Method for calculating torque of distributed loading vehicle and distributed loading vehicle

Abstract

This invention provides a method for calculating the torque of a distributed loading vehicle and the distributed loading vehicle itself. The calculation method includes: obtaining the actual required torque based on the driving state, the battery's limited power, and the motor's rotational speed; distributing the actual required torque evenly to the front and rear axles, and further distributing the torque of the front axle to the two motors on the front axle and the torque of the rear axle to the two motors on the rear axle based on the steering angle, thus obtaining the required torque for all four motors; obtaining the axle slip ratio and axle acceleration, and if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the axle acceleration exceeds a preset acceleration threshold, then the required torque for the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions. Therefore, it is possible to actively intervene in the torque of the abnormal axle after detecting slippage or lock-up, thereby improving vehicle safety, ensuring vehicle power performance, and reducing wheel wear.

Description

Technical Field

[0001] This invention relates to the field of distributed loading vehicle technology, specifically to a method for calculating the torque of a distributed loading vehicle and a distributed loading vehicle. Background Technology

[0002] Traditional loader control schemes typically involve receiving real-time feedback from the hub motors' speed and actual torque values ​​via the vehicle control unit (VCU). The system then uses the vehicle speed and hub motor feedback signals to determine the wheel status and controls the hub motors to reduce torque when the vehicle slips or locks up.

[0003] The existing solution is to directly adjust the torque of the corresponding motor of a single wheel based on the slip ratio after an abnormality is detected. After adjustment, the torque of the four motors may deviate from the torque intended by the driver, resulting in low torque adjustment accuracy and a decrease in the overall vehicle power. Summary of the Invention

[0004] In view of this, the present invention aims to provide a method for calculating the torque of a distributed loader and a distributed loader, so as to solve the problem that the torque adjustment is inaccurate in the prior art because only a single motor can be adjusted.

[0005] This invention provides a method for calculating the torque of a distributed loader, which includes four motors. The calculation method includes: The actual torque required by the distributed loading vehicle is obtained based on the driving status of the distributed loading vehicle, the limited power of the distributed loading vehicle battery, and the speed of the motor. The actual required torque is evenly distributed to the front and rear axles of the distributed loading vehicle, and the torque of the front axle is distributed to the two motors located on the front axle according to the steering angle of the distributed loading vehicle, and the torque of the rear axle is distributed to the two motors located on the rear axle, so as to obtain the required torque of the four motors. The slip ratio and acceleration of the axle of the distributed loading vehicle are obtained. If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions.

[0006] In one embodiment, the step of obtaining the slip ratio of the axles of the distributed loading vehicle includes: The driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration of the distributed loading vehicle are obtained. The slip ratio of the axle is calculated based on the driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration.

[0007] In one embodiment, the calculation method further includes: If the slip ratio is less than or equal to the slip ratio threshold and the acceleration of the axle does not exceed the acceleration threshold, then the required torque of the axle is adjusted based on the limiting torque of the four motors to obtain the final torque of the four motors.

[0008] In one embodiment, the step of adjusting the required torque of the four motors based on their limiting torques to obtain the final torque of the four motors includes: Obtain the absolute value of the motor's limiting torque; Determine whether the required torque of the motor is greater than the absolute value of the motor's limiting torque; If the required torque of all the motors is less than or equal to the absolute value of their limiting torque, then each motor obtains the final torque based on the absolute value of its required torque and the limiting torque. If the required torque of the motor is greater than the absolute value of the motor's limiting torque, then the difference between the absolute value of the motor's limiting torque and the required torque is obtained, and the difference is transferred to the motor located on the same side of the distributed loading vehicle. Determine whether the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques; If the sum of the required torques of the two motors on the same side is less than or equal to the sum of the absolute values ​​of their corresponding limiting torques, then the current torque of the motor is taken as the final torque. If the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques, then the final torque of the motor is determined based on the required torques of the two motors on the same side and the current torque.

[0009] In one embodiment, the step of each motor obtaining the final torque based on the absolute value of its required torque and the limiting torque includes: The final torque of the four motors is obtained based on the following formula: ; ; ; ; Among them, the This is the final torque of the motor on the left side of the front axle. It is the absolute value of the limiting torque of the motor on the left side of the front axle. This is the required torque of the motor on the left side of the front axle. This is the final torque of the motor on the right side of the front axle. It is the absolute value of the limiting torque of the motor on the right side of the front axle. This is the required torque of the motor on the right side of the front axle. It is the final torque of the motor on the left side of the rear axle. It is the absolute value of the limiting torque of the motor on the left side of the rear axle. This is the required torque of the motor on the left side of the rear axle. This is the final torque of the motor on the right side of the rear axle. It is the absolute value of the limiting torque of the motor on the right side of the rear axle. This is the required torque for the motor on the right side of the rear axle.

[0010] In one embodiment, the step of determining the final torque of the motor based on the required torque and the current torque of the two motors on the same side includes: The limitation coefficient of the distributed loading vehicle is obtained based on the following relationship: ; ; Among them, the It is the limiting factor of the left motor of the distributed loader, the This is the current torque of the motor on the left side of the front axle. This is the current torque of the motor on the left side of the rear axle. This is the required torque of the motor on the left side of the front axle. This is the required torque of the motor on the left side of the rear axle. It is the limiting coefficient of the right motor of the distributed loading vehicle. This is the current torque of the motor on the right side of the front axle. This is the current torque of the motor on the right side of the rear axle. This is the required torque of the motor on the right side of the front axle. This is the required torque of the motor on the right side of the rear axle; If the sum of the required torques of the two motors on the left side of the distributed loading vehicle is less than or equal to the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right side is greater than the sum of the absolute values ​​of their limiting torques, then the final torque of the two motors on the left side is the product of their current torque and the limiting coefficient on the right side, and the final torque of the two motors on the right side is equal to their current torque. If the sum of the required torques of the two motors on the left is greater than the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right is less than or equal to the sum of the absolute values ​​of their limiting torques, then the final torque of the two motors on the left is equal to their current torque, and the final torque of the two motors on the right is the product of their current torque and the limiting coefficient on the left. If the sum of the required torques of the two motors on the left is greater than the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right is greater than the sum of the absolute values ​​of their limiting torques, then the motors are torque-distributed according to the magnitudes of the limiting coefficients on the left and the right.

[0011] In one embodiment, the step of distributing torque to the motor based on the magnitudes of the left-hand limiting coefficient and the right-hand limiting coefficient includes: like <= Then the final torque of the four motors is: ; ; ; ; Among them, the This is the final torque of the motor on the left side of the front axle. This is the final torque of the motor on the right side of the front axle. It is the final torque of the motor on the left side of the rear axle. It is the final torque of the motor on the right side of the rear axle.

[0012] like > Then the final torque of the four motors is: ; ; ; .

[0013] In one embodiment, the step of transferring the required torque of the two motors corresponding to the abnormal axle if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, includes: If one of the axles meets at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold and the acceleration of the axle exceeds a preset acceleration threshold, and the slip ratio of another axle is less than or equal to the slip ratio threshold and its acceleration does not exceed the acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is gradually transferred to the motor on the same side of the normal axle at a preset torque threshold, wherein the normal axle is the axle with a slip ratio less than or equal to the slip ratio threshold and an acceleration that does not exceed the acceleration threshold; Determine whether the current torque of the two motors on the normal shaft is greater than the absolute value of their limit torque; If the current torque of both motors on the normal axis is less than or equal to the absolute value of their limiting torque, then the current torque of the two motors on the normal axis is their final torque. If the current torque of at least one of the motors on the normal shaft is greater than the absolute value of its limiting torque, then the motors on the normal shaft are torque-distributed according to the absolute value of the current torque of the motors on the normal shaft and its limiting torque.

[0014] In one embodiment, the step of torque distribution to the motor of the normal shaft based on the absolute value of the current torque of the motor of the normal shaft and its limiting torque includes: The constraint coefficient of the normal axis is obtained based on the following relationship: ; ; Among them, the This is the limiting factor for the motor on the left side of the normal shaft. It is the absolute value of the limiting torque of the motor on the left side of the normal shaft. It is the absolute value of the current torque of the motor on the left side of the normal shaft. It is the limiting factor of the motor on the right side of the normal shaft, the It is the absolute value of the limiting torque of the motor on the right side of the normal shaft. It is the absolute value of the current torque of the motor on the right side of the normal shaft; If the above Less than or equal to the And the Greater than The final torque of the left motor of the normal shaft and the final torque of the right motor of the normal shaft are obtained based on the following formulas: ; ; Its, the said This refers to the final torque of the motor on the right side of the normal shaft. This is the final torque of the motor on the left side of the normal shaft. It is a sign function. If the parameter in the sign function is greater than 0, the output is 1; if the parameter is less than 0, the output is -1. If the above Greater than the And the Less than or equal to The final torque of the left motor of the normal shaft and the final torque of the right motor of the normal shaft are obtained based on the following formulas: ; ; If the above Greater than the And the Greater than According to The size of the torque is distributed to the motor of the normal shaft.

[0015] In one embodiment, the according to The steps for distributing torque to the motor of the normal shaft according to the size include: like <= The final torque of the motor on the normal shaft is then obtained based on the following formula: ; ; like > The final torque of the motor on the normal shaft is then obtained based on the following formula: ; .

[0016] In one embodiment, the step of transferring the required torque of the two motors corresponding to the abnormal axle if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, includes: If both axles meet at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold, and the acceleration exceeds a preset acceleration threshold, then the required torque of the four motors corresponding to the two axles will be gradually reduced to zero by a preset torque threshold.

[0017] In another aspect, the present invention provides a distributed loading vehicle, which is applied to the computing method described above.

[0018] Beneficial effects This invention provides a method for calculating the torque of a distributed loader and a distributed loader. The calculation method includes: obtaining the actual required torque of the distributed loader based on the driving state of the distributed loader, the limited power of the distributed loader battery, and the rotational speed of the motors; distributing the actual required torque equally to the front and rear axles of the distributed loader, and distributing the torque of the front axle to the two motors located on the front axle and the torque of the rear axle to the two motors located on the rear axle according to the steering angle of the distributed loader, thus obtaining the required torque of the four motors; obtaining the slip ratio and acceleration of the axles of the distributed loader, and if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions.

[0019] In this way, when the slip ratio of a certain axle exceeds a slip ratio threshold or the acceleration exceeds an acceleration threshold, the torque of that axle is transferred to another axle to ensure power output as much as possible. Once the slip ratio and acceleration return to normal, the torque of that axle can gradually recover. This invention determines abnormalities on an axle-by-axle basis, which, compared to existing technologies that determine slip and lock-up based on individual tires, results in a lower false alarm rate, especially under conditions of wheel speed fluctuations such as steering, where accuracy is higher. This prevents a reduction in overall vehicle power caused by torque transfer. Furthermore, this invention considers not only slip ratio but also acceleration; any abnormality in either slip ratio or acceleration will trigger torque transfer, thus providing more comprehensive protection for vehicle safety. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating a method for calculating the torque of a distributed loading vehicle according to the first embodiment of the present invention.

[0021] Figure 2 yes Figure 1 The flowchart of one embodiment of step S1 is shown.

[0022] Figure 3 yes Figure 1 The flowchart of one embodiment of step S2 is shown.

[0023] Figure 4 yes Figure 1 The flowchart of one embodiment of step S3 is shown.

[0024] Figure 5 This is a flowchart illustrating a method for calculating the torque of a distributed loading vehicle according to the second embodiment of the present invention.

[0025] Figure 6 yes Figure 1 A flowchart illustrating another embodiment of step S3 is shown. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] The system structure of a distributed loader includes multiple wheels and multiple motors, such as four motors and four wheels or four sets of wheels. Each wheel or set of wheels is driven by one motor. The motors corresponding to the first two or first two sets of wheels are located on the front axle of the distributed loader, and the motors corresponding to the last two or last two sets of wheels are located on the rear axle. Currently, distributed loaders adjust the torque of the corresponding motor for each individual wheel based on the slip ratio when the vehicle slips or locks. After adjustment, the torque of the four motors may deviate from the driver's intended torque, resulting in low torque adjustment accuracy and a decrease in overall vehicle power.

[0028] Based on this, the present invention provides a method for calculating the torque of a distributed loader, which includes four motors. The calculation method includes: obtaining the actual required torque of the distributed loader based on its driving state, the limited power of its battery, and the rotational speed of the motors; distributing the actual required torque evenly to the front and rear axles of the distributed loader, and distributing the torque of the front axle to the two motors located on the front axle and the torque of the rear axle to the two motors located on the rear axle based on the steering angle of the distributed loader, thus obtaining the required torque of the four motors; obtaining the slip ratio and acceleration of the axles of the distributed loader, and if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the axle acceleration exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions. The present invention determines whether an abnormality is due to the axle as a unit, which has a lower false positive rate compared to the prior art that determines slip and lock-up based on a single tire, especially under conditions of wheel speed fluctuations such as steering, resulting in higher accuracy, thereby preventing the reduction of overall vehicle power caused by torque transfer. Furthermore, this invention considers both slip ratio and acceleration factors. If either slip ratio or acceleration is abnormal, torque transfer will be triggered, thereby providing more comprehensive protection for vehicle safety.

[0029] Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for calculating the torque of a distributed loading vehicle according to an embodiment of the present invention. Figure 1 As shown, the calculation method includes the following steps: Step S1: Obtain the actual torque required by the distributed loader based on the driving status of the distributed loader, the limited power of the distributed loader battery, and the speed of the motor.

[0030] Step S2: Distribute the actual required torque evenly to the front and rear axles of the distributed loader, and distribute the torque of the front axle to the two motors located on the front axle and the torque of the rear axle to the two motors located on the rear axle according to the steering angle of the distributed loader, so as to obtain the required torque of the four motors.

[0031] Step S3: Obtain the slip ratio and acceleration of the axle of the distributed loading vehicle. If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold and the axle acceleration exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred. The abnormal axle is the axle that meets the conditions.

[0032] Therefore, this embodiment can transfer the torque of an axle to another axle after detecting that the slip ratio of an axle exceeds the slip ratio threshold or the acceleration of an axle exceeds the acceleration threshold, thus ensuring power output as much as possible. Once the slip ratio and acceleration return to normal, the torque of that axle can gradually recover. This invention determines abnormalities on an axle-by-axle basis, which, compared to existing technologies that determine slip and lock-up based on individual tires, results in a lower false alarm rate, especially under conditions of wheel speed fluctuations such as steering, where accuracy is higher, thereby preventing a reduction in overall vehicle power due to torque transfer. Furthermore, since abnormal acceleration can also cause vehicle slippage, this invention considers both slip ratio and acceleration factors simultaneously. If either slip ratio or acceleration is abnormal, torque transfer will be triggered, thus providing more comprehensive protection for vehicle safety.

[0033] Please see Figure 2 The technical solution in step S1 above, which involves "obtaining the actual torque required by the distributed loader based on its driving status, the limited power of its battery, and the speed of its motor," includes the following steps: Step S11: Obtain the initial torque requirement of the distributed loading vehicle based on the driving status of the distributed loading vehicle.

[0034] Step S12: Limit the initial torque requirement of the vehicle based on the discharge limit power, the charging limit power, and the motor speed to obtain the actual torque requirement of the distributed loading vehicle.

[0035] In step S11, the driving state of the distributed loading vehicle includes driving state, braking recovery state, and coasting recovery state. The driving state refers to the state where the battery discharges, converting electrical energy into kinetic energy to generate power in the same direction as the vehicle's movement, causing the vehicle to accelerate or maintain a constant speed. The regenerative braking state refers to the state where the braking system generates resistance in the opposite direction to the vehicle's movement. This resistance is generated by the motor's output braking torque. Under the following conditions: the vehicle's high-voltage system is normal, the motor is enabled normally, the vehicle speed exceeds a certain threshold, the vehicle is not in neutral, the battery's SOC is below a certain value, and the accelerator is not pressed while the brake is applied, the vehicle meets the conditions for entering regenerative braking and enters the regenerative braking energy recovery state. At this time, the vehicle's torque demand decision is negative (i.e., forward motion), opposite to the direction of forward movement, thus converting kinetic energy into electrical energy. The coasting regenerative braking state refers to the state where no braking or driving control is applied to the vehicle, but the motor's braking torque is opposite to the vehicle's movement direction. Under the following conditions: the vehicle's high-voltage system is normal, the motor is enabled normally, the vehicle speed exceeds a certain threshold, the vehicle is not in neutral, the battery's SOC is below a certain value, and the accelerator is not pressed while the brake is not applied, the vehicle enters the coasting energy recovery state. In both the regenerative braking and coasting regenerative braking states, the battery is in the charging process.

[0036] When the conditions for coasting recovery are met, the vehicle enters the coasting recovery state, and the initial torque required by the vehicle corresponds to the torque required in this mode; when the conditions for braking recovery are met, the vehicle enters the braking recovery state, and the initial torque required by the vehicle corresponds to the torque required in this mode; when the driving conditions are met, the vehicle enters the driving state, and the initial torque required by the vehicle corresponds to the torque required in this mode.

[0037] If the distributed loading vehicle is in driving mode, the initial torque requirement of the vehicle can be determined by looking up a table based on the accelerator pedal opening, current vehicle speed, and gear position. If the distributed loading vehicle is in regenerative braking mode, the initial torque requirement of the vehicle can be determined by looking up a table based on the current vehicle speed, battery SOC, and brake pedal opening. If the distributed loading vehicle is in coasting regenerative braking mode, the initial torque requirement of the vehicle can be determined by looking up a table based on the current vehicle speed and battery SOC.

[0038] First, the driving status of the distributed loading vehicle is identified in step S11, and then the initial torque requirement of the entire vehicle is determined based on the driving status. Further, in step S12, the actual torque requirement of the distributed loading vehicle is obtained by combining the battery's limited power (including charging or discharging power limits) and the motor's rotational speed.

[0039] The power limits of the distributed loading vehicle battery include discharge limit power and charging limit power. Discharge limit power refers to the maximum power the battery can release when discharging, while charging limit power refers to the maximum power the battery can receive when charging. It should be understood that both discharge limit power and charging limit power change dynamically based on the battery's current remaining charge.

[0040] If the battery's charging power limit is PC Max (Positive value, unit kW), the battery's discharge limit power is PD. Max (Positive value), the power consumption of the accessory is P. Aux (Positive value), Range extender power generation P Gen If the value is negative or zero, then the battery's discharge limit power to the motor is P. Dis =PD Max -P Aux -P Gen The battery's charging power limit for the motor is P. Chg =PC Max +P Aux +P Gen The average speed of the four motors is n. Therefore, in step S12, the initial required torque T of the entire vehicle is... 初始 The actual required torque T is obtained after imposing a limit. 实际 as follows: when , At that time, the battery discharges, and the actual required torque is obtained after limiting it. ; when , At that time, the battery is charged, and the actual required torque is obtained after limiting it. ; when , At that time, the battery is charged, and the actual required torque is obtained after limiting it. ; when , At that time, the battery discharges, and the actual required torque is obtained after limiting it. ; when In forward gear, the vehicle is driven forward, and the actual required torque is obtained after limiting the torque. , It is a positive, calibrable quantity to prevent the rotational speed from being divided by zero; when When in reverse gear, the vehicle drives backward, and the actual required torque is obtained after limiting the torque. , It is a negative calibrable quantity to prevent the rotational speed from being divided by zero.

[0041] After obtaining the actual torque requirement of the distributed loading vehicle, this actual torque requirement can be further distributed evenly between the front and rear axles of the vehicle. That is, , ,in, For the torque of the front axle, This refers to the torque on the rear axle.

[0042] After determining the torque of the front axle and the torque of the rear axle, the torque of the front axle can be further... The torque is distributed to the two motors located on the front axle, and then to the rear axle. Distributed to the two motors located on the rear axle. See details. Figure 3 This includes the following steps: Step S21: Distribute the torque of the front axle evenly to the left and right motors of the front axle, and distribute the torque of the rear axle evenly to the left and right motors of the rear axle.

[0043] Step S22: Identify the steering angle of the wheels.

[0044] Step S23: If the steering angle of the wheel is non-zero, determine a torque offset based on the value of the steering angle.

[0045] Step S24: Add the torque offset to the torque of the motor on the left side of the front axle, and subtract the torque offset from the torque of the motor on the right side of the front axle.

[0046] Step S25: Add the torque offset to the torque of the motor on the left side of the rear axle, and subtract the torque offset from the torque of the motor on the right side of the rear axle.

[0047] Specifically, when the wheel turns left, the torque offset is negative, and when the wheel turns right, the torque offset is positive.

[0048] In step S22, the vehicle's steering angle can be identified using IMU sensors on the wheels. If the steering angle is zero, indicating the vehicle is currently traveling in a straight line, the allocation result from step S21 is maintained: the left and right front axle motors share the torque of the front axle, and the left and right rear axle motors share the torque of the rear axle. If the steering angle is non-zero, indicating the vehicle is currently turning, step S23 is executed, determining a torque offset based on the steering angle. The mapping relationship between the steering angle and the torque offset can be stored in advance. In this embodiment, the torque offset is negative when the wheel turns left and positive when the wheel turns right. It is understood that in other embodiments, the torque offset can be set to positive when the wheel turns left and negative when the wheel turns right.

[0049] In this embodiment, the torque of the four motors is distributed according to the steering angle. Specifically, the torque of the motor on the left side of the front axle is increased by a torque offset, and the torque of the motor on the right side of the front axle is decreased by the torque offset. Furthermore, the torque of the motor on the left side of the rear axle is increased by the torque offset, and the torque of the motor on the right side of the rear axle is decreased by the torque offset. After distribution, the required torque for the four motors is obtained.

[0050] In summary, this embodiment distributes the torque of the four motors based on the vehicle's driving state (i.e., steering angle). This ensures that the motors' required torque is more closely matched to the vehicle's current driving state, thereby guaranteeing a smoother ride, improving overall vehicle performance and driving experience, and maintaining good stability and safety under various driving conditions.

[0051] Furthermore, this invention also considers the control of wheel slippage or lock-up during the operation of the distributed loading vehicle. Specifically, it acquires the slip ratio and acceleration of the axles of the distributed loading vehicle. If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the axle acceleration exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred. If the slip ratio is less than or equal to the slip ratio threshold and the acceleration does not exceed the acceleration threshold, then the required torque of the four motors is adjusted based on their respective torque limits to obtain the final torque of the four motors. In other words, this invention detects the slippage or acceleration of the vehicle on a unit of axle (including front and rear axles). After determining axle slippage, it transfers the axle torque to ensure that the overall vehicle power is not reduced. When there is no axle slippage, it considers the torque limitations of the motors themselves and adjusts the obtained required torque according to their own capabilities to match their torque output capacity, thus protecting the motors.

[0052] For the technical solution to obtain the axle acceleration and slip ratio of the distributed loading vehicle, please refer to [link to relevant documentation]. Figure 4 As shown, it includes the following steps: Step S31: Obtain the driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration of the distributed loading vehicle.

[0053] Step S32: Calculate the slip ratio of the corresponding axle based on the driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration.

[0054] In step S31, the driving module of the distributed loading vehicle can be identified based on the following conditions: If the current driving mode is characterized by pressing the accelerator, not pressing the brake, the vehicle speed being lower than the preset speed threshold, and the front axle not being in an abnormal (slipping or locking) state, then it is identified as the driving mode. If the current braking mode is applied or the braking power is greater than the preset power threshold, the front axle speed is lower than the preset axle speed threshold, and the front axle is not in an abnormal (slipping or locking) state, then it is identified as braking mode. If the mode is not one of the two mentioned above, then it is another mode. In other modes, the drive and braking power are both relatively low, and torque transfer is not required. Whether to implement a traction control strategy, i.e., to transfer torque, is then determined based on the conditions in drive mode and braking mode.

[0055] The methods for obtaining the front axle speed and rear axle speed are as follows: The speeds of the four motors acquired by the sensors are subjected to mean filtering and PT1 filtering (a first-order low-pass filter commonly used in signal processing to remove high-frequency noise while preserving the main trend of the signal. Its name comes from "Proportional-T1" (proportional-first-order hysteresis element), and its core principle is to smooth the input signal through a first-order differential equation). For the front axle, the sum of the speeds of the two front axle motors is obtained, and then the sum of the speeds is divided by 2 to obtain the mean speed n of the motors. FAvrg The average rotational speed n FAvrg Converted to front axle speed v faxis =abs(0.104719753 tire radius n FAvrg ( / main reducer); Similarly, the method for obtaining the rear axle speed is the same as that for the front axle speed, and the rear axle speed is v. raxis .

[0056] The methods for obtaining front axle acceleration and rear axle acceleration are as follows: The shaft acceleration is calculated using the shaft velocity at a preset time. For the front shaft, the formula is (front shaft velocity at time T - front shaft velocity at the initial time) / time length, i.e., (v... faxis (t)-v faxis (0) / t. The method for obtaining the rear axle acceleration is the same as that for the front axle acceleration, (v raxis (t)-v raxis (0) / t.

[0057] After acquiring information such as driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration, the corresponding axle slip ratio is calculated based on this information. Specifically: In braking mode, the axle slip ratio is In drive mode, the slip ratio is The slip ratio ranges from 0% to 100%, where... It is the speed of the entire vehicle, which can be obtained through estimation, sensor measurement, GPS, etc., assuming that the speed of the entire vehicle is known.

[0058] In drive mode: If the axle acceleration and slip ratio satisfy either of the following conditions: the axle acceleration is greater than the acceleration threshold A Drv The slip ratio is higher than the slip ratio threshold S Drv If the axle slips significantly, it is considered an abnormal axle, and the traction control strategy needs to be activated, meaning the torque of the abnormal axle needs to be transferred. Conversely, if the axle's acceleration and slip ratio meet the following condition: the axle's acceleration is less than the acceleration threshold A... DrvMin And the slip ratio is lower than the slip ratio threshold S DrvMin When the axle is considered to have returned to normal, the traction control strategy is turned off, meaning the torque of the axle gradually recovers.

[0059] In braking mode: the axle acceleration and slip ratio satisfy either of the following conditions: the axle acceleration is less than the acceleration threshold A. Brk The slip ratio is higher than the slip ratio threshold S Brk If the axle is severely slipping (i.e., locked), it is considered an abnormal axle, and traction control strategy needs to be activated, meaning the torque of the abnormal axle needs to be transferred. Conversely, if the axle's acceleration and slip ratio meet the following conditions: the axle's acceleration is greater than the acceleration threshold A... BrkMin The slip ratio is lower than the slip ratio threshold S BrkMin When the axle is considered to have returned to normal, the traction control strategy is turned off, meaning the torque of the axle gradually recovers.

[0060] Among them, the acceleration threshold A Drv A DrvMin A Brk And A BrkMin The value of A can be preset, and A Drv >A DrvMin >0, A Brk BrkMin <0. Slip rate threshold S Drv and S DrvMin It is obtained by looking up the CUR table based on the axle speed, S Drv >S DrvMin When the axle speed is low, the slip ratio threshold can be set higher to prevent false alarms at low speeds. When the axle speed is high, the slip ratio threshold can be set lower to detect abnormal axles promptly. Therefore, the acceleration analysis needs to be combined with the operating mode of the distributed loader (whether it is drive mode or braking mode). Different operating modes have different acceleration thresholds. Acceleration must meet the acceleration threshold of the corresponding mode to be considered normal; otherwise, exceeding the acceleration threshold of the corresponding mode is considered an acceleration anomaly.

[0061] Slip rate threshold S Brk and S DrvMin ​The speed of the axle is obtained by looking up the CUR table, S Brk >S DrvMin When the axle speed is low, the slip ratio threshold should be set higher to prevent false alarms at low speeds. When the axle speed is high, the slip ratio threshold should be set lower to detect abnormal axles in a timely manner.

[0062] As mentioned earlier, when the axle slip ratio is less than or equal to the preset slip ratio threshold, it indicates that the axle is normal. Therefore, the influence of the motor's own torque limitation on the torque should be considered. Based on the limited torque of the four motors, the required torque is adjusted to obtain the final torque of the four motors. For details, please refer to [link to specific solution]. Figure 5 This includes the following steps: Step S51: Obtain the absolute value of the motor's limiting torque.

[0063] Step S52: Determine whether the required torque of the motor is greater than the absolute value of the motor's limiting torque.

[0064] Step S53: If the required torque of all motors is less than or equal to the absolute value of their limiting torque, then each motor obtains its final torque based on the absolute value of its required torque and limiting torque.

[0065] Step S54: If the required torque of the motor is greater than the absolute value of the motor's limiting torque, obtain the difference between the absolute value of the motor's limiting torque and the required torque, and transfer the difference to the motor located on the same side of the distributed loading vehicle.

[0066] Step S55: Determine whether the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques.

[0067] In step S55, if the sum of the required torques of the two motors on the same side is less than or equal to the sum of the absolute values ​​of their corresponding limiting torques, then proceed to step S56; if the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques, then proceed to step S57.

[0068] Step S56: Use the current torque of the motor as the final torque.

[0069] Step S57: Determine the final torque of the motor based on the required torque of the two motors on the same side and the current torque.

[0070] In step S51, the absolute values ​​of the limiting torques of the four motors are obtained. In step S52, specifically for each motor, it is determined whether the motor's required torque is greater than the absolute value of its limiting torque. For example, for the motor on the left side of the front axle, it is determined whether its required torque is greater than the absolute value of its limiting torque. The determination logic for motors in other positions is the same and will not be repeated here.

[0071] If the required torque of all motors is less than or equal to the absolute value of their limiting torque, meaning the motors do not need to transfer torque, then only their own torque limits need to be considered to determine the final torque of the motors. Specifically, the required torque of the motor on the left side of the front axle is less than or equal to the absolute value of its limiting torque; the required torque of the motor on the right side of the front axle is less than or equal to its limiting torque; the required torque of the motor on the left side of the rear axle is less than or equal to its limiting torque; and the required torque of the motor on the rear side of the rear axle is less than or equal to its limiting torque. Therefore, each motor only needs to consider its own torque limit to determine its final torque. Specifically, in step S53, the final torque of the four motors can be obtained based on the following formula: , , , , in, It is the final torque of the motor on the left side of the front axle. It is the absolute value of the limiting torque of the motor on the left side of the front axle. This refers to the required torque of the motor on the left side of the front axle. This is the final torque of the motor on the right side of the front axle. It is the absolute value of the limiting torque of the motor on the right side of the front axle. This is the required torque for the motor on the right side of the front axle. It is the final torque of the motor on the left side of the rear axle. It is the absolute value of the limiting torque of the motor on the left side of the rear axle. This refers to the required torque of the motor on the left side of the rear axle. This is the final torque of the motor on the right side of the rear axle. It is the absolute value of the limiting torque of the motor on the right side of the rear axle. This is the required torque for the motor on the right side of the rear axle.

[0072] in, , , as well as This refers to the torque required by the four motors, as mentioned earlier, based on the vehicle's steering angle.

[0073] This invention fully considers the torque limitations of the motor itself, and adjusts the required torque according to its own capabilities to meet its own torque output capabilities, thereby protecting the motor.

[0074] If the required torque of the motor exceeds the absolute value of its limiting torque, the required torque needs to be transferred to a motor on the same side. Specifically, first, the difference between the absolute value of the limiting torque and the required torque is obtained. This difference is the torque value to be transferred, and this difference is transferred to a motor on the same side, thereby increasing the torque of that motor.

[0075] For example, if the required torque of the motor on the left side of the front axle The absolute value of the torque limit of the motor on the left side of the front axle is greater than the limit value of the motor on the left side of the front axle. Then obtain the absolute value of the limiting torque of the motor on the left side of the front axle. The required torque of the motor on the left side of the front axle The difference The difference The torque is transferred to the left rear axle motor, meaning the current torque of the left rear axle motor is transferred. That is, the torque of the motor on the left side of the rear axle gradually increases from its required torque, and the increase is equal to the decrease in torque of the motor on the left side of the front axle, thus achieving torque transfer. The torque transfer scheme for motors in other positions is the same, and will not be described in detail here.

[0076] When the required torque of the motor is greater than the absolute value of the motor's limiting torque, the motor is restricted. This invention transfers the torque of the restricted motor to the motor on the same side, which can ensure the power performance of the whole vehicle and at the same time ensure the yaw stability of the whole vehicle.

[0077] After completing the torque transfer of all motors (according to the above scheme), step S55 is executed, which determines whether the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques. If the sum of the required torques of the two motors on the same side is less than or equal to the sum of the absolute values ​​of their corresponding limiting torques, it means that the motor torque can be fully output after the torque transfer, and the current torque of the motor is taken as its final torque. If the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques, it means that the sum of the current torques of the two motors on the same side is still limited after the torque transfer. In order to ensure yaw stability, the motor torque needs to be adjusted, i.e., step S57 is executed to determine the final torque of the motor based on the required torques and the current torques of the two motors on the same side. The specific scheme is as follows: First, the constraint coefficients of the distributed loading vehicle are obtained based on the following relationship: ; ; in, This is the limiting factor for the left motor of the distributed loader. This is the current torque of the motor on the left side of the front axle. This is the current torque of the motor on the left side of the rear axle. This refers to the required torque of the motor on the left side of the front axle. This refers to the required torque of the motor on the left side of the rear axle. This is the limiting factor for the right-side motor of the distributed loader. This is the current torque of the motor on the right side of the front axle. This is the current torque of the motor on the right side of the rear axle. This is the required torque for the motor on the right side of the front axle. This is the required torque for the motor on the right side of the rear axle. Among them, , , as well as This refers to the current torque of each motor after the torque transfer in step S54 above. The left-side motors include the front axle left-side motor and the rear axle left-side motor, and the right-side motors include the front axle right-side motor and the rear axle right-side motor.

[0078] If the sum of the required torques of the two motors on the left side of the distributed loading vehicle is less than or equal to the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right side is greater than the sum of the absolute values ​​of their limiting torques, it means that after torque transfer, the sum of the current torques of the two motors on the right side will still be limited, which may cause the vehicle to yaw. To solve this problem, the torque values ​​of the left motors are simultaneously reduced. That is, the final torque of the two left motors is the product of their current torque and the limiting coefficient on the right side, and the final torque of the two right motors is equal to their current torque. Therefore, the final torques of the four motors are: .

[0079] If the sum of the required torques of the two motors on the left is greater than the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right is less than or equal to the sum of the absolute values ​​of their limiting torques, then after torque transfer, the sum of the current torques of the two motors on the left will still be limited, potentially causing vehicle yaw. To solve this problem, the torque values ​​of the motors on the right are simultaneously reduced. That is, the final torque of the two motors on the left is equal to their current torque, and the final torque of the two motors on the right is the product of their current torque and the limiting coefficient on the left. Therefore, the final torques of the four motors are: .

[0080] If the sum of the required torques of the two motors on the left exceeds the sum of the absolute values ​​of their limited torques, and the sum of the required torques of the two motors on the right exceeds the sum of the absolute values ​​of their limited torques, then it means that after torque transfer, the current torques of both motors on the left and right are limited. To ensure that the motor torque does not exceed the limits and to prevent vehicle yaw, the torque on the side with the more severe limitation remains unchanged, while the torque on the other side is adjusted synchronously. That is, the torque is distributed to the motors based on the magnitude of the limitation coefficients on the left and right sides. The specific allocation scheme is as follows: like <= This indicates that the left side has a greater degree of restriction. Therefore, the current torque of the two motors on the left remains unchanged, while the current torque of the two motors on the right is further distributed. The final torque of the four motors is: like > This indicates a greater degree of restriction on the right side. Therefore, the current torque of the two motors on the right remains unchanged, while the current torque of the two motors on the left is further distributed. The final torque of the four motors is: .

[0081] The above describes the final torque acquisition scheme for the four motors when the slip ratios of both axles (including the front and rear axles) are equal to or less than preset slip ratio thresholds, and the accelerations do not exceed acceleration thresholds. If the axle slip ratio is greater than the preset slip ratio threshold and the acceleration exceeds the acceleration threshold, satisfying at least one of the above conditions, the required torque for the two motors corresponding to the abnormal axle needs to be transferred. For details, please refer to [link to relevant documentation]. Figure 6 The following options are included: Step S61: If one axle meets at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold and the axle's acceleration exceeds a preset acceleration threshold, and the slip ratio of another axle is less than or equal to the slip ratio threshold and its acceleration does not exceed the acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is gradually transferred to the motor on the same side of the normal axle at a preset torque threshold. The normal axle is the axle with a slip ratio less than or equal to the slip ratio threshold and acceleration that does not exceed the acceleration threshold.

[0082] Step S62: Determine whether the current torque of the two motors on the normal axis is greater than the absolute value of their limit torque. If the current torque of both motors on the normal axis is less than or equal to the absolute value of their limit torque, proceed to step S63. If at least one motor on the normal axis has a current torque greater than the absolute value of its limit torque, proceed to step S64.

[0083] Step S63: The current torque of the two motors on the normal axis is its final torque.

[0084] Step S64: Distribute torque to the motor on the normal shaft according to the absolute value of the current torque of the motor on the normal shaft and its limiting torque.

[0085] For example, if the slip ratio of the front axle is greater than the slip ratio threshold or the acceleration exceeds the acceleration threshold, and the slip ratio of the rear axle is less than or equal to the slip ratio threshold and the acceleration does not exceed the acceleration threshold, then the required torque of the left motor on the front axle is gradually transferred to the left motor on the rear axle by a preset torque threshold, and the required torque of the right motor on the front axle is gradually transferred to the right motor on the rear axle by a preset torque threshold. After the transfer, the current torque of the left motor on the rear axle is the sum of the torque transferred from the left motor on the front axle and the required torque of the left motor on the rear axle. Similarly, the current torque of the right motor on the rear axle is the sum of the torque transferred from the right motor on the front axle and the required torque of the right motor on the rear axle. After the torque transfer, it is further determined whether the current torque of the two motors on the rear axle is greater than the absolute value of their limit torque. If the current torque of both rear axle motors is not greater than the absolute value of their limit torque, it means that the two rear axle motors can fully bear the torque transferred from the front axle. In this case, the current torque of the two rear axle motors is taken as their final torque. If the current torque of at least one rear axle motor is greater than the absolute value of its limit torque, it means that the two rear axle motors cannot fully bear the torque transferred from the front axle. In this case, the torque is distributed to the rear axle motors according to the absolute value of their current torque and limit torque.

[0086] In step S64, the specific allocation scheme includes the following schemes: First, the constraint coefficients for the normal axis are obtained based on the following relationship: , in, This is the limiting factor for the motor on the left side of the normal shaft. It is the absolute value of the limiting torque of the motor on the left side of the normal shaft. It is the absolute value of the current torque of the motor on the left side of the normal shaft. This is the limiting factor for the motor on the right side of the normal shaft. It is the absolute value of the limiting torque of the motor on the right side of the normal shaft. It is the absolute value of the current torque of the motor on the right side of the normal shaft.

[0087] like Less than or equal to ,and Greater than This indicates that the right motor of the normal axis cannot fully withstand the torque transferred from the right motor of the abnormal axis, while the left motor of the normal axis can fully withstand the torque transferred from the left motor of the abnormal axis. To ensure yaw stability, the required torque of the left motor of the normal axis needs to be further reduced. Therefore, the final torque of the left motor of the normal axis and the final torque of the right motor of the normal axis are obtained based on the following formulas: ; That, This refers to the final torque of the motor on the right side of the normal shaft. This is the final torque of the motor on the left side of the normal shaft. It is a symbolic function. If the parameter x in the symbolic function is greater than 0, the symbolic function outputs 1; if the parameter x in the symbolic function is less than 0, the symbolic function outputs -1. like Greater than ,and Less than or equal to This indicates that the left motor of the normal axis cannot fully withstand the torque transferred from the left motor of the abnormal axis, while the right motor of the normal axis can fully withstand the torque transferred from the motor of the abnormal axis. To ensure yaw stability, the required torque of the right motor of the normal axis needs to be further reduced. Therefore, the final torque of the left motor and the final torque of the right motor of the normal axis are obtained based on the following formulas: ; like Greater than ,and Greater than This indicates that neither the left nor right motors of the normal shaft can fully withstand the torque transferred from the motor of the abnormal shaft. To ensure that the motor torque does not exceed the limit and to prevent yaw, the side with the more severe limitation remains unchanged, while the required torque on the other side is reduced proportionally. The size of the torque is used to distribute torque to the motor of the normal shaft. Specifically, this includes the following solutions: like <= This indicates that the left motor of the normal shaft is subject to greater restrictions, and the right motor of the normal shaft requires further adjustments. The final torque of the motor on the normal shaft can then be obtained based on the following formula: like > This indicates that the motor on the right side of the normal shaft is subject to greater restrictions, and the motor on the left side of the normal shaft requires further adjustments. The final torque of the motor on the normal shaft can then be obtained based on the following formula: .

[0088] The above describes a torque transfer solution when only one axle is malfunctioning. The torque of the two motors on the malfunctioning axle is gradually reduced and transferred to the normal axle. At the same time, considering torque limitations and yaw stability, the torque of the normal axle after the torque transfer is adjusted.

[0089] Specifically, if both axles meet at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold, and the acceleration exceeds a preset acceleration threshold, then the required torque of the four motors corresponding to the two axles will be gradually reduced to zero by a preset torque threshold. It is worth noting that the comparison is performed on a single axle basis. For example, for the front axle, the comparison is whether the slip ratio of the front axle is greater than the preset slip ratio threshold and whether the acceleration of the front axle exceeds the acceleration threshold. The comparison scheme for the rear axle is the same and will not be elaborated further here.

[0090] Therefore, this invention uses the axle as a unit to determine whether there is an abnormality. Compared with the prior art, which uses a single tire to determine slippage and lock-up, the false judgment rate is lower. Especially under the condition of wheel speed fluctuation such as steering, the accuracy is higher, thereby preventing the reduction of the vehicle's power due to torque transfer.

[0091] In addition, during the torque distribution process, the overall vehicle power performance and yaw stability control are fully considered. In any case, if the motor torque is limited, the limited torque will be transferred to the opposite-axis motor on the same side to ensure power performance as much as possible. At the same time, in order to ensure yaw stability, when the different degrees of limitation on both sides are detected, the torque on the side with less limitation is reduced proportionally to prevent the vehicle from yawing.

[0092] The present invention also provides a distributed loading vehicle that can perform the calculation method described in the preceding embodiments.

[0093] The present invention also provides a computer program product storing a computer program that can be executed by at least one processor to cause the at least one processor to perform the steps of the calculation method described above.

[0094] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product (i.e., a computer program product). This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0095] In summary, this invention provides a method for calculating the torque of a distributed loader and a distributed loader itself. The calculation method includes: obtaining the actual required torque of the distributed loader based on its driving state, the limited power of its battery, and the rotational speed of the motors; distributing the actual required torque equally to the front and rear axles of the distributed loader, and distributing the torque of the front axle to the two motors located on the front axle and the torque of the rear axle to the two motors located on the rear axle based on the steering angle of the distributed loader, thus obtaining the required torque of the four motors; obtaining the slip ratio and acceleration of the axles of the distributed loader, and if at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions.

[0096] In this way, when the slip ratio of a certain axle exceeds the slip ratio threshold or the acceleration exceeds the acceleration threshold, the torque of that axle is transferred to another axle to ensure power output as much as possible. When the slip ratio and acceleration return to normal, the torque of that axle can gradually recover. This invention determines abnormalities on an axle-by-axle basis, which has a lower false alarm rate compared to the prior art that determines slip and lock-up based on a single tire. It is especially accurate under conditions of wheel speed fluctuations such as steering, thus preventing a reduction in overall vehicle power caused by torque transfer.

[0097] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for calculating the torque of a distributed loading vehicle, characterized in that, The distributed loading vehicle includes four motors, and the calculation method includes: The actual torque required by the distributed loading vehicle is obtained based on the driving status of the distributed loading vehicle, the limited power of the distributed loading vehicle battery, and the speed of the motor. The actual required torque is evenly distributed to the front and rear axles of the distributed loading vehicle, and the torque of the front axle is distributed to the two motors located on the front axle according to the steering angle of the distributed loading vehicle, and the torque of the rear axle is distributed to the two motors located on the rear axle, so as to obtain the required torque of the four motors. The slip ratio and acceleration of the axle of the distributed loading vehicle are obtained. If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is transferred, wherein the abnormal axle is the axle that meets the conditions.

2. The calculation method according to claim 1, characterized in that, The step of obtaining the slip ratio of the axles of the distributed loading vehicle includes: The driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration of the distributed loading vehicle are obtained. The slip ratio of the axle is calculated based on the driving mode, front axle speed, rear axle speed, front axle acceleration, and rear axle acceleration.

3. The calculation method according to claim 1, characterized in that, The calculation method further includes: If the slip ratio is less than or equal to the slip ratio threshold and the acceleration of the axle does not exceed the acceleration threshold, then the required torque of the axle is adjusted based on the limiting torque of the four motors to obtain the final torque of the four motors.

4. The calculation method according to claim 3, characterized in that, The step of adjusting the required torque of the four motors based on their limited torque to obtain the final torque of the four motors includes: Obtain the absolute value of the motor's limiting torque; Determine whether the required torque of the motor is greater than the absolute value of the motor's limiting torque; If the required torque of all the motors is less than or equal to the absolute value of their limiting torque, then each motor obtains the final torque based on the absolute value of its required torque and the limiting torque. If the required torque of the motor is greater than the absolute value of the motor's limiting torque, then the difference between the absolute value of the motor's limiting torque and the required torque is obtained, and the difference is transferred to the motor located on the same side of the distributed loading vehicle. Determine whether the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limit torques; If the sum of the required torques of the two motors on the same side is less than or equal to the sum of the absolute values ​​of their corresponding limiting torques, then the current torque of the motor is taken as the final torque. If the sum of the required torques of the two motors on the same side is greater than the sum of the absolute values ​​of their corresponding limiting torques, then the final torque of the motor is determined based on the required torques of the two motors on the same side and the current torque.

5. The calculation method according to claim 4, characterized in that, The step of obtaining the final torque for each of the motors based on the absolute value of its required torque and the limiting torque includes: The final torque of the four motors is obtained based on the following formula: ； ； ； ； Among them, the This is the final torque of the motor on the left side of the front axle. It is the absolute value of the limiting torque of the motor on the left side of the front axle. This is the required torque of the motor on the left side of the front axle. This is the final torque of the motor on the right side of the front axle. It is the absolute value of the limiting torque of the motor on the right side of the front axle. This is the required torque of the motor on the right side of the front axle. It is the final torque of the motor on the left side of the rear axle. It is the absolute value of the limiting torque of the motor on the left side of the rear axle. This is the required torque of the motor on the left side of the rear axle. This is the final torque of the motor on the right side of the rear axle. It is the absolute value of the limiting torque of the motor on the right side of the rear axle. This is the required torque for the motor on the right side of the rear axle.

6. The calculation method according to claim 4, characterized in that, The step of determining the final torque of the motor based on the required torque and the current torque of the two motors on the same side includes: The limitation coefficient of the distributed loading vehicle is obtained based on the following relationship: ； ； Among them, the It is the limiting factor of the left motor of the distributed loader, the This is the current torque of the motor on the left side of the front axle. This is the current torque of the motor on the left side of the rear axle. This is the required torque of the motor on the left side of the front axle. This is the required torque of the motor on the left side of the rear axle. It is the limiting coefficient of the right motor of the distributed loading vehicle. This is the current torque of the motor on the right side of the front axle. This is the current torque of the motor on the right side of the rear axle. This is the required torque of the motor on the right side of the front axle. This is the required torque of the motor on the right side of the rear axle; If the sum of the required torques of the two motors on the left side of the distributed loading vehicle is less than or equal to the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right side is greater than the sum of the absolute values ​​of their limiting torques, then the final torque of the two motors on the left side is the product of their current torque and the limiting coefficient on the right side, and the final torque of the two motors on the right side is equal to their current torque. If the sum of the required torques of the two motors on the left is greater than the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right is less than or equal to the sum of the absolute values ​​of their limiting torques, then the final torque of the two motors on the left is equal to their current torque, and the final torque of the two motors on the right is the product of their current torque and the limiting coefficient on the left. If the sum of the required torques of the two motors on the left is greater than the sum of the absolute values ​​of their limiting torques, and the sum of the required torques of the two motors on the right is greater than the sum of the absolute values ​​of their limiting torques, then the motors are torque-distributed according to the magnitudes of the limiting coefficients on the left and the right.

7. The calculation method according to claim 6, characterized in that, The step of distributing torque to the motor based on the magnitudes of the limiting coefficients on the left and the right includes: like <= Then the final torque of the four motors is: ； ； ； ； Among them, the This is the final torque of the motor on the left side of the front axle. This is the final torque of the motor on the right side of the front axle. It is the final torque of the motor on the left side of the rear axle. It is the final torque of the motor on the right side of the rear axle; like > Then the final torque of the four motors is: ； ； ； 。 8. The calculation method according to any one of claims 1-6, characterized in that, If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the step of transferring the required torque of the two motors corresponding to the abnormal axle includes: If one of the axles meets at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold and the acceleration of the axle exceeds a preset acceleration threshold, and the slip ratio of another axle is less than or equal to the slip ratio threshold and its acceleration does not exceed the acceleration threshold, then the required torque of the two motors corresponding to the abnormal axle is gradually transferred to the motor on the same side of the normal axle at a preset torque threshold, wherein the normal axle is the axle with a slip ratio less than or equal to the slip ratio threshold and an acceleration that does not exceed the acceleration threshold; Determine whether the current torque of the two motors on the normal shaft is greater than the absolute value of their limit torque; If the current torque of both motors on the normal axis is less than or equal to the absolute value of their limiting torque, then the current torque of the two motors on the normal axis is their final torque. If the current torque of at least one of the motors on the normal shaft is greater than the absolute value of its limiting torque, then the motors on the normal shaft are torque-distributed according to the absolute value of the current torque of the motors on the normal shaft and its limiting torque.

9. The calculation method according to claim 8, characterized in that, The step of distributing torque to the motor on the normal shaft based on the absolute value of the current torque of the motor on the normal shaft and its limiting torque includes: The constraint coefficient of the normal axis is obtained based on the following relationship: ； ； Among them, the This is the limiting factor for the motor on the left side of the normal shaft. It is the absolute value of the limiting torque of the motor on the left side of the normal shaft. It is the absolute value of the current torque of the motor on the left side of the normal shaft. It is the limiting factor of the motor on the right side of the normal shaft, the It is the absolute value of the limiting torque of the motor on the right side of the normal shaft. It is the absolute value of the current torque of the motor on the right side of the normal shaft; If the above Less than or equal to the And the Greater than The final torque of the left motor of the normal shaft and the final torque of the right motor of the normal shaft are obtained based on the following formulas: ； ； Its, the said This refers to the final torque of the motor on the right side of the normal shaft. This is the final torque of the motor on the left side of the normal shaft. It is a sign function. If the parameter in the sign function is greater than 0, the output is 1; if the parameter is less than 0, the output is -1. If the above Greater than the And the Less than or equal to The final torque of the left motor of the normal shaft and the final torque of the right motor of the normal shaft are obtained based on the following formulas: ； ； If the above Greater than the And the Greater than According to The size of the torque is distributed to the motor of the normal shaft.

10. The calculation method according to claim 9, characterized in that, According to The steps for distributing torque to the motor of the normal shaft according to the size include: like <= The final torque of the motor on the normal shaft is then obtained based on the following formula: ； ； like > The final torque of the motor on the normal shaft is then obtained based on the following formula: ； 。 11. The calculation method according to any one of claims 1-6, characterized in that, If at least one of the following conditions is met: the slip ratio is greater than a preset slip ratio threshold, and the acceleration of the axle exceeds a preset acceleration threshold, then the step of transferring the required torque of the two motors corresponding to the abnormal axle includes: If both axles meet at least one of the following conditions: the slip ratio is greater than a preset slip ratio threshold, and the acceleration exceeds a preset acceleration threshold, then the required torque of the four motors corresponding to the two axles will be gradually reduced to zero by a preset torque threshold.

12. A distributed loading vehicle, characterized in that, The distributed loading vehicle is applied to the calculation method as described in any one of claims 1-11.

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