehicle is in a turning state based on the vehicle's driving information. When the vehicle is not in a turning state, the current torque distribution is maintained. When the vehicle is in a turning state, the front axle torque is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque is adjusted from the rear axle initial torque to the rear axle preset torque. This design can adjust the torque distribution in different vehicle driving states, so that the vehicle in an energy recovery scenario can still maintain good maneuverability and stability when changing driving states, thereby helping to improve driving safety and better meet actual needs.

In a possible implementation, before step S1, the method further includes:

Information output by at least one of a brake electronic control unit, a vehicle controller, a motor controller, a vehicle instrument panel, a key input, a vehicle sensor, and a signal processing module is collected as the driving information.

Specifically, determining whether a vehicle is turning can be done based on driving information. The detection module collects information from modules such as the electronic control unit (ECU), vehicle control unit (VCU), motor control unit (MCU), vehicle instrumentation or keypad input, driver input, vehicle sensor modules, signal processing modules, and associated ECUs. The ECU may include a brake ECU. By collecting vehicle instrumentation and keypad input, it is possible to determine whether the driver has activated the relevant function. Driver input information collected includes, but is not limited to, the accelerator pedal and steering wheel angle. This information can be used to determine the driver's operating status, thereby facilitating the determination of the vehicle's driving state. The vehicle sensor module can collect information such as wheel speed, vehicle speed, acceleration, and yaw rate. The signal module can be used to convert units to standardize signal units and enable effective judgment. The brake ECU and MCU provide feedback on braking function status and drive torque, which can be used to obtain feedback from the vehicle's actuators.

By obtaining the vehicle's information to judge the vehicle's driving state, it is possible to determine whether the vehicle is in a turning state. It is convenient to adjust the distribution of the recovery torque according to the driving state of the vehicle, so that the vehicle can have better maneuverability and stability under different driving states.

In a possible implementation, the vehicle driving information includes steering wheel angle information.

By collecting steering wheel angle information, the vehicle's driving state can be easily judged. When the vehicle turns, the driver must turn the steering wheel to initiate the turn. This steering wheel angle information can be used to determine whether the vehicle is in a turning state, thereby adjusting the distribution of regenerative torque to improve the vehicle's maneuverability and stability when turning in energy recovery scenarios.

In a possible implementation, the driving information includes vehicle speed information and/or chassis stability information.

By collecting vehicle speed information and chassis stability information, the vehicle's driving status can be further obtained.

Chassis stability information includes but is not limited to anti-lock braking system (ABS), traction control system (TCS), electronic stability control system (ESC), etc.

By collecting chassis stability information, it is easy to judge the driving status of the vehicle.

In a possible implementation, step S1 includes: determining whether the steering wheel angle of the vehicle exceeds 30°, whether the vehicle speed exceeds 20 kilometers per hour, and whether the chassis stability function is triggered or reduced.

When the steering wheel angle of the vehicle exceeds 30°, the vehicle speed exceeds 20 kilometers per hour, and the chassis stability function is not triggered and is not degraded, it is determined that the vehicle is in a turning state.

When the steering wheel angle of the vehicle does not exceed 30°, or the vehicle speed does not exceed 20 kilometers per hour, or the chassis stability function is not triggered or degraded, it is determined that the vehicle is not in a turning state.

When the steering wheel angle is small, it's likely a normal adjustment during driving, and the vehicle isn't turning. At low speeds, the vehicle's stability is high, and the impact of regenerative torque distribution on stability is minimal. Therefore, regenerative torque distribution can be adjusted during slow cornering. When the chassis stability function is triggered or degraded, it indicates that the vehicle may be experiencing extreme instability, such as instability. Chassis stability functions like ABS, TCS, and ESC take priority. When vehicle stability is compromised or in extreme conditions, chassis stability functions take over control to enhance safety. Therefore, if the vehicle simultaneously meets the following conditions: a steering wheel angle exceeding 30°, a speed exceeding 20 km/h, and the chassis stability function is neither triggered nor degraded, regenerative torque adjustment can be initiated, adjusting the front axle torque to the preset front axle torque and the rear axle torque to the preset rear axle torque to enhance vehicle stability. If any of these conditions are not met, torque adjustment is not necessary, or a higher-priority module is controlling the vehicle.

As shown in FIG2 , in a possible implementation manner, after step S2, the method further includes:

S4. Determine whether the steering wheel angle of the vehicle is lower than a preset angle.

If yes, go to step S5.

S5. Restoring the front axle torque of the vehicle to the initial front axle torque, and restoring the rear axle torque of the vehicle to the initial rear axle torque.

The vehicle has finished turning and the steering wheel is in the process of returning to the center position, restoring the front axle torque of the vehicle to the initial front axle torque, and restoring the rear axle torque of the vehicle to the initial rear axle torque, so that the vehicle maintains its initial state.

If not, go to step S6.

S6. Control the front axle torque to maintain a preset front axle torque, and control the rear axle torque of the vehicle to maintain a preset rear axle torque.

By detecting the steering wheel angle, it is possible to determine whether the vehicle has completed the turn, so that the torque can be adjusted according to the actual driving state of the vehicle. While improving the vehicle's energy recovery efficiency, it is also beneficial to improve the vehicle's maneuverability and stability.

In one possible implementation, the preset angle is 20°. The value of the preset angle can be adjusted based on actual needs. Typically, the angle used to determine whether the vehicle has ended a turn is smaller than the angle used to determine whether the vehicle has entered a turn, with a certain difference. For example, when the vehicle enters a turn, the steering wheel angle must exceed 30°, and when the vehicle ends a turn, the steering wheel angle must be less than 20°.

During a turn, the driver may adjust the steering wheel angle within a certain range based on actual needs. This design helps reduce the possibility of misjudging whether the vehicle is in a turning state due to the driver making small adjustments to the steering wheel angle. Because the angle used to determine whether the vehicle has ended a turn is smaller than the angle used to determine whether the vehicle has entered a turn, and there is a certain difference, even if the driver reduces the steering wheel angle during a turn, the vehicle can still be determined to be in a turning state. This reduces the possibility of repeated adjustments to the front and rear axle torques due to small adjustments to the steering wheel angle. This helps improve vehicle stability and maneuverability, better meeting actual usage needs.

As shown in FIG3 , in a possible implementation manner, after step S2, the method further includes:

S7. Determine whether the vehicle speed is lower than a preset speed.

If yes, go to step S8. If no, go to step S9.

S8. Restoring the front axle torque of the vehicle to the initial front axle torque, and restoring the rear axle torque of the vehicle to the initial rear axle torque.

S9. Control the front axle torque of the vehicle to maintain a preset front axle torque, and control the rear axle torque of the vehicle to maintain a preset rear axle torque.

When the vehicle speed decreases, since the vehicle has higher stability when driving at low speeds, the impact of energy recovery on vehicle stability is lower. Therefore, there is no need to increase the stability of the vehicle by adjusting the recovery torque, thereby ending the adjustment of the front axle torque and the rear axle torque and restoring the torque to the state before adjustment.

In a possible implementation, the preset vehicle speed is 15 kilometers per hour.

When the vehicle speed is lower than 15 kilometers per hour, it can be considered that the vehicle is in a low-speed driving state. When the vehicle is in a low-speed driving state, the vehicle's maneuverability and stability are relatively high, and the energy recovery scenario has little effect on the vehicle's stability. Even if the vehicle is in a turning state, the vehicle's stability can be improved without adjusting the vehicle torque.

In a possible implementation, when determining that the vehicle enters a turning state, the vehicle speed must be greater than 20 kilometers per hour, and when determining that the vehicle ends a turning state, the vehicle speed must be less than 15 kilometers per hour.

During the driving process, the vehicle speed may change and easily fluctuate around the preset speed critical value. Therefore, there is a certain difference between the speed at which the vehicle is judged to enter the turning state and the speed at which the vehicle is judged to end the turning state, thereby providing a certain buffer space, reducing the possibility of frequent adjustment of torque between the turning state and the non-turning state due to speed fluctuations.

As shown in FIG4 , in a possible implementation manner, after step S2, the method further includes:

S10: Determine whether the chassis stability function of the vehicle is triggered or degraded.

If yes, go to step S11, if no, go to step S12.

S11. Restoring the front axle torque of the vehicle to the initial front axle torque, and restoring the rear axle torque of the vehicle to the initial rear axle torque.

S12. Control the front axle torque of the vehicle to maintain a preset front axle torque, and control the rear axle torque of the vehicle to maintain a preset rear axle torque.

When the chassis stability function is triggered or degraded, it indicates that the vehicle is currently in a relatively extreme condition and has poor stability. The vehicle needs to be controlled by the chassis stability function to improve the stability of the vehicle. Compared with the torque adjustment for the energy recovery scenario, the chassis stability function has a higher priority at this time. Therefore, it is necessary to end the adjustment of the recovery torque and let the chassis stability function take over the control of the vehicle.

The torque vector control method in the energy recovery scenario provided by the embodiment of the present application, when the vehicle turns on energy recovery and the torque adjustment function, can detect the vehicle's steering wheel angle, vehicle speed and chassis stability function status. When the vehicle's steering wheel angle exceeds 30° and the vehicle speed exceeds 20 kilometers per hour, and at the same time, the chassis stability function is not triggered and not degraded, the vehicle is in a turning state, and the front axle torque and rear axle torque of the vehicle are adjusted to the preset torque. In one possible embodiment, an offline model can be preset, and the vehicle corresponds to different torque distributions in different turning states. During driving, the vehicle's torque is adjusted according to the offline model to improve the vehicle's stability while performing energy recovery. When the vehicle's steering wheel angle is less than 20°, the vehicle speed is less than 15 kilometers per hour, or the chassis stability function is triggered or degraded, when the vehicle meets one or more of the above conditions, the torque adjustment is terminated.

The torque vector control method provided in the embodiment of the present application can be manually turned on and off by pressing a button, etc., or it can be bound to the driving mode and turned on or off automatically.

The torque vectoring control method provided in the embodiments of the present application can be implemented through a detection module, a judgment module, a control module, an execution module, and a monitoring module. The detection module is configured to collect vehicle driving information, including but not limited to information such as vehicle speed and yaw rate collected through sensors, feedback from the braking system, input from vehicle instruments or buttons, and information such as steering wheel angle and angular velocity input by the driver. The judgment module, based on this collected information, determines whether torque vectoring is in standby mode, whether the current function meets the intervention conditions, and determines the current control mode. When torque vectoring is enabled, and the steering wheel angle and vehicle speed requirements are met, and the chassis stability function is not triggered or degraded, torque vectoring is enabled. When one or more of the following conditions are met: the steering wheel angle is below a preset angle, the vehicle speed is below a preset speed, or the chassis stability function is engaged, torque vectoring is disabled. In energy regeneration scenarios, such as when the driver makes a steering motion during braking, single-pedal regeneration, or coasting regeneration, the control module dynamically adjusts the front and rear motor braking torques using the vehicle controller, distributing the received electric braking torque based on the driver's steering input. The execution module uses the motor controller to track the target torque issued by the vehicle controller. It's important to note that the specific motor control unit execution method is not limited, and different motor configurations or closed-loop methods can be used. The monitoring module monitors overall program execution and provides timely feedback if any faults or errors occur during execution.

In one possible implementation, the front axle preset torque includes the front axle slip feedback torque and the front axle maneuverability feedback torque, and the rear axle preset torque includes the rear axle slip feedback torque and the rear axle maneuverability feedback torque. Step S2 may specifically include:

When the difference between the front axle slip feedback torque and the desired slip feedback torque exceeds a preset range, the front axle slip feedback torque is adjusted so that the difference between the front axle slip feedback torque and the desired slip feedback torque is within a preset range. When the difference between the rear axle slip feedback torque and the desired slip feedback torque exceeds a preset range, the rear axle slip feedback torque is adjusted so that the difference between the rear axle slip feedback torque and the desired slip feedback torque is within a preset range. When the difference between the front axle maneuverability feedback torque and the desired maneuverability feedback torque exceeds a preset range, the front axle maneuverability feedback torque is adjusted so that the difference between the front axle maneuverability feedback torque and the desired maneuverability feedback torque is within a preset range. When the difference between the rear axle maneuverability feedback torque and the desired maneuverability feedback torque exceeds a preset range, the rear axle maneuverability feedback torque is adjusted so that the difference between the rear axle maneuverability feedback torque and the desired maneuverability feedback torque is within a preset range.

The slip feedback torque and maneuverability feedback torque of the front and rear axles are adjusted based on the desired torque. The preset range can be 0 or can be set according to actual needs. In one possible implementation, when the front axle slip feedback torque is greater than the desired slip feedback torque, the front axle slip feedback torque can be reduced. When the front axle slip feedback torque is less than the desired slip feedback torque, the front axle slip feedback torque can be increased, so that the front axle slip feedback torque tends to change closer to the desired slip feedback torque. When the rear axle slip feedback torque is greater than the desired slip feedback torque, the rear axle slip feedback torque can be reduced. When the rear axle slip feedback torque is less than the desired slip feedback torque, the rear axle slip feedback torque can be increased, so that the rear axle slip feedback torque tends to change closer to the desired slip feedback torque. When the front axle maneuverability feedback torque is less than the desired maneuverability feedback torque, the front axle maneuverability feedback torque can be increased, so that the front axle maneuverability feedback torque tends to change closer to the desired maneuverability feedback torque. When the rear axle maneuverability feedback torque is greater than the expected maneuverability feedback torque, the rear axle maneuverability feedback torque can be reduced. When the rear axle maneuverability feedback torque is less than the expected maneuverability feedback torque, the rear axle maneuverability feedback torque can be increased so that the rear axle maneuverability feedback torque tends to change closer to the expected maneuverability feedback torque.

By adjusting the slip torque and maneuverability torque, the stability and maneuverability of the vehicle when turning in the energy recovery scenario can be improved, which is beneficial to improving the driving experience and better meeting actual usage needs.

As shown in Figure 5, in one possible implementation, energy recovery can be activated during vehicle braking and other situations, generating deceleration. A feedforward controller can calculate feedforward torque based on the steering wheel angle, throttle travel, and other factors and distribute it to the front and rear axles. In energy recovery scenarios, this can result in a relatively low adhesion limit for the rear axle tires, making them more susceptible to slip. Therefore, the rear axle slip feedback torque allocation can be reduced and increased to the front axle to reduce the likelihood of vehicle slip. To improve vehicle maneuverability and steering flexibility, the front axle maneuverability feedback torque allocation can be reduced to the front axle and increased to the rear axle.

As shown in Figure 6, driver inputs, including but not limited to steering wheel angle and vehicle speed, are collected. Yaw rate information is calculated based on the vehicle dynamics model. During the adjustment process, the yaw rate is adjusted toward the desired yaw rate. Slip feedback control is calculated based on the vehicle kinematics model to adjust the actual front and rear axle speed difference toward the desired front and rear axle speed difference. Offline model feedforward control provides a pre-calibrated torque distribution scheme based on driver inputs such as steering wheel angle and vehicle speed. Combining yaw feedback control, offline model feedforward control, and slip feedback control, the front and rear axle torque transfer is calculated and fed back to the vehicle system, adjusting the front and rear axle torques to enhance the vehicle's stability during cornering. The vehicle system provides real-time feedback to the driver on torque adjustments, allowing them to understand the vehicle's current state.

The solution provided in this embodiment is based on a seven-degree-of-freedom vehicle dynamics model. Taking the vehicle's steering characteristics, represented by the steering angle, as the optimization target, the specific steering characteristics are set and the dynamics model is used as an equation constraint to optimize the reference yaw rate and feedforward yaw torque at different vehicle speeds and steering angles. Closed-loop yaw rate feedback regulation is then added to compensate for the feedforward control. Furthermore, feedback control based on the speed difference between the drive motors is added to achieve a pre-control effect for vehicle slip, thereby improving vehicle maneuverability and stability.

The front axle and rear axle of the vehicle are each provided with at least one motor. In one possible embodiment, the vehicle includes two motors, one motor located on the front axle and one motor located on the rear axle, forming a dual-motor distributed drive configuration.

In one possible embodiment, the front axle is provided with a first motor, the rear axle is provided with a second motor, and the vehicle includes two first motors and/or the vehicle includes two second motors. The vehicle may be provided with two first motors on the front axle and one second motor on the rear axle, or one first motor on the front axle and two second motors on the rear axle, or two first motors on the front axle and two second motors on the rear axle, that is, the vehicle may include three or more motors. Step S2 may include:

The torque of the first motor is adjusted according to the preset torque of the front axle, and the torque of the second motor is adjusted according to the preset torque of the rear axle.

When the front and/or rear axles include two motors, i.e., a vehicle with a three-motor distributed drive configuration or a four-motor distributed drive configuration, it is necessary to distribute the front and/or rear axle torque between the two coaxial motors. This ensures that the total torque of the two front motors matches the preset front axle torque, and/or that the two rear motors match the preset rear axle torque, thereby improving vehicle stability and maneuverability.

As shown in FIG7 , for example, a second motor is set on the front axle and two second motors are set on the rear axle. The torque of the rear axle needs two second motors. In one possible implementation, the adjustment trends of the two motors located at the rear axle can be the same or different, and can be specifically allocated according to the actual vehicle conditions.

As shown in Figure 8, driver inputs, including but not limited to steering wheel angle and vehicle speed, are collected. Yaw rate information is calculated based on the vehicle dynamics model. During the adjustment process, the yaw rate is adjusted toward the desired yaw rate. Slip feedback control is calculated based on the vehicle kinematic model to adjust the actual front and rear axle speed difference toward the desired front and rear axle speed difference. Feedforward control, based on efficiency and stability, provides a pre-calibrated torque distribution scheme based on driver inputs such as steering wheel angle and vehicle speed. Yaw feedback control and offline model feedforward control are combined to distribute motor torque. Combined with slip feedback control, the drive motor torque is calculated and fed back to the vehicle system, adjusting the front and rear axle torques to enhance the vehicle's stability during cornering. The vehicle system provides real-time feedback to the driver on torque adjustments, allowing them to understand the vehicle's current state.

As shown in Figure 9, curve 1 represents the demanded torque, curve 2 represents the steering wheel angle, curve 3 represents the chassis stability function flag, and curve 4 represents the front-to-rear torque distribution. Interval 1 indicates the torque distribution function is in standby mode, interval 2 corresponds to normal torque distribution function activation, and interval 3 corresponds to chassis stability function activation. The small interval between intervals 2 and 3 represents the period when the vehicle has just experienced instability but the chassis stability function has not yet been activated. Interval 4 corresponds to the chassis stability function being deactivated. The demanded torque is the torque required by the driver, such as the torque demand generated by the driver's control of the accelerator or brake pedal. When the driver turns the steering wheel beyond a certain angle and meets the vehicle speed and chassis stability function requirements, the regenerative torque distribution function is normally activated. When the function is triggered, the torque of the front and rear axles will change, with one increasing and the other decreasing. The greater the steering wheel angle, the greater the difference in distribution between the front and rear axles. When the chassis stability function is triggered, the regenerative torque distribution function gradually deactivates.

As shown in Figure 10, when the torque vectoring control method is executed and the vehicle is in an energy recovery scenario, it determines whether the torque vectoring control function is enabled. If so, the vehicle enters a standby state; if not, normal driving continues. While the function is in the standby state, the function interaction status is determined, including but not limited to the chassis stability function. If there is a function interaction, such as when the chassis is triggered or degraded according to the stability function, the interaction is handled according to the functional status, and the torque distribution function exits control at a certain slope. If there is no function interaction, the steering wheel angle, vehicle speed, and other factors determine whether the torque vectoring on/off conditions are met. If the on conditions are met, torque vectoring is enabled; if the off conditions are met, torque vectoring is disabled. The driver can enable and disable this function at any time during driving.

The control module can include three operating modes. The first operating mode corresponds to the activation of the torque vectoring control function. Recovered torque is redistributed among the drive motors based on the current driver demand and the basic allocation results. The second operating mode corresponds to the end of a turn, requiring the torque vectoring control function to be disengaged. The function's recovered torque converges with a predetermined slope to the allocation result when the torque quality control function is not triggered, gradually returning to the initial torque. In the third operating mode, the function's recovered torque is distributed with a predetermined slope based on the current steering characteristics to maintain the vehicle's steering characteristics. After completion, the first operating mode can be switched back to the end of the function. The first operating mode can correspond to the activation of the function, the second operating mode to the deactivation of the function, and the third operating mode to the activation of the function. This can include torque adjustment after energy regeneration is activated, or the deactivation of other torque control functions, such as chassis stability, and the intervention of the torque vectoring control function. The torque change with a predetermined slope can be a uniform change or a continuous change along a curve with a predetermined curvature.

Based on the torque vector control method in the energy recovery scenario involved in the above embodiments, an embodiment of the present application also provides a storage medium, which is used to store the torque vector control method in the energy recovery scenario involved in any of the above embodiments.

An embodiment of the present application also provides a vehicle, which includes a front axle and a rear axle. The vehicle's control component is used to determine whether the vehicle is in a turning state based on the vehicle's driving information. When the vehicle is in a turning state, the vehicle's front axle initial torque is adjusted to the front axle preset torque, and the vehicle's rear axle initial torque is adjusted to the rear axle preset torque. When the vehicle is not in a turning state, the vehicle maintains the front axle initial torque and the rear axle initial torque.

The solution provided in the embodiment of the present application can utilize the multi-actuator (motor) characteristics of the distributed drive configuration, distribute torque among multiple actuators (motors), realize coordinated control of the entire vehicle, and utilize the existing VDC vehicle domain controller unit and motor controller to adjust the vehicle steering characteristics through dynamic torque regulation, thereby improving vehicle stability, maneuverability, and sports performance, thereby enhancing the driving experience.

The embodiment of the present application provides a torque control method, storage medium and vehicle in an energy recovery scenario. By establishing a seven-degree-of-freedom vehicle model, the required steering characteristics represented by the steering angle in each driving mode are used as the optimization target, and the feedforward reference torque distribution ratio of the vehicle in different states is solved to establish feedback control. The feedforward control is feedback-corrected according to the reference yaw angular velocity in each driving mode to obtain the final distribution ratio. The multi-motor driven vehicle distributes the recovered torque of each drive motor under the steering input of the driver to improve the handling performance of the entire vehicle. While achieving torque distribution according to the optional preset reference steering characteristics, the Feedback control corrects feedforward errors caused by wear on the vehicle itself, achieving yaw control of the steering characteristics and improving maneuverability and stability. Because the vehicle is in an energy recovery scenario, it can cause unexpected steering instability when the driver does not request torque. Energy recovery is equivalent to applying braking force to the wheels, but this braking force is not actively applied by the driver. In the distribution ratio of the feedforward controller, the pre-distribution ratio is determined by comprehensively considering stability and energy recovery efficiency. In addition, based on the current lateral and longitudinal motion state of the vehicle, the ideal inter-axle speed difference of the vehicle under geometric conditions is determined. The front axle speed is used as the reference, and the rear axle takes the inner wheel speed as the reference to adjust the transferred torque value. By specifying the pre-distribution ratio and controlling the speed difference between the drive motors, slip pre-control is achieved, while improving vehicle stability and recovery efficiency.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

Claims (15)

A torque vector control method in an energy recovery scenario, characterized in that the torque vector control method includes: determining whether the vehicle is in a turning state according to the vehicle's driving information; If yes, adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque, and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque; If not, the vehicle is controlled to maintain the current front axle initial torque and the rear axle initial torque. The torque vector control method in an energy recovery scenario according to claim 1 is characterized in that, before determining whether the vehicle is in a turning state based on vehicle driving information, the method includes: Information output or stored by at least one of a brake electronic control unit, a vehicle controller, a motor controller, a vehicle instrument panel, key input, a vehicle sensor, and a signal processing module is collected as the driving information. The torque vector control method in an energy recovery scenario according to claim 2, wherein the driving information includes steering wheel angle information. The torque vector control method in an energy recovery scenario according to claim 3 is characterized in that the driving information includes vehicle speed information and/or chassis stability information. The torque vector control method in an energy recovery scenario according to claim 4 is characterized in that information output or stored by at least one of an anti-lock braking system, a traction control system, and a stability control system is collected as the chassis stability information. The torque vector control method in an energy recovery scenario according to claim 5 is characterized in that the step of determining whether the vehicle is in a turning state based on the vehicle's driving information comprises: When the steering wheel angle of the vehicle exceeds 30 degrees, the vehicle speed exceeds 20 kilometers per hour, and the chassis stability function is not triggered and not degraded, it is determined that the vehicle is in a turning state; When the steering wheel angle of the vehicle does not exceed 30°, or the vehicle speed does not exceed 20 kilometers per hour, or the chassis stability function is not triggered or degraded, it is determined that the vehicle is not in a turning state. The torque vector control method in an energy recovery scenario according to claim 1 is characterized in that after adjusting the front axle torque and the rear axle torque of the vehicle from initial torques to preset torques, the torque vector control method in an energy recovery scenario includes: Determining whether a steering wheel angle of the vehicle is lower than a preset angle; If yes, restoring the front axle torque of the vehicle to the front axle initial torque, and restoring the rear axle torque of the vehicle to the rear axle initial torque; If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque. The torque vector control method in the energy recovery scenario according to claim 7 is characterized in that the preset angle is 20°. The torque vector control method in an energy recovery scenario according to claim 1 is characterized in that after the front axle torque of the vehicle is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque of the vehicle is adjusted from the rear axle initial torque to the rear axle preset torque, the torque vector control method in the energy recovery scenario includes: determining whether the speed of the vehicle is lower than a preset speed; If yes, restoring the front axle torque of the vehicle to the front axle initial torque, and restoring the rear axle torque of the vehicle to the rear axle initial torque; If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque. The torque vector control method in an energy recovery scenario according to claim 9 is characterized in that the preset vehicle speed is 15 kilometers per hour. The torque vector control method in an energy recovery scenario according to claim 1 is characterized in that after the front axle torque of the vehicle is adjusted from the front axle initial torque to the front axle preset torque, and the rear axle torque of the vehicle is adjusted from the rear axle initial torque to the rear axle preset torque, the torque vector control method in the energy recovery scenario includes: determining whether a floor stability function of the vehicle is triggered or degraded; If yes, controlling the front axle torque of the vehicle to maintain the front axle preset torque, and controlling the rear axle torque of the vehicle to maintain the rear axle preset torque; If not, the front axle torque of the vehicle is controlled to maintain the front axle preset torque, and the rear axle torque of the vehicle is controlled to maintain the rear axle preset torque. The torque vector control method in an energy recovery scenario according to any one of claims 1 to 11, characterized in that the preset torque of the front axle torque includes a front axle slip feedback torque and a front axle maneuverability feedback torque, the preset torque of the rear axle torque includes a rear axle slip feedback torque and a rear axle maneuverability feedback torque, and the vehicle includes at least two motors, at least one of the motors is located on the front axle of the vehicle, and at least one of the motors is located on the rear axle of the vehicle; The steps of adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque include: When the difference between the front axle slip feedback torque and the expected slip feedback torque exceeds a preset range, adjusting the front axle slip feedback torque so that the difference between the front axle slip feedback torque and the expected slip feedback torque is within the preset range; When the difference between the rear axle slip feedback torque and the expected slip feedback torque exceeds a preset range, adjusting the rear axle slip feedback torque so that the difference between the rear axle slip feedback torque and the expected slip feedback torque is within the preset range; When the difference between the front axle maneuverability feedback torque and the expected maneuverability feedback torque exceeds a preset range, adjusting the front axle maneuverability feedback torque so that the difference between the front axle maneuverability feedback torque and the expected maneuverability feedback torque is within the preset range; When the difference between the rear axle maneuverability feedback torque and the expected maneuverability feedback torque exceeds a preset range, the rear axle maneuverability feedback torque is adjusted so that the difference between the rear axle maneuverability feedback torque and the expected maneuverability feedback torque is within the preset range. The torque vector control method in an energy recovery scenario according to claim 12, characterized in that the front axle is provided with a first motor, the rear axle is provided with a second motor, the front axle is provided with two of the first motors and/or the rear axle is provided with two of the second motors; The steps of adjusting the front axle torque of the vehicle from the front axle initial torque to the front axle preset torque and adjusting the rear axle torque of the vehicle from the rear axle initial torque to the rear axle preset torque include: The torque of the first motor is adjusted according to the preset front axle torque, and the torque of the second motor is adjusted according to the preset rear axle torque. A storage medium, characterized in that the storage medium is used to store the torque vector control method in the energy recovery scenario according to any one of claims 1 to 13. A vehicle comprising a front axle and a rear axle, characterized in that the vehicle comprises a control component, wherein the control component is used to determine whether the vehicle is in a turning state based on the vehicle's driving information; when the vehicle is in a turning state, the front axle initial torque of the vehicle is adjusted to a front axle preset torque, and the rear axle torque of the vehicle is adjusted to a rear axle initial torque; when the vehicle is not in a turning state, the vehicle maintains the front axle initial torque and the rear axle initial torque.