CN114954029A - Drive control method, device, vehicle and storage medium for four-wheel drive vehicle - Google Patents

Abstract

The present application provides a drive control method, device, vehicle and storage medium for a four-wheel drive vehicle. The method includes: if the driving wheel slips under driving conditions, obtaining the actual adhesion coefficient of the road surface where the slipping driving wheel is located; obtaining the vertical load of the slipping driving wheel; calculating the actual anti-skid torque of the slipping driving wheel based on the actual adhesion coefficient and the vertical load; Send a torque reduction request to the drive motor corresponding to the slipping drive wheel, and the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque; The braking mechanism sends a braking request, and the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping drive wheel. The present application can control the slipping drive wheel to return to normal, improve the stability of the vehicle, and reduce the risk of vehicle manipulation.

Description

Drive control method, device, vehicle and storage medium for four-wheel drive vehicle

technical field

The present application relates to the technical field of vehicle drive control, and in particular, to a drive control method, device, vehicle and storage medium for a four-wheel drive vehicle.

Background technique

At present, when the vehicle is under driving conditions, such as when starting or accelerating, due to the different adhesion coefficients of different road surfaces, wheel slip may occur. When starting or accelerating too fast, wheel slip is especially prone to occur, which affects the stability of the vehicle and increases the The handling risk of the vehicle.

With the development of electric drive system technology and cost optimization, the power and peak torque of the electric drive system have been qualitatively improved. While improving the user's experience of the acceleration performance of the vehicle, it also brings about the problem that the vehicle is easy to slip during the starting process of the vehicle with a large accelerator pedal. This problem is particularly evident for four-wheel drive vehicles.

SUMMARY OF THE INVENTION

The present application provides a drive control method, device, vehicle, and storage medium for a four-wheel drive vehicle, so as to solve the problem that the vehicle's stability is affected by wheel slippage when the vehicle starts or accelerates.

In a first aspect, the present application provides a drive control method for a four-wheel drive vehicle, including:

Under driving conditions, if the driving wheel slips, obtain the actual adhesion coefficient of the road surface where the slipping driving wheel is located;

Obtain the vertical load of the slipping drive wheel;

calculating an actual slip torque of the slipping drive wheel based on the actual adhesion coefficient and the vertical load;

Sending a torque reduction request to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque;

If the slipping driving wheel does not return to normal, a braking request is sent to the braking mechanism corresponding to the slipping driving wheel, where the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping driving wheel.

In a possible implementation manner, after sending the torque reduction request to the drive motor corresponding to the slipping drive wheel, the method further includes:

Obtain the actual output torque of the slipping drive wheel;

Calculate the difference between the actual output torque and the actual anti-skid torque to obtain the anti-skid braking torque;

Correspondingly, the braking request is used to instruct the braking mechanism to provide the anti-skid braking torque to the slipping driving wheel to reduce the rotational speed of the slipping driving wheel.

In a possible implementation manner, if the driving wheel slips under the driving condition, obtaining the actual adhesion coefficient of the road surface on which the slipping driving wheel is located includes:

If the driving wheel slips under the driving condition, calculate the slip ratio of the slipping driving wheel;

Get the road type of the road on which the slipping drive wheel is located;

Find the driving adhesion coefficient corresponding to the slip ratio and the road surface type of the road surface on which the slippery driving wheel is located from the preset second comparison table, and use the driving adhesion coefficient as the actual adhesion coefficient of the road surface on which the slippery driving wheel is located;

Wherein, the second comparison table stores a plurality of corresponding relationships of different road surface types, slip ratios and driving adhesion coefficients.

In a possible implementation manner, before obtaining the actual adhesion coefficient of the road surface on which the slipped driving wheel is located if the driving wheel slips under the driving condition, the method further includes:

Obtain the ideal adhesion coefficient of the road to be driven;

Get the vertical load of the drive wheel;

The ideal anti-skid torque of the driving wheel is calculated based on the ideal adhesion coefficient and the vertical load of the driving wheel, and the ideal anti-skid torque is set as the maximum output torque of the driving motor corresponding to the driving wheel.

In a possible implementation manner, the ideal anti-skid torque of the driving wheel is calculated based on the ideal adhesion coefficient and the vertical load of the driving wheel, and the ideal anti-skid torque is set as the maximum output torque of the driving motor corresponding to the driving wheel include:

Calculate the ideal anti-skid torque of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel;

Correcting the ideal anti-skid torque according to the preset front and rear wheel torque distribution strategy to obtain the ideal anti-skid torque of the front wheel and the ideal anti-skid torque of the rear wheel;

Under ramp driving conditions, the ideal anti-skid torque of the front wheel is set as the maximum output torque of the drive motor corresponding to the front drive wheel, and the ideal anti-skid torque of the rear wheel is set as the maximum output of the drive motor corresponding to the rear drive wheel torque;

Wherein, if it is an uphill working condition, the ideal anti-slip torque of the rear wheel is greater than the ideal anti-slip torque, and the ideal anti-slip torque of the front wheel is less than the ideal anti-slip torque; if it is a downhill working condition, the rear wheel The ideal anti-skid torque is smaller than the ideal anti-skid torque, and the ideal anti-skid torque of the front wheel is greater than the ideal anti-skid torque.

In a possible implementation manner, after calculating the ideal anti-skid torque of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel, the method further includes:

If the slipping driving wheel is the front driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the front wheel is calculated as the correction torque for the rear wheel; a torque-up request is sent to the driving motor corresponding to the rear driving wheel to drive the The maximum output torque of the motor is increased to the sum of the ideal anti-skid torque of the rear wheel and the corrected torque of the rear wheel;

If the slipping driving wheel is the rear driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the rear wheel is calculated as the correction torque of the front wheel; the driving motor corresponding to the front driving wheel sends a torque increase request to drive the The maximum output torque of the electric motor is increased to the sum of the ideal anti-skid torque of the front wheel and the corrected torque of the front wheel.

In a possible implementation manner, the obtaining the ideal adhesion coefficient of the road surface to be driven includes:

Get the road type of the road to be driven;

Find the sliding adhesion coefficient corresponding to the road surface type from the preset first comparison table, and use the sliding adhesion coefficient as the ideal adhesion coefficient of the road surface to be driven;

Wherein, the first comparison table stores a plurality of correspondences between different road surface types and sliding adhesion coefficients.

In a possible implementation, the method further includes:

Under a steering driving condition, a steering signal is obtained, the steering signal includes an understeering signal and an oversteering signal, and the steering driving condition includes a left steering driving condition and a right steering driving condition;

Correspondingly, the sending a torque reduction request to the drive motor corresponding to the slipping drive wheel includes:

Under the left-steering driving condition, if an understeer signal is received, the left rear wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left rear wheel;

In the left steering driving condition, if an oversteer signal is received, the right front wheel is used as the slipping driving wheel, and the drive motor corresponding to the right front wheel sends a torque reduction request;

Under the right steering driving condition, if an understeer signal is received, the right rear wheel is used as the slipping driving wheel, and the drive motor corresponding to the right rear wheel sends a torque reduction request;

Under the right-steering driving condition, if an oversteer signal is received, the left front wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left front wheel.

In a second aspect, the present application provides a drive control device for a four-wheel drive vehicle, comprising:

a first acquiring unit, configured to acquire the actual adhesion coefficient of the road surface where the slipping driving wheel is located if the driving wheel slips under the driving condition;

a second acquisition unit, used for acquiring the vertical load of the slipping driving wheel;

a first calculation unit, configured to calculate the actual anti-skid torque of the slippery driving wheel based on the actual adhesion coefficient calculated by the first acquisition unit and the vertical load acquired by the second acquisition unit;

a first control unit, configured to send a torque reduction request to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque calculated by the first calculation unit;

The second control unit is configured to send a braking request to the braking mechanism corresponding to the slipping drive wheel if the slipping drive wheel does not return to normal after the first control unit sends a torque reduction request to the drive motor corresponding to the slipping drive wheel, so the The braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping drive wheel.

In a possible implementation manner, the drive control device further includes:

a third obtaining unit, configured to obtain the actual output torque of the slippery drive wheel after the first control unit sends a torque reduction request to the drive motor corresponding to the slipper drive wheel;

a second calculating unit, configured to calculate the difference between the actual output torque obtained by the third obtaining unit and the actual anti-skid torque calculated by the first calculating unit, to obtain the anti-skid braking torque;

Correspondingly, the braking request sent by the second control unit to the braking mechanism corresponding to the slipping driving wheel is used to instruct the braking mechanism to provide the anti-skid braking torque to the slipping driving wheel to reduce the rotational speed of the slipping driving wheel.

In a possible implementation manner, the drive control device further includes:

a third calculation unit, configured to calculate the slip ratio of the slipping driving wheel if the driving wheel slips under the driving condition;

a fourth obtaining unit, configured to obtain the road surface type of the road surface on which the slipping driving wheel is located;

Correspondingly, the first obtaining unit is specifically configured to find the driving adhesion coefficient corresponding to the slip ratio and the road surface type of the road surface on which the slippery driving wheel is located from the preset second comparison table, and use the driving adhesion coefficient as the slipping drive. The actual adhesion coefficient of the road surface where the wheel is located;

Wherein, the second comparison table stores a plurality of corresponding relationships of different road surface types, slip ratios and driving adhesion coefficients.

In a possible implementation manner, the drive control device further includes:

a fifth obtaining unit, configured to obtain the ideal adhesion coefficient of the road surface to be driven before the first obtaining unit obtains the actual adhesion coefficient of the road surface where the slippery driving wheel is located;

the sixth acquiring unit, used for acquiring the vertical load of the driving wheel;

The fourth calculation unit is configured to calculate the ideal anti-slip torque of the driving wheel based on the ideal adhesion coefficient obtained by the fifth obtaining unit and the vertical load of the driving wheel obtained by the sixth obtaining unit, and set the ideal anti-slip torque as the driving wheel corresponding to the driving wheel The maximum output torque of the motor.

In a possible implementation manner, the drive control device further includes:

The torque correction unit is used to correct the ideal anti-skid torque calculated by the fourth calculation unit according to the preset front and rear wheel torque distribution strategy to obtain the ideal anti-skid torque of the front wheel and the ideal anti-skid torque of the rear wheel;

The fourth calculation unit is further configured to, under the driving condition on a ramp, set the ideal anti-skid torque of the front wheel corrected by the torque correction unit as the maximum output torque of the drive motor corresponding to the front driving wheel, and set the rear wheel corrected by the torque correction unit The ideal anti-skid torque of the wheel is set as the maximum output torque of the drive motor corresponding to the rear drive wheel;

Wherein, if it is an uphill working condition, the ideal anti-slip torque of the rear wheel is greater than the ideal anti-slip torque, and the ideal anti-slip torque of the front wheel is less than the ideal anti-slip torque; if it is a downhill working condition, the rear wheel The ideal anti-skid torque is smaller than the ideal anti-skid torque, and the ideal anti-skid torque of the front wheel is greater than the ideal anti-skid torque.

In a possible implementation manner, the drive control device further includes:

The third control unit is configured to calculate the difference between the actual anti-skid torque obtained by the first calculation unit and the ideal anti-skid torque of the front wheel obtained by the torque correction unit when the slipping driving wheel is the front driving wheel, as the correction torque of the rear wheel; The drive motor corresponding to the drive wheel sends a torque increase request to increase the maximum output torque of the drive motor to the sum of the ideal anti-skid torque of the rear wheel and the corrected torque of the rear wheel;

The fourth control unit is used to calculate the difference between the actual anti-skid torque obtained by the first calculation unit and the ideal anti-skid torque of the rear wheel obtained by the torque correction unit when the slipping driving wheel is the rear driving wheel, as the front wheel correction torque; The driving motor corresponding to the wheel sends a torque-up request to increase the maximum output torque of the driving motor to the sum of the ideal anti-skid torque of the front wheel and the correction torque of the front wheel.

In a possible implementation manner, the drive control device further includes:

a seventh obtaining unit, configured to obtain the road surface type of the road to be driven;

The fifth obtaining unit is specifically configured to look up the sliding adhesion coefficient corresponding to the road surface type obtained by the seventh obtaining unit from the preset first comparison table, and use the sliding adhesion coefficient as the ideal adhesion coefficient of the road to be driven;

Wherein, the first comparison table stores a plurality of correspondences between different road surface types and sliding adhesion coefficients.

In a possible implementation manner, the drive control device further includes:

an eighth acquisition unit, configured to acquire a steering signal under a steering driving condition, where the steering signal includes an understeering signal and an oversteering signal, and the steering driving condition includes a left steering driving condition and a right steering driving condition;

Correspondingly, the first control unit is specifically used for:

Under the left-steering driving condition, if an understeer signal is received, the left rear wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left rear wheel;

In the left steering driving condition, if an oversteer signal is received, the right front wheel is used as the slipping driving wheel, and the drive motor corresponding to the right front wheel sends a torque reduction request;

Under the right steering driving condition, if an understeer signal is received, the right rear wheel is used as the slipping driving wheel, and the drive motor corresponding to the right rear wheel sends a torque reduction request;

Under the right-steering driving condition, if an oversteer signal is received, the left front wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left front wheel.

In a third aspect, the present application provides a vehicle, comprising a controller, the controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing The computer program implements the steps of the method described in the first aspect or any of the possible implementations of the first aspect.

In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, implements the first aspect or any of the first aspect above. A possible implementation of the steps of the described method.

In the present application, when the slippage of the drive wheel is detected under driving conditions, the actual adhesion coefficient of the road surface on which the slippery drive wheel is located is obtained; the vertical load of the slippery drive wheel is obtained; the actual antiskid torque of the slippery drive wheel is calculated based on the actual adhesion coefficient and the vertical load; Send a torque reduction request to the drive motor corresponding to the slipping drive wheel, and the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque; The braking mechanism sends a braking request, and the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping drive wheel. It can be seen that, on the one hand, the present application calculates the actual anti-skid torque according to the current road surface conditions, reduces the torque applied by the drive motor to the slipping driving wheel to make the slipping driving wheel get out of the slipping state, and on the other hand, when the torque reduction still does not make the slipping driving wheel get out of the slipping state. , through the braking mechanism to brake the slippery drive wheel to reduce the speed of the slippery drive wheel, which can control the slippery drive wheel to return to normal in time, thereby improving the stability of the vehicle and reducing the risk of vehicle manipulation.

Description of drawings

In order to illustrate the technical solutions in the embodiments of the present application more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only for the present application. In some embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without any creative effort.

1 is a schematic diagram of the hardware composition of a four-wheel drive vehicle control system provided by an embodiment of the present application;

Fig. 2 is the realization flow chart of the drive control method of the four-wheel drive vehicle provided by the embodiment of the present application;

3 is a schematic structural diagram of a drive control device for a four-wheel drive vehicle provided by an embodiment of the present application;

FIG. 4 is a schematic diagram of a controller of a vehicle provided by an embodiment of the present application.

Detailed ways

In the following description, for the purpose of illustration rather than limitation, specific details such as a specific system structure and technology are set forth in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be practiced in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

In order to make the objectives, technical solutions and advantages of the present application clearer, the following descriptions will be given through specific embodiments in conjunction with the accompanying drawings.

1 is a schematic diagram of a hardware composition of a four-wheel drive vehicle control system provided by an embodiment of the present application; as shown in FIG. 1 , the four-wheel drive vehicle control system includes a vehicle controller 10, four motor controllers (11, 12, 13, 14), four drive motors (21, 22, 23, 24), four brake-by-wire (51, 52, 53, 54) and four drive wheels (61, 62, 63, 64). Among them, for each driving wheel, a driving motor and a motor controller are correspondingly configured. The vehicle controller 10 sends a request to the drive motor through the motor controller to control the torque output of the drive motor.

In other embodiments, two motor controllers may also be used, that is, two front wheels share one motor controller, and two rear wheels share one motor controller.

The executive body of the embodiment of the present application may be the vehicle controller 10 .

Referring to FIG. 2, it shows a flow chart of the realization of the driving control method of the four-wheel drive vehicle provided by the embodiment of the present application, and the details are as follows:

In step 201, if the driving wheel slips under the driving condition, the actual adhesion coefficient of the road surface on which the slipping driving wheel is located is obtained;

The adhesion coefficient refers to the adhesion ability of the tire on different road surfaces, and is the ratio of the adhesion force to the normal (direction perpendicular to the road surface) pressure of the wheel. In a rough calculation, it can be regarded as the static friction coefficient between the tire and the road surface. The adhesion coefficient is related to the road surface and tires. The larger the adhesion coefficient, the greater the available adhesion, and the less likely the car will slip.

The driving condition refers to the condition in which the vehicle starts or accelerates. When the vehicle starts and accelerates, due to the different adhesion coefficients of tires on different types of road surfaces, slippage is likely to occur when the adhesion coefficient is small.

In this embodiment of the present application, the vehicle controller may perform calculations based on the rotational speed of the wheel, the rolling radius and the current speed of the vehicle to determine whether the wheel is slipping. For example, when the rotational speed of a wheel multiplied by its rolling radius is greater than the horizontal direction of the wheel speed, it can be determined that the wheel is slipping.

Optionally, in one embodiment, the foregoing step 201 may be implemented by the following steps:

If the driving wheel slips under the driving condition, calculate the slip ratio of the slipping driving wheel;

Get the road type of the road on which the slipping drive wheel is located;

Find the driving adhesion coefficient corresponding to the slip ratio and the road surface type of the road surface on which the slippery driving wheel is located from the preset second comparison table, and use the driving adhesion coefficient as the actual adhesion coefficient of the road surface on which the slippery driving wheel is located;

Wherein, the second comparison table stores a plurality of corresponding relationships of different road surface types, slip ratios and driving adhesion coefficients.

In the embodiment of the present application, the slip ratio refers to the degree of wheel slippage of the vehicle when the vehicle accelerates and starts, and the slip ratio can be calculated by the following formula:

Among them, S is the slip rate, R is the rolling radius of the wheel (meters), W is the rotational angular velocity of the wheel (radians per second), and V is the longitudinal speed of the center of the wheel (meters per second).

In addition, the slip rate also reflects whether the wheel slips to a certain extent. In some implementations, the slip rate of the wheel can also be directly calculated. When the slip rate of the wheel is less than the set threshold, it is determined that the wheel does not slip, and when the wheel slips When the rate is not less than the set threshold, it is judged to be slipping.

In the embodiment of the present application, a road surface image may be captured by a camera, and then the road surface type of the road surface on which the slipping driving wheel is located can be obtained through image analysis and identification.

In the embodiment of the present application, various comparison tables of correspondences between different road surface types, slip ratios and driving adhesion coefficients are stored in advance, and each correspondence can be obtained by testing various types of road surfaces. For example, the above-mentioned corresponding relationship can be obtained through experiments on different types of road surfaces such as snow roads, wet concrete roads, and dry asphalt roads. After determining the slip ratio and road surface type, the actual adhesion coefficient of the road surface on which the slipping driving wheel is located can be determined by a table look-up method.

In step 202, obtain the vertical load of the slip driving wheel;

In the embodiment of the present application, the vertical load of the tire may be an inherent parameter of the vehicle, which may be obtained directly, or may be calculated by other methods in the prior art.

In step 203, based on the actual adhesion coefficient and the vertical load, the actual anti-skid torque of the slipping driving wheel is calculated;

In the embodiment of the present application, the actual anti-skid torque can be understood as the maximum torque that the wheel will not slip on the corresponding road surface, that is, if the torque applied to the driving wheel is greater than the actual anti-skid torque, the corresponding road surface will slip. The actual anti-skid torque can be calculated from the actual adhesion coefficient and the vertical load, for example, the actual anti-skid torque can be the product of the actual adhesion coefficient and the vertical load.

In step 204, a torque reduction request is sent to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque;

In the embodiment of the present application, since the slippage is caused by the torque currently applied to the driving wheel being greater than its actual anti-skid torque, a torque reduction request may be sent to the driving motor corresponding to the slipping driving wheel to instruct its driving motor to reduce its maximum The output torque is limited to the actual anti-skid torque, so that the slipping drive wheel can no longer slip.

In step 205, if the slipping driving wheel does not return to normal, a braking request is sent to the braking mechanism corresponding to the slipping driving wheel, where the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping driving wheel.

In this embodiment of the present application, after a torque reduction request is sent to the drive motor corresponding to the slippery drive wheel, due to some reasons, the actual output torque of the drive motor corresponding to the slippery drive wheel may be thrown above the actual antiskid torque. The lower slippery drive wheel will still be in a slippery state and will not return to normal.

If the slippery drive wheel does not return to normal (still slips), a braking request may be sent to the braking mechanism corresponding to the slippery drive wheel to instruct the brake mechanism to reduce the rotational speed of the slippery drive wheel. Exemplarily, the control-by-wire technology can be used to send commands to the control-by-wire (31, 32, 33, and 34) shown in FIG. 1 to drive and control the braking mechanism to generate corresponding braking force on the slippery drive wheel, so as to reduce the slippery drive. The rotational speed of the wheel, so that the slipping drive wheel returns from the slipping state to the normal non-slipping state.

It can be seen from the above that when the slip of the driving wheel is detected in the present application under the driving condition, the actual adhesion coefficient of the road surface on which the slipping driving wheel is located is obtained; the vertical load of the slipping driving wheel is obtained; Actual anti-skid torque; send a torque reduction request to the drive motor corresponding to the slipping drive wheel, and the torque-reducing request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque; The braking mechanism corresponding to the wheel sends a braking request, and the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slip driving wheel. It can be seen that, on the one hand, the present application calculates the actual anti-skid torque according to the current road surface conditions, reduces the torque applied by the drive motor to the slipping driving wheel to make the slipping driving wheel get out of the slipping state, and on the other hand, when the torque reduction still does not make the slipping driving wheel get out of the slipping state. , through the braking mechanism to brake the slippery drive wheel to reduce the speed of the slippery drive wheel, which can control the slippery drive wheel to return to normal in time, thereby improving the stability of the vehicle and reducing the risk of vehicle manipulation.

Optionally, in an embodiment, the above step 205 may further include: if the slipping driving wheel does not return to normal, acquiring the actual output torque of the slipping driving wheel; calculating the difference between the actual output torque and the actual anti-skid torque. Poor, get the anti-skid braking torque;

Correspondingly, the braking request is used to instruct the braking mechanism to provide the anti-skid braking torque to the slipping driving wheel to reduce the rotational speed of the slipping driving wheel.

In the embodiment of the present application, after a torque reduction request is sent to the drive motor corresponding to the slippery drive wheel, if the slippery drive wheel does not return to normal, the actual output torque of the slippery drive wheel can be obtained. At this time, the actual output torque should be greater than the actual output torque. Anti-skid torque, the difference between the actual output torque and the actual anti-skid torque can be calculated, and the difference between the actual output torque and the actual anti-skid torque can be used as the anti-skid braking torque. The slippery drive wheel applies anti-skid braking torque to reduce the rotational speed of the slippery drive wheel.

In this embodiment, in view of the situation that the slippery driving wheel cannot actually execute the actual anti-skid torque, by converting the part of the torque that cannot be executed into braking control, the braking mechanism is used to assist the control of the slippery driving wheel to decelerate, so as to better Control the slipping drive wheel back to normal.

Optionally, the present application also provides an embodiment of driving anti-skid control under steering driving conditions, the details are as follows: under steering driving conditions, a steering signal is obtained, and the steering signal includes an understeer signal and an oversteer signal, The steering driving condition includes a left steering driving condition and a right steering driving condition;

Correspondingly, the sending a torque reduction request to the drive motor corresponding to the slipping drive wheel includes: in the left-steering driving condition, if an understeer signal is received, the left rear wheel is used as the slipping drive wheel, and the left rear wheel is used as the slipping drive wheel. The corresponding drive motor sends a torque reduction request; in the left-steering driving condition, if an oversteer signal is received, the right front wheel is used as the slipping drive wheel, and the drive motor corresponding to the right front wheel sends a torque reduction request; Under the right-steering driving condition, if an understeer signal is received, the right rear wheel is used as the slippery driving wheel, and the drive motor corresponding to the right rear wheel sends a torque reduction request; under the right-steering driving condition, if it receives In case of oversteering signal, the left front wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left front wheel.

In this embodiment, under the steering driving condition, the slipping driving wheel can be determined by the steering signal, and the above-mentioned torque reduction operation and braking operation are performed on the corresponding slipping driving wheel to realize the steering driving condition. control.

Optionally, the present application further provides an embodiment of a vehicle slip prevention strategy, the steps of this embodiment may be implemented before the above step 201, and may specifically include: obtaining an ideal adhesion coefficient of the road surface to be driven;

Obtain the vertical load of the driving wheel; calculate the ideal anti-skid torque of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel, and set the ideal anti-skid torque as the maximum output torque of the driving motor corresponding to the driving wheel.

The maximum value of the adhesion coefficient is the peak adhesion coefficient, and the adhesion coefficient when the vehicle locks and slides is called the sliding adhesion coefficient. Anti-skid torque, and then set the ideal anti-skid torque as the maximum output torque of the driving motor corresponding to the driving wheel, and the setting of the maximum output torque can ensure that the vehicle is not prone to slipping under normal circumstances.

Optionally, the above-mentioned implementation manner of obtaining the ideal adhesion coefficient of the road surface to be driven may include: obtaining the road surface type of the road surface to be driven; searching for the sliding adhesion coefficient corresponding to the road surface type from a preset first comparison table, The sliding adhesion coefficient is used as the ideal adhesion coefficient of the road surface to be driven; wherein, the first comparison table stores a plurality of correspondences between different road surface types and the sliding adhesion coefficient.

In this embodiment, the road surface to be driven can be photographed by a camera, and then the road surface type of the road surface to be driven can be obtained through image analysis and identification. The correspondence between various road types and sliding adhesion coefficients is obtained by pre-testing and stored as a first comparison table, and then the ideal adhesion coefficient of the road to be driven can be obtained from the first comparison table according to the road surface type of the road to be driven.

In this embodiment, the pavement types may include: asphalt or concrete (dry) roads, the corresponding sliding adhesion coefficient may be 0.75; asphalt (wet) roads, the corresponding sliding adhesion coefficient may be 0.45-0.6; concrete (wet) roads , the corresponding sliding adhesion coefficient can be 0.7; gravel road, the corresponding sliding adhesion coefficient can be 0.55; soil (dry) road, the corresponding sliding adhesion coefficient can be 0.65; soil (wet) road, the corresponding sliding adhesion coefficient can be 0.4-0.5; for snow (compressed) roads, the corresponding sliding adhesion coefficient can be 0.15; for ice roads, the corresponding sliding adhesion coefficient can be 0.07.

Optionally, the present application also provides an example of distributing the ideal anti-skid torque to the front and rear wheels for a ramp condition, which may specifically include: calculating the ideal anti-skid of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel. torque; the ideal anti-skid torque is corrected according to the preset front and rear wheel torque distribution strategy to obtain the ideal anti-skid torque of the front wheel and the ideal anti-skid torque of the rear wheel; under the driving condition of the ramp, the ideal anti-skid torque of the front wheel is set to It is set as the maximum output torque of the driving motor corresponding to the front driving wheel, and the ideal anti-skid torque of the rear wheel is set as the maximum output torque of the driving motor corresponding to the rear driving wheel.

Wherein, if it is an uphill working condition, the ideal anti-slip torque of the rear wheel is greater than the ideal anti-slip torque, and the ideal anti-slip torque of the front wheel is less than the ideal anti-slip torque; if it is a downhill working condition, the rear wheel The ideal anti-skid torque is smaller than the ideal anti-skid torque, and the ideal anti-skid torque of the front wheel is greater than the ideal anti-skid torque.

Regarding the front and rear wheel torque distribution strategy, for example, in the case of uphill, the front and rear wheel distribution ratio can be 4:6, that is, if the whole vehicle needs 100N of driving force, the front wheel is distributed to apply 40N when uphill, The rear wheel applies 60 N. Correspondingly, in the case of uphill, the front and rear wheel distribution ratio can be 6:4, that is, if the whole vehicle needs 100N of driving force, when going downhill, 60N is allocated to the front wheels and 40N to the rear wheels.

According to the torque distribution strategy of front and rear wheels, in slope conditions, the ideal anti-skid torque can also be allocated to the front and rear wheels according to the corresponding strategy to adapt to the corresponding working conditions.

Further, with respect to the previous embodiment, this embodiment also provides that in addition to the corresponding torque reduction for the slippery driving wheel under ramp driving conditions, the opposite wheel (the difference between the front wheel and the rear wheel) of the slippery driving wheel can also be Relative relationship) to perform corresponding torque increase, so as to ensure that the performance of the driver's total expected torque is not attenuated while anti-skid, so as to get the vehicle out of the slippery condition faster. Specifically, it can include:

If the slipping driving wheel is the front driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the front wheel is calculated as the correction torque for the rear wheel; a torque-up request is sent to the driving motor corresponding to the rear driving wheel to drive the The maximum output torque of the motor is increased to the sum of the ideal anti-skid torque of the rear wheel and the corrected torque of the rear wheel;

If the slipping driving wheel is the rear driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the rear wheel is calculated as the correction torque of the front wheel; the driving motor corresponding to the front driving wheel sends a torque increase request to drive the The maximum output torque of the electric motor is increased to the sum of the ideal anti-skid torque of the front wheel and the corrected torque of the front wheel.

It should be understood that the size of the sequence numbers of the steps in the above embodiments does not mean the sequence of execution, and the execution sequence of each process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

The following are apparatus embodiments of the present application. For details that are not described in detail, reference may be made to the above-mentioned corresponding method embodiments.

FIG. 3 shows a schematic structural diagram of a drive control device for a four-wheel drive vehicle provided by an embodiment of the present application. For the convenience of description, only the part related to the embodiment of the present application is shown, and the details are as follows:

As shown in FIG. 3 , the drive control device 3 may include: a first acquisition unit 31 , a second acquisition unit 32 , a first calculation unit 33 , a first control unit 34 and a second control unit 35 .

The first obtaining unit 31 is configured to obtain the actual adhesion coefficient of the road surface on which the slipping driving wheel is located if the driving wheel slips under the driving condition;

The second acquisition unit 32 is used to acquire the vertical load of the slipping driving wheel;

The first calculation unit 33 is used to calculate the actual anti-skid torque of the slippery driving wheel based on the actual adhesion coefficient calculated by the first acquisition unit 31 and the vertical load acquired by the second acquisition unit 32;

The first control unit 34 is configured to send a torque reduction request to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque calculated by the first calculation unit 33;

The second control unit 35 is configured to send a braking request to the braking mechanism corresponding to the slipping drive wheel if the slipping drive wheel does not return to normal after the first control unit 34 sends a torque reduction request to the drive motor corresponding to the slipping drive wheel , the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slippery drive wheel.

Optionally, the drive control device 3 may also include:

a third obtaining unit, configured to obtain the actual output torque of the slipping drive wheel after the first control unit 34 sends a torque reduction request to the drive motor corresponding to the slipping drive wheel;

a second calculating unit, configured to calculate the difference between the actual output torque obtained by the third obtaining unit and the actual anti-skid torque calculated by the first calculating unit 33 to obtain the anti-skid braking torque;

Correspondingly, the braking request sent by the second control unit 35 to the braking mechanism corresponding to the slipping driving wheel is used to instruct the braking mechanism to provide the anti-skid braking torque to the slipping driving wheel to reduce the rotational speed of the slipping driving wheel.

Optionally, the drive control device 3 may also include:

a third calculation unit, configured to calculate the slip ratio of the slipping driving wheel if the driving wheel slips under the driving condition;

a fourth obtaining unit, configured to obtain the road surface type of the road surface on which the slipping driving wheel is located;

Correspondingly, the first obtaining unit 31 is specifically configured to look up the driving adhesion coefficient corresponding to the slip ratio and the road surface type of the road surface on which the slipping driving wheel is located from the preset second comparison table, and use the driving adhesion coefficient as the slippage. The actual adhesion coefficient of the road surface on which the driving wheel is located; wherein, the second comparison table stores the correspondence between various road surface types, slip ratios and driving adhesion coefficients.

Optionally, the drive control device 3 may also include:

a fifth obtaining unit, configured to obtain the ideal adhesion coefficient of the road surface to be driven before the first obtaining unit 31 obtains the actual adhesion coefficient of the road surface on which the slipping driving wheel is located;

the sixth acquiring unit, used for acquiring the vertical load of the driving wheel;

The fourth calculation unit is configured to calculate the ideal anti-slip torque of the driving wheel based on the ideal adhesion coefficient obtained by the fifth obtaining unit and the vertical load of the driving wheel obtained by the sixth obtaining unit, and set the ideal anti-slip torque as the driving wheel corresponding to the driving wheel The maximum output torque of the motor.

Optionally, the drive control device 3 may also include:

The torque correction unit is used to correct the ideal anti-skid torque calculated by the fourth calculation unit according to the preset front and rear wheel torque distribution strategy to obtain the ideal anti-skid torque of the front wheel and the ideal anti-skid torque of the rear wheel;

The fourth calculation unit is further configured to, under the driving condition on a ramp, set the ideal anti-skid torque of the front wheel corrected by the torque correction unit as the maximum output torque of the drive motor corresponding to the front driving wheel, and set the rear wheel corrected by the torque correction unit The ideal anti-skid torque of the wheel is set as the maximum output torque of the drive motor corresponding to the rear drive wheel;

Wherein, if it is an uphill working condition, the ideal anti-slip torque of the rear wheel is greater than the ideal anti-slip torque, and the ideal anti-slip torque of the front wheel is less than the ideal anti-slip torque; if it is a downhill working condition, the rear wheel The ideal anti-skid torque is smaller than the ideal anti-skid torque, and the ideal anti-skid torque of the front wheel is greater than the ideal anti-skid torque.

Optionally, the drive control device 3 may also include:

The third control unit is configured to calculate the difference between the actual anti-skid torque obtained by the first calculation unit 33 and the ideal anti-skid torque of the front wheel obtained by the torque correction unit when the slipping driving wheel is the front driving wheel, as the rear wheel correction torque; The drive motor corresponding to the rear drive wheel sends a torque increase request to increase the maximum output torque of the drive motor to the sum of the ideal anti-skid torque of the rear wheel and the corrected torque of the rear wheel;

The fourth control unit is used to calculate the difference between the actual anti-skid torque obtained by the first calculation unit 33 and the ideal anti-skid torque of the rear wheel obtained by the torque correction unit when the slipping driving wheel is the rear driving wheel, as the front wheel correction torque; The driving motor corresponding to the driving wheel sends a torque-up request to increase the maximum output torque of the driving motor to the sum of the ideal anti-skid torque of the front wheel and the correction torque of the front wheel.

Optionally, the drive control device 3 may also include:

a seventh obtaining unit, configured to obtain the road surface type of the road to be driven;

The fifth obtaining unit is specifically configured to look up the sliding adhesion coefficient corresponding to the road surface type obtained by the seventh obtaining unit from the preset first comparison table, and use the sliding adhesion coefficient as the ideal adhesion coefficient of the road to be driven; wherein, The first comparison table stores a plurality of correspondences between different road surface types and sliding adhesion coefficients.

Optionally, the drive control device 3 may also include:

an eighth acquisition unit, configured to acquire a steering signal under a steering driving condition, where the steering signal includes an understeering signal and an oversteering signal, and the steering driving condition includes a left steering driving condition and a right steering driving condition;

Correspondingly, the first control unit 34 is specifically used for:

Under the left-steering driving condition, if an understeer signal is received, the left rear wheel is used as the slipping driving wheel, and a torque reduction request is sent to the drive motor corresponding to the left rear wheel; under the left-steering driving condition, if receiving When the oversteer signal is reached, the right front wheel is used as the slipping drive wheel, and the drive motor corresponding to the right front wheel sends a torque reduction request; in the right steering driving condition, if an understeer signal is received, the right rear wheel is used as the driving wheel. As the slip driving wheel, the drive motor corresponding to the right rear wheel sends a torque reduction request; in the right steering driving condition, if an oversteer signal is received, the left front wheel is used as the slip driving wheel, and the left front wheel is used as the slip driving wheel. The drive motor corresponding to the wheel sends a torque reduction request.

It can be seen from the above that when the slip of the driving wheel is detected in the present application under the driving condition, the actual adhesion coefficient of the road surface on which the slipping driving wheel is located is obtained; the vertical load of the slipping driving wheel is obtained; Actual anti-skid torque; send a torque reduction request to the drive motor corresponding to the slipping drive wheel, and the torque-reducing request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque; The braking mechanism corresponding to the wheel sends a braking request, and the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slip driving wheel. It can be seen that, on the one hand, the present application calculates the actual anti-skid torque according to the current road surface conditions, reduces the torque applied by the drive motor to the slipping driving wheel to make the slipping driving wheel get out of the slipping state, and on the other hand, when the torque reduction still does not make the slipping driving wheel get out of the slipping state. , through the braking mechanism to brake the slippery drive wheel to reduce the speed of the slippery drive wheel, which can control the slippery drive wheel to return to normal in time, thereby improving the stability of the vehicle and reducing the risk of vehicle manipulation.

Embodiments of the present application also provide a computer program product, which has program code, and the program code executes any one of the above-mentioned driving control methods for a four-wheel drive vehicle when running in a corresponding processor, controller, computing device, or vehicle. Examples of steps, such as steps 201 to 205 shown in FIG. 2 .

It should be understood by those skilled in the art that the methods and associated devices provided in the embodiments of the present application may be implemented in various forms of hardware, software, firmware, special-purpose processors, or combinations thereof. Special purpose processors may include application specific integrated circuits (ASICs), reduced instruction set computers (RISCs), and/or field programmable gate arrays (FPGAs). The proposed method and apparatus are preferably implemented as a combination of hardware and software. The software is preferably installed on the program storage device as an application.

FIG. 4 is a schematic diagram of a controller 4 of a vehicle provided by an embodiment of the present application. As shown in FIG. 4 , the controller 4 of this embodiment includes a processor 40 , a memory 41 , and a computer program 42 stored in the memory 41 and executable on the processor 40 . When the processor 40 executes the computer program 42 , the steps in each of the above-mentioned embodiments of the driving control method for a four-wheel drive vehicle are implemented, for example, steps 201 to 205 shown in FIG. 2 . Alternatively, when the processor 40 executes the computer program 42, the functions of the units in the above-mentioned apparatus embodiments, for example, the functions of the units 31 to 35 shown in FIG. 3 are implemented.

Exemplarily, the computer program 42 may be divided into one or more modules/units, and the one or more units are stored in the memory 41 and executed by the processor 40 to complete/implement solutions provided in this application. The one or more units may be a series of computer program instruction segments capable of performing specific functions, and the instruction segments are used to describe the execution process of the computer program 42 in the controller 4 . For example, the computer program 42 can be divided into units 31 to 35 shown in FIG. 3 .

The controller 4 may include, but is not limited to, a processor 40 and a memory 41 . Those skilled in the art can understand that FIG. 4 is only an example of the controller 4, and does not constitute a limitation on the controller 4, and may include more or less components than the one shown, or combine some components, or different components For example, the vehicle may also include an input and output device, a network access device, a bus, and the like.

The so-called processor 40 may be a central processing unit (Central Processing Unit, CPU), and may also be other general-purpose processors, digital signal processors (Digital Signal Processors, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The memory 41 may be an internal storage unit of the controller 4, or may be an external storage device of the vehicle 4, such as a plug-in hard disk equipped on the vehicle 4, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, flash memory card (Flash Card) and so on. Further, the memory 41 may also include both an internal storage unit of the controller 4 and an external storage device. The memory 41 is used to store the computer program and other programs and data required by the vehicle. The memory 41 can also be used to temporarily store data that has been output or will be output.

Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. Module completion, that is, dividing the internal structure of the device into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment may be integrated in one processing unit, or each unit may exist physically alone, or two or more units may be integrated in one unit, and the above-mentioned integrated units may adopt hardware. It can also be realized in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing from each other, and are not used to limit the protection scope of the present application. For the specific working processes of the units and modules in the above-mentioned system, reference may be made to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

In the foregoing embodiments, the description of each embodiment has its own emphasis. For parts that are not described or described in detail in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

Those of ordinary skill in the art can realize that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may implement the described functionality using different methods for each particular application, but such implementations should not be considered beyond the scope of this application.

In the embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the device embodiments described above are only illustrative. For example, the division of the modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components may be Incorporation may either be integrated into another system, or some features may be omitted, or not implemented. On the other hand, the shown or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, indirect coupling or communication connection of devices or units, and may be in electrical, mechanical or other forms.

The units described as separate components may or may not be physically separated, and components displayed as units may or may not be physical units, that is, may be located in one place, or may be distributed to multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution in this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit. The above-mentioned integrated units may be implemented in the form of hardware, or may be implemented in the form of software functional units.

The integrated unit, if implemented in the form of a software functional unit and sold or used as an independent product, may be stored in a computer-readable storage medium. Based on this understanding, the present application can implement all or part of the processes in the methods of the above embodiments, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer When the program is executed by the processor, the steps of the foregoing method embodiments can be implemented. Wherein, the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form, and the like. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, Read-Only Memory (ROM) , Random Access Memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable media may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction, for example, in some jurisdictions, according to legislation and patent practice, the computer-readable media Excluded are electrical carrier signals and telecommunication signals.

Furthermore, the embodiments shown in the drawings of the present application or the features of the various embodiments mentioned in the present specification are not necessarily to be understood as separate embodiments from each other. Rather, each feature described in one of the examples of one embodiment can be combined with one or more other desirable features from other embodiments, resulting in other embodiments not described in words or with reference to the accompanying drawings.

The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not to limit them; although the present application has been described in detail with reference to the above-mentioned embodiments, those of ordinary skill in the art should understand that: it can still be used for the above-mentioned implementations. The technical solutions described in the examples are modified, or some technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions in the embodiments of the application, and should be included in the within the scope of protection of this application.

Claims (11)

1. A drive control method for a four-wheel drive vehicle, comprising: Under driving conditions, if the driving wheel slips, obtain the actual adhesion coefficient of the road surface where the slipping driving wheel is located; Obtain the vertical load of the slipping drive wheel; calculating an actual slip torque of the slipping drive wheel based on the actual adhesion coefficient and the vertical load; Sending a torque reduction request to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque; If the slipping driving wheel does not return to normal, a braking request is sent to the braking mechanism corresponding to the slipping driving wheel, where the braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping driving wheel. 2. The drive control method for a four-wheel drive vehicle according to claim 1, wherein after sending a torque reduction request to the drive motor corresponding to the slipping drive wheel, the method further comprises: Obtain the actual output torque of the slipping drive wheel; Calculate the difference between the actual output torque and the actual anti-skid torque to obtain the anti-skid braking torque; Correspondingly, the braking request is used to instruct the braking mechanism to provide the anti-skid braking torque to the slipping driving wheel to reduce the rotational speed of the slipping driving wheel. 3. The drive control method of a four-wheel drive vehicle according to claim 1 or 2, wherein, if the driving wheel slips under the driving condition, obtaining the actual adhesion coefficient of the road surface where the slipping driving wheel is located comprises: If the driving wheel slips under the driving condition, calculate the slip ratio of the slipping driving wheel; Get the road type of the road on which the slipping drive wheel is located; Find the driving adhesion coefficient corresponding to the slip ratio and the road surface type of the road surface on which the slippery driving wheel is located from the preset second comparison table, and use the driving adhesion coefficient as the actual adhesion coefficient of the road surface on which the slippery driving wheel is located; Wherein, the second comparison table stores a plurality of corresponding relationships of different road surface types, slip ratios and driving adhesion coefficients. 4. The driving control method for a four-wheel drive vehicle according to claim 1 or 2, wherein, if the driving wheel slips under the driving condition, before obtaining the actual adhesion coefficient of the road surface where the slipping driving wheel is located include: Obtain the ideal adhesion coefficient of the road to be driven; Get the vertical load of the drive wheel; The ideal anti-skid torque of the driving wheel is calculated based on the ideal adhesion coefficient and the vertical load of the driving wheel, and the ideal anti-skid torque is set as the maximum output torque of the driving motor corresponding to the driving wheel. 5 . The drive control method for a four-wheel drive vehicle according to claim 4 , wherein the ideal anti-skid torque of the driving wheel is calculated based on the ideal adhesion coefficient and the vertical load of the driving wheel, and the ideal anti-skid torque is calculated. 6 . The torque is set as the maximum output torque of the drive motor corresponding to the drive wheel including: Calculate the ideal anti-skid torque of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel; Correcting the ideal anti-skid torque according to the preset front and rear wheel torque distribution strategy to obtain the ideal anti-skid torque of the front wheel and the ideal anti-skid torque of the rear wheel; Under ramp driving conditions, the ideal anti-skid torque of the front wheel is set as the maximum output torque of the drive motor corresponding to the front drive wheel, and the ideal anti-skid torque of the rear wheel is set as the maximum output of the drive motor corresponding to the rear drive wheel torque; Wherein, if it is an uphill working condition, the ideal anti-slip torque of the rear wheel is greater than the ideal anti-slip torque, and the ideal anti-slip torque of the front wheel is less than the ideal anti-slip torque; if it is a downhill working condition, the rear wheel The ideal anti-skid torque is smaller than the ideal anti-skid torque, and the ideal anti-skid torque of the front wheel is greater than the ideal anti-skid torque. 6 . The driving control method for a four-wheel drive vehicle according to claim 5 , wherein after calculating the ideal anti-skid torque of the driving wheel based on the ideal adhesion coefficient and the vertical load of the driving wheel, the method further comprises: 6 . If the slipping driving wheel is the front driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the front wheel is calculated as the correction torque for the rear wheel; a torque-up request is sent to the driving motor corresponding to the rear driving wheel to drive the The maximum output torque of the motor is increased to the sum of the ideal anti-skid torque of the rear wheel and the corrected torque of the rear wheel; If the slipping driving wheel is the rear driving wheel, the difference between the actual anti-skid torque and the ideal anti-skid torque of the rear wheel is calculated as the correction torque of the front wheel; the driving motor corresponding to the front driving wheel sends a torque increase request to drive the The maximum output torque of the electric motor is increased to the sum of the ideal anti-skid torque of the front wheel and the corrected torque of the front wheel. 7. The driving control method for a four-wheel drive vehicle according to claim 4, wherein the obtaining the ideal adhesion coefficient of the road surface to be driven comprises: Get the road type of the road to be driven; Find the sliding adhesion coefficient corresponding to the road surface type from the preset first comparison table, and use the sliding adhesion coefficient as the ideal adhesion coefficient of the road surface to be driven; Wherein, the first comparison table stores a plurality of correspondences between different road surface types and sliding adhesion coefficients. 8. The drive control method for a four-wheel drive vehicle according to claim 1 or 2, wherein the method further comprises: Under a steering driving condition, a steering signal is obtained, the steering signal includes an understeering signal and an oversteering signal, and the steering driving condition includes a left steering driving condition and a right steering driving condition; Correspondingly, the sending a torque reduction request to the drive motor corresponding to the slipping drive wheel includes: Under the left-steering driving condition, if an understeer signal is received, the left rear wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left rear wheel; In the left steering driving condition, if an oversteer signal is received, the right front wheel is used as the slipping driving wheel, and the drive motor corresponding to the right front wheel sends a torque reduction request; Under the right steering driving condition, if an understeer signal is received, the right rear wheel is used as the slipping driving wheel, and the drive motor corresponding to the right rear wheel sends a torque reduction request; Under the right-steering driving condition, if an oversteer signal is received, the left front wheel is used as the slipping driving wheel, and a torque reduction request is sent to the driving motor corresponding to the left front wheel. 9. A drive control device for a four-wheel drive vehicle, comprising: a first acquiring unit, configured to acquire the actual adhesion coefficient of the road surface where the slipping driving wheel is located if the driving wheel slips under the driving condition; a second acquisition unit, used for acquiring the vertical load of the slipping driving wheel; a first calculation unit, configured to calculate the actual anti-skid torque of the slippery driving wheel based on the actual adhesion coefficient calculated by the first acquisition unit and the vertical load acquired by the second acquisition unit; a first control unit, configured to send a torque reduction request to the drive motor corresponding to the slipping drive wheel, where the torque reduction request is used to instruct the drive motor to limit its maximum output torque to the actual anti-skid torque calculated by the first calculation unit; The second control unit is configured to send a braking request to the braking mechanism corresponding to the slipping drive wheel if the slipping drive wheel does not return to normal after the first control unit sends a torque reduction request to the drive motor corresponding to the slipping drive wheel, so the The braking request is used to instruct the braking mechanism to reduce the rotational speed of the slipping drive wheel. 10. A vehicle comprising a controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the The computer program implements the steps of the drive control method of the four-wheel drive vehicle described in any one of claims 1 to 8 above. 11. A computer-readable storage medium storing a computer program, characterized in that, when the computer program is executed by a processor, the four described above in any one of claims 1 to 8 are implemented. Steps of a drive control method for a wheel drive vehicle.

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