Torque vector distribution device and vehicle

Abstract

The invention provides a torque vector distribution device and a vehicle. The device comprises an information acquisition module for acquiring driving information of the vehicle; the vehicle dynamic observation module estimates the dynamic information of the vehicle; the driving state judgment module judges the driving state of the vehicle; the longitudinal torque distribution module performs longitudinal torque distribution on the vehicle so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and the transverse torque distribution module performs transverse torque distribution on the vehicle according to the dynamic information and the front axle torque and the rear axle torque output by the longitudinal torque distribution module. The invention provides a torque vector distribution device architecture, which is beneficial to dynamically adjusting the torque of wheels of a vehicle and stabilizing the state of a vehicle body, fully utilizes tire force, improves the dynamic performance and limit capability of the vehicle, breaks through the control limit of vehicles of the same-grade vehicle type, and improves the reliability of the vehicle. Therefore, a more excellent driving feeling is provided for the user.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a torque vector distribution device and a vehicle. Background Art

[0002] Torque vectoring is the process of dynamically distributing driving torque between the axles and wheels of the vehicle to maximize driving characteristics. It improves the vehicle's power, handling, and escape capabilities when the vehicle is accelerating, decelerating, cornering, and getting out of trouble, thereby satisfying both power and driving pleasure.

[0003] In the related art, the total traction of a vehicle is limited by the wheel with the lowest traction. A limited-slip differential or a clutch-based torque vectoring distribution system can improve the vehicle's handling on smooth roads. However, in actual applications, due to large disturbances in the driving environment, there may be distribution deviations, or driving conditions are constantly changing. The torque vectoring distribution cannot be adjusted dynamically in real time, and the dynamic performance of the vehicle body is poor, resulting in poor stability of the vehicle. In addition, existing torque distribution technologies, including the above-mentioned torque vectoring distribution systems, mainly use software architectures without an effective torque vectoring distribution hardware architecture to support them. Summary of the invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0005] To this end, one purpose of the present invention is to propose a torque vector distribution device, which provides a torque vector distribution device architecture that is conducive to the vehicle dynamically adjusting the torque of the wheels, stabilizing the body state, and making full use of the tire force, thereby improving the vehicle's dynamic performance and limit capabilities, breaking through the handling limits of vehicles of the same level, and providing users with a better driving experience.

[0006] To this end, a second object of the present invention is to provide a vehicle.

[0007] In order to achieve the above-mentioned purpose, an embodiment of the first aspect of the present invention proposes a torque vector distribution device, which includes: an information acquisition module, which is used to collect vehicle driving information; a vehicle dynamic observation module, which is connected to the information acquisition module and is used to estimate the dynamic information of the vehicle based on the driving information; a driving state judgment module, which is connected to the vehicle dynamic observation module and is used to judge the driving state of the vehicle based on the dynamic information; a longitudinal torque distribution module, which is respectively connected to the vehicle dynamic observation module and the driving state judgment module, and is used to distribute the longitudinal torque of the vehicle according to the dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle; a lateral torque distribution module, which is connected to the vehicle dynamic observation module and the longitudinal torque distribution module, and is used to distribute the lateral torque of the vehicle according to the dynamic information and the front axle torque and the rear axle torque output by the longitudinal torque distribution module, so as to dynamically distribute the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor of the vehicle.

[0008] According to the torque vector distribution device of the embodiment of the present invention, the vehicle dynamic observation module is connected to the information collection module, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information collection module. The driving state judgment module is connected to the vehicle dynamic observation module, and the driving state of the vehicle is judged according to the input dynamic information. The longitudinal torque distribution module is connected to the vehicle dynamic observation module and the driving state judgment module respectively, and the longitudinal torque of the vehicle is distributed according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states. The lateral torque distribution module is connected to the vehicle dynamic observation module and the longitudinal torque distribution module respectively, and the lateral torque of the vehicle is distributed according to the input dynamic information and the rear axle torque, so as to dynamically distribute the torque of the left rear motor and the torque of the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheel, stabilize the body state, and make full use of the tire force, improve the dynamic performance and limit capacity of the vehicle, break through the control limit of vehicles of the same level, and provide users with a better driving experience.

[0009] In some embodiments, the information acquisition module includes: at least one of a wheel speed sensor, an acceleration sensor, a steering wheel angle sensor, an accelerator pedal opening sensor, and a brake pedal opening sensor.

[0010] In some embodiments, the vehicle dynamic observation module includes at least one of the following: a wheel speed estimation unit, used to obtain the wheel speed signal detected by the wheel speed sensor, correct the wheel speed signal, and output the wheel speed of the vehicle; a vehicle speed estimation unit, used to obtain the wheel speed, the acceleration signal detected by the acceleration sensor and the road slope output by the road slope estimation unit, and estimate the vehicle speed of the vehicle according to the wheel speed, the acceleration signal and the road slope; the road slope estimation unit, used to obtain the vehicle speed, the wheel speed and the acceleration signal, and estimate the road slope according to the vehicle speed, the wheel speed and the acceleration signal; a center of mass sideslip angle estimation unit, used to obtain the vehicle speed and the acceleration signal, and estimate the center of mass sideslip angle of the vehicle according to the vehicle speed and the acceleration signal; a road adhesion coefficient estimation unit, used to obtain the center of mass sideslip angle, the vehicle speed and the acceleration signal, and estimates the road adhesion coefficient of the current road surface according to the sideslip angle of the center of mass, the vehicle speed and the acceleration signal; a slip rate estimation unit, used to obtain the vehicle speed and the wheel speed, and estimate the slip rate of the vehicle and each of its wheels according to the vehicle speed and the wheel speed; a body mass estimation unit, used to obtain the vehicle speed, the acceleration signal and the road slope, and estimate the body mass of the vehicle according to the vehicle speed, the acceleration signal and the road slope; a wheel load estimation unit, used to obtain the vehicle speed, the acceleration signal and the road slope, and estimate the wheel load of the vehicle according to the vehicle speed, the acceleration signal and the road slope; a tire radius estimation unit, used to obtain the vehicle speed, the acceleration signal and the road slope, and estimate the tire radius of the vehicle according to the vehicle speed, the acceleration signal and the road slope.

[0011] In some embodiments, the driving state includes: an acceleration driving state, a turning driving state, an economy mode driving state, and an energy recovery driving state.

[0012] In some embodiments, the longitudinal torque distribution module includes: a first torque distribution unit, which is used to distribute the longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the acceleration driving state; a second torque distribution unit, which is used to distribute the longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the turning driving state; a third torque distribution unit, which is used to distribute the longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the economy mode driving state; and a fourth torque distribution unit, which is used to distribute the longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the energy recovery driving state.

[0013] In some embodiments, the torque vector distribution device further includes: a slip ratio control module, which is connected to the vehicle dynamic observation module and is used to control the slip ratio of the vehicle according to the dynamic information.

[0014] In some embodiments, the slip rate control module includes: the slip rate control module includes: a left front wheel slip rate control unit, used to control the slip rate of the left front wheel of the vehicle; a right front wheel slip rate control unit, used to control the slip rate of the right front wheel of the vehicle; a left rear wheel slip rate control unit, used to control the slip rate of the left rear wheel of the vehicle; and a right rear wheel slip rate control unit, used to control the slip rate of the right rear wheel of the vehicle.

[0015] In some embodiments, the torque vector distribution device also includes: a torque coordination module, which is connected to the slip rate control module and the longitudinal torque distribution module, respectively, and is used to dynamically coordinate the front axle torque and rear axle torque of the vehicle output by the longitudinal torque distribution module according to the output result of the slip rate control module, and output the coordinated front axle torque to the motor corresponding to the front axle, and output the coordinated rear axle torque to the motor corresponding to the rear axle.

[0016] In some embodiments, the lateral torque distribution module includes: a target yaw rate calculation unit, connected to the vehicle dynamic observation module, for calculating the target yaw rate of the vehicle according to the dynamic information; a yaw moment calculation unit, connected to the target yaw rate calculation unit, for calculating the yaw moment currently required by the vehicle according to the target yaw rate through a vehicle motion model, and calculating the yaw moment according to the yaw moment, the vehicle speed, the road slope, the road adhesion coefficient, the steering wheel torque of the vehicle and one of the vehicle's in-situ steering function trigger flags. one or more, calculate the yaw moment required for the front axle and the rear axle, and calculate the motor torque difference that needs to be provided by the front axle and the rear axle of the vehicle respectively according to the yaw moment required by the front axle and the rear axle; a lateral torque distribution unit is connected to the longitudinal torque distribution module and the yaw moment calculation unit, and is used to output the torque of the left front motor and the torque of the right front motor of the vehicle according to the motor torque difference that needs to be provided by the front axle and the front axle torque; and output the torque of the left rear motor and the torque of the right rear motor of the vehicle according to the motor torque difference that needs to be provided by the rear axle and the rear axle torque.

[0017] In some embodiments, the lateral torque distribution module also includes: a torque correction unit, connected to the lateral torque distribution unit and the slip rate control module, for respectively correcting the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor according to the output result of the slip rate control module, and outputting the corrected torque of the left front motor to the left front motor of the vehicle, outputting the corrected torque of the right front motor to the right front motor of the vehicle, outputting the corrected torque of the left rear motor to the left rear motor of the vehicle, and outputting the corrected torque of the right rear motor to the right rear motor of the vehicle.

[0018] In order to achieve the above-mentioned object, an embodiment of a second aspect of the present invention provides a vehicle, wherein the vehicle comprises: a torque vector distribution device as described in the above-mentioned embodiment.

[0019] According to the vehicle of the embodiment of the present invention, the vehicle dynamic observation module is connected to the information collection module, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information collection module. The driving state judgment module is connected to the vehicle dynamic observation module, and the driving state of the vehicle is judged according to the input dynamic information. The longitudinal torque distribution module is connected to the vehicle dynamic observation module and the driving state judgment module respectively, and the longitudinal torque of the vehicle is distributed according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states. The lateral torque distribution module is connected to the vehicle dynamic observation module and the longitudinal torque distribution module respectively, and the lateral torque of the vehicle is distributed according to the input dynamic information and the rear axle torque, so as to dynamically distribute the torque of the left rear motor and the torque of the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheel, stabilize the body state, and make full use of the tire force, improve the dynamic performance and limit capability of the vehicle, break through the control limit of vehicles of the same level, and provide users with a better driving experience.

[0020] In some embodiments, the vehicle is a four-motor drive vehicle.

[0021] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] Figure 1 is a schematic structural diagram of a torque vector distribution device according to an embodiment of the present invention;

[0024] Figure 2 is a schematic structural diagram of a torque vector distribution device according to an embodiment of the present invention;

[0025] Figure 3 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0026] Reference numerals: torque vectoring device 10;

[0027] Information collection module 1; vehicle dynamic observation module 2; driving state judgment module 3; longitudinal torque distribution module 4; slip rate control module 5; torque coordination module 6, lateral torque distribution module 7;

[0028] A first torque distribution unit 41; a second torque distribution unit 42; a third torque distribution unit 43; a fourth torque distribution unit 44;

[0029] Left front wheel slip rate control unit 51; right front wheel slip rate control unit 52; left rear wheel slip rate control unit 53; right rear wheel slip rate control unit 54;

[0030] Target yaw rate calculation unit 71; yaw moment calculation unit 72; lateral torque distribution unit 73; torque correction unit 74;

[0031] Vehicle 11. DETAILED DESCRIPTION

[0032] Embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention are described in detail below.

[0033] Combine the following Figure 1 and Figure 2 The torque vector distribution device 10 according to the embodiment of the present invention is described by way of example.

[0034] like Figure 1 As shown, the torque vector distribution device 10 of the embodiment of the present invention includes: an information collection module 1, a vehicle dynamic observation module 2, a driving state judgment module 3, a longitudinal torque distribution module 4 and a lateral torque distribution module 7.

[0035] The information acquisition module 1 is used to collect the driving information of the vehicle; the vehicle dynamic observation module 2 is connected to the information acquisition module 1, and is used to estimate the dynamic information of the vehicle based on the driving information; the driving state judgment module 3 is connected to the vehicle dynamic observation module 2, and is used to judge the driving state of the vehicle based on the dynamic information; the longitudinal torque distribution module 4 is respectively connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and is used to distribute the longitudinal torque of the vehicle according to the dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle; the lateral torque distribution module 7 is connected to the vehicle dynamic observation module 2 and the longitudinal torque distribution module 4, and is used to distribute the lateral torque of the vehicle according to the dynamic information and the front axle torque and the rear axle torque output by the longitudinal torque distribution module 4, so as to dynamically distribute the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor of the vehicle.

[0036] In the embodiment, when the vehicle is driving, the information acquisition module 1 collects the driving information of the vehicle through the body sensor, and pre-processes the driving information of the vehicle to make it meet the requirements of torque vector distribution, and outputs the processed driving information of the vehicle to the vehicle dynamic observation module 2; after receiving the driving information of the vehicle, the vehicle dynamic observation module 2 processes the driving information of the vehicle to estimate the dynamic information of the vehicle based on the driving information of the vehicle, so as to determine the current dynamics of the vehicle, and outputs the dynamic information of the vehicle to the driving state judgment module 3, the longitudinal torque distribution module 4 and the lateral torque distribution module 7; after receiving the dynamic information of the vehicle, the driving state judgment module 3 judges the driving state of the vehicle based on the dynamic information of the vehicle, wherein the driving state includes acceleration driving state, turning driving state, economic mode driving state and energy recovery driving state, and outputs the driving state of the vehicle to the longitudinal torque distribution module 4; the longitudinal torque distribution module 4 receives the dynamic information and vehicle dynamic information of the vehicle. After the lateral torque distribution module 7 receives the dynamic information, the front axle torque and the rear axle torque of the vehicle, it distributes the longitudinal torque of the vehicle according to the dynamic information under different driving states, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and outputs the front axle torque and the rear axle torque to the lateral torque distribution module 7; after receiving the dynamic information, the front axle torque and the rear axle torque of the vehicle, the lateral torque distribution module 7 distributes the lateral torque of the vehicle according to different dynamic information, different front axle torques and different rear axle torques, so as to dynamically distribute the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor of the vehicle, and controls the front and rear axle torques of the vehicle in real time, improves the dynamic performance and the limit capacity of the vehicle, thereby improving the driving stability of the vehicle, stabilizes the vehicle body state by adjusting the torque of the left and right motors of the front axle and the left and right motors of the rear axle of the vehicle in real time, makes full use of the tire force, improves the dynamic performance and the limit capacity of the vehicle, breaks through the control limit of vehicles of the same level, and provides users with a better driving experience.

[0037] According to the torque vector distribution device 10 of the embodiment of the present invention, the vehicle dynamic observation module 2 is connected to the information acquisition module 1, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information acquisition module 1; the driving state judgment module 3 is connected to the vehicle dynamic observation module 2, and the driving state of the vehicle is judged according to the input dynamic information; the longitudinal torque distribution module 4 is respectively connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution module 4 distributes the longitudinal torque of the vehicle according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states, and the lateral torque distribution module 4 distributes the longitudinal torque of the vehicle according to the input dynamic information and the driving state of the vehicle. The torque distribution module 7 is connected to the vehicle dynamic observation module 2 and the longitudinal torque distribution module 4 respectively, and performs lateral torque distribution on the vehicle according to the input dynamic information, front axle torque and rear axle torque, so as to dynamically distribute the torque of the left front motor, the right front motor, the left rear motor and the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheels, stabilize the body state, and make full use of the tire force, thereby improving the dynamic performance and limit capability of the vehicle, breaking through the handling limits of vehicles of the same level, and providing users with a better driving experience.

[0038] In some embodiments, the information collection module 1 includes: at least one of a wheel speed sensor, an acceleration sensor, a steering wheel angle sensor, an accelerator pedal opening sensor, and a brake pedal opening sensor.

[0039] In an embodiment, when the vehicle is driving, the information collection module 1 collects the vehicle's driving information through body sensors, such as obtaining wheel speed signals through wheel speed sensors, obtaining vehicle acceleration signals through acceleration sensors, obtaining vehicle steering wheel angle signals through steering wheel angle sensors, obtaining vehicle accelerator pedal opening signals through accelerator pedal opening sensors, and obtaining vehicle brake pedal opening signals through brake pedal opening sensors. At least one of the above vehicle driving information is obtained to determine the driver's input operation.

[0040] In some embodiments, the vehicle dynamic observation module 2 includes at least one of the following: a wheel speed estimation unit, which is used to obtain the wheel speed signal detected by the wheel speed sensor, correct the wheel speed signal, and output the wheel speed of the vehicle; a vehicle speed estimation unit, which is used to obtain the wheel speed, the acceleration signal detected by the acceleration sensor and the road slope output by the road slope estimation unit, and estimate the vehicle speed according to the wheel speed, the acceleration signal and the road slope; a road slope estimation unit, which is used to obtain the vehicle speed, the wheel speed and the acceleration signal, and estimate the road slope according to the vehicle speed, the wheel speed and the acceleration signal; a center of mass sideslip angle estimation unit, which is used to obtain the vehicle speed and the acceleration signal, and estimate the center of mass sideslip angle of the vehicle according to the vehicle speed and the acceleration signal; a road adhesion coefficient estimation unit, which is used to obtain the center of mass The side slip angle, vehicle speed and acceleration signal are used to estimate the road adhesion coefficient of the current road surface according to the side slip angle of the center of mass, vehicle speed and acceleration signal; the slip rate estimation unit is used to obtain the vehicle speed and wheel speed, and estimate the slip rate of the vehicle and each wheel according to the vehicle speed and wheel speed; the body mass estimation unit is used to obtain the vehicle speed, acceleration signal and road slope, and estimate the body mass of the vehicle according to the vehicle speed, acceleration signal and road slope; the wheel load estimation unit is used to obtain the vehicle speed, acceleration signal and road slope, and estimate the wheel load of the vehicle according to the vehicle speed, acceleration signal and road slope; the tire radius estimation unit is used to obtain the vehicle speed, acceleration signal and road slope, and estimate the tire radius of the vehicle according to the vehicle speed, acceleration signal and road slope.

[0041] In the embodiment, after the vehicle dynamic observation module 2 receives the driving information of the vehicle, it processes the driving information of the vehicle. After the wheel speed estimation unit obtains the wheel speed signal detected by the wheel speed sensor, it corrects the wheel speed signal to output the wheel speed of the vehicle; after the vehicle speed estimation unit obtains the wheel speed, the acceleration signal detected by the acceleration sensor and the road surface slope output by the road surface slope estimation unit, it estimates the vehicle speed according to the wheel speed, the acceleration signal and the road surface slope; after the road surface slope estimation unit obtains the vehicle speed, the wheel speed and the acceleration signal, it estimates the road surface slope according to the vehicle speed, the wheel speed and the acceleration signal; after the center of mass sideslip angle estimation unit obtains the vehicle speed and the acceleration signal, it estimates the center of mass sideslip angle of the vehicle according to the vehicle speed and the acceleration signal; after the road surface adhesion coefficient estimation unit obtains the center of mass sideslip angle, the vehicle speed and the acceleration signal, it estimates the center of mass sideslip angle of the vehicle according to the center of mass side slip angle The road adhesion coefficient of the current road surface is estimated by the deflection angle, vehicle speed and acceleration signal; after the slip rate estimation unit obtains the vehicle speed and wheel speed, the slip rate of the vehicle and its wheels is estimated according to the vehicle speed and wheel speed; after the body mass estimation unit obtains the vehicle speed, acceleration signal and road slope, the body mass of the vehicle is estimated according to the vehicle speed, acceleration signal and road slope; after the wheel load estimation unit obtains the vehicle speed, acceleration signal and road slope, the wheel load of the vehicle is estimated according to the vehicle speed, acceleration signal and road slope; after the tire radius estimation unit obtains the vehicle speed, acceleration signal and road slope, the tire radius of the vehicle is estimated according to the vehicle speed, acceleration signal and road slope. By setting the above sub-units, the current dynamic information of the vehicle and the road surface information on which the vehicle is located can be estimated, so as to judge the driving state of the vehicle.

[0042] In some embodiments, the driving state includes: an acceleration driving state, a turning driving state, an economy mode driving state, and an energy recovery driving state.

[0043] In the embodiment, after the driving state judgment module 3 receives the dynamic information of the vehicle, it judges the driving state of the vehicle according to the dynamic information of the vehicle, wherein the driving state includes acceleration driving state, turning driving state, economic mode driving state and energy recovery driving state. By determining the driving state of the vehicle, the vehicle can perform corresponding longitudinal torque distribution under different driving states, so that the vehicle can achieve the best driving effect under the current driving state.

[0044] In some embodiments, Figure 2 As shown, the longitudinal torque distribution module 4 includes: a first torque distribution unit 41 , a second torque distribution unit 42 , a third torque distribution unit 43 and a fourth torque distribution unit 44 .

[0045] The first torque distribution unit 41 is used to distribute the longitudinal torque of the vehicle according to dynamic information when the vehicle is in an accelerating state; the second torque distribution unit 42 is used to distribute the longitudinal torque of the vehicle according to dynamic information when the vehicle is in a turning state; the third torque distribution unit 43 is used to distribute the longitudinal torque of the vehicle according to dynamic information when the vehicle is in an economic mode driving state; the fourth torque distribution unit 44 is used to distribute the longitudinal torque of the vehicle according to dynamic information when the vehicle is in an energy recovery driving state.

[0046] In the embodiment, after the longitudinal torque distribution module 4 receives the dynamic information of the vehicle and the driving state of the vehicle, it distributes the longitudinal torque of the vehicle according to the dynamic information under different driving states of the vehicle. When the vehicle is in an accelerating driving state, the first torque distribution unit 41 distributes the longitudinal torque of the vehicle according to the dynamic information, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and control the front and rear axle torques of the vehicle in real time; when the vehicle is in a turning driving state, the second torque distribution unit 42 distributes the longitudinal torque of the vehicle according to the dynamic information, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and control the front and rear axle torques of the vehicle in real time; when the vehicle is in an economic mode driving state, the third torque distribution unit 43 distributes the longitudinal torque of the vehicle according to the dynamic information, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and control the front and rear axle torques of the vehicle in real time; when the vehicle is in an energy recovery driving state, the fourth torque distribution unit 44 distributes the longitudinal torque of the vehicle according to the dynamic information, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle, and stabilize the vehicle body state by controlling the front and rear axle torques of the vehicle in real time, thereby improving the dynamic performance and limit capability of the vehicle.

[0047] In a specific embodiment, the first torque distribution unit 41 is used to distribute the longitudinal torque of the vehicle according to dynamic information when the vehicle is in an accelerated driving state, specifically including: obtaining the front axle load and rear axle load of the vehicle; determining the front axle load ratio of the vehicle according to the front axle load and the rear axle load; and distributing torque to the front axle and rear axle of the vehicle according to the front axle load ratio. That is, a corresponding proportion of torque can be distributed to the front axle of the vehicle according to the front axle load ratio. The rear axle load ratio can be calculated according to the front axle load ratio, and then the corresponding proportion of torque can be distributed to the rear axle of the vehicle according to the rear axle load ratio.

[0048] Even if there is a load transfer between the front and rear axles of the vehicle, or the vehicle is affected by the passenger seating position, weight difference or loading position, resulting in changes in the front and rear axle loads, the vehicle can distribute torque according to the real-time front axle load ratio and rear axle load ratio. It can be understood that the greater the load on the front axle and / or rear axle, the greater the driving force required by the front axle and / or rear axle, and the greater the required torque. Therefore, by associating the front and rear axle torque distribution with the front and rear axle loads, the characteristics of the vehicle are better matched, and the adhesion of the road can be fully utilized to make the vehicle more dynamic and accelerating.

[0049] Specifically, when the front axle load ratio of the vehicle increases, the front axle torque can be increased, that is, a larger torque is allocated to the front axle, so that the driving force of the front axle is sufficient to avoid slipping of the wheels of the front axle; when the front axle load ratio of the vehicle decreases, the front axle torque can be reduced, that is, a smaller torque is allocated to the front axle, so that the driving force of the front axle is excessive, thereby avoiding idling of the wheels of the front axle; when the rear axle load ratio of the vehicle increases, the rear axle torque can be increased, that is, a larger torque is allocated to the rear axle, so that the driving force of the rear axle is sufficient to avoid slipping of the wheels of the rear axle; when the rear axle load ratio of the vehicle decreases, the rear axle torque can be reduced, that is, a smaller torque is allocated to the rear axle, so that the driving force of the rear axle is excessive, thereby avoiding idling of the wheels of the rear axle. In addition, the front axle torque ratio and the rear axle torque ratio can be coordinated in real time according to the changes in the front axle load ratio and the rear axle load ratio, so that the front and rear axle torques can always be matched with the front and rear axle load ratios, so that the torque distribution is always reasonable and accurate, the vehicle can make full use of the adhesion of the ground, the vehicle has better driving dynamics, and at the same time can ensure the vehicle's driving stability.

[0050] In some specific embodiments of the present invention, distributing torque to the front axle and rear axle of a vehicle according to the front axle load ratio includes: distributing torque to the front axle of the vehicle according to the front axle load ratio; determining the rear axle load ratio of the vehicle according to the front axle load ratio; distributing torque to the rear axle of the vehicle according to the rear axle load ratio. The front axle load ratio refers to the ratio of the front axle load to the sum of the front axle load and the rear axle load, and the rear axle load ratio refers to the ratio of the rear axle load to the sum of the front axle load and the rear axle load. Since the sum of the front axle load ratio and the rear axle load ratio is 1, the rear axle load ratio is also equal to the difference between 1 and the front axle load ratio. In this way, a corresponding proportion of torque can be allocated to the front axle of the vehicle according to the proportion of the front axle load, and a corresponding proportion of torque can be allocated to the rear axle of the vehicle according to the proportion of the rear axle load. When the front axle load of the vehicle accounts for a large proportion, a larger torque can be allocated to the front axle, and when the rear axle load of the vehicle accounts for a large proportion, a larger torque can be allocated to the rear axle, thereby maintaining the front and rear axle torques and the front and rear axle load proportions, making the torque distribution more reasonable and accurate, which is conducive to improving the driving power and stability of the vehicle and reducing the probability of wheel slip or idling. Among them, the total torque of the vehicle can remain unchanged to ensure the driving power of the vehicle.

[0051] In some specific embodiments of the present invention, after determining the front axle load ratio of the vehicle, the method further includes: correcting the front axle load ratio to obtain a corrected front axle load ratio; and distributing torque to the front axle and rear axle of the vehicle according to the corrected front axle load ratio. In this way, after correcting the front axle load, the torque ratio of the front axle required by the vehicle in the current state can be obtained, thereby facilitating the distribution of torque to the front and rear axles according to the torque distribution ratio corresponding to the corrected load ratio, which is conducive to improving the robustness of the longitudinal torque distribution method of the present invention.

[0052] Further, the front axle load ratio is corrected, including: calling the pre-stored weight coefficient and empirical ratio value; correcting the front axle load ratio according to the weight coefficient and the empirical ratio value to obtain a corrected front axle load ratio, and the corrected front axle load ratio is more accurate than the uncorrected front axle load ratio, thereby facilitating the improvement of the accuracy of torque distribution. Among them, the weight coefficient and the empirical ratio value are pre-calibrated values, which can be obtained according to multiple experimental data and empirical rules summarized from experiments, and the weight coefficient and the empirical ratio value can be stored in the memory of the vehicle. The front axle load ratio, the weight coefficient and the empirical ratio value can be corrected by a weighted algorithm to obtain the torque ratio of the front axle required by the vehicle in the current state, thereby facilitating the distribution of the torque of the front and rear axles according to the torque distribution ratio corresponding to the corrected load ratio, further improving the accuracy and rationality of the distribution of the torque of the front and rear axles, and facilitating the improvement of the robustness of the longitudinal torque distribution method of the present invention.

[0053] Furthermore, the front axle load ratio is corrected according to the weight coefficient and the empirical ratio value, including: K f =C·K+(1-C)·K o ; Among them, K f To correct the front axle load ratio, C is the weight coefficient, K o is the empirical ratio value, and K is the front axle load ratio. Among them, the weight coefficient C and the empirical ratio value K o are pre-calibrated values, weight coefficient C, empirical ratio value K o and K f =C·K+(1-C)·K o The formulas can be stored in the vehicle's memory. After calculating the front axle load proportion K, the K f =C·K+(1-C)·K o Quickly calculate the corrected front axle load ratio K f In this way, the vehicle can distribute the torque of the front and rear axles according to the corrected front axle load ratio, so as to keep the front and rear axle torque matching the front and rear axle load ratio, and the torque distribution is more reasonable and accurate, the vehicle's driving dynamics is better, and the ground adhesion is fully utilized, and the driving force is stronger.

[0054] In some specific embodiments of the present invention, distributing torque to the front axle and rear axle of the vehicle according to the corrected front axle load ratio includes: distributing torque to the front axle of the vehicle according to the corrected front axle load ratio; determining the corrected rear axle load ratio of the vehicle according to the corrected front axle load ratio; distributing torque to the rear axle of the vehicle according to the corrected rear axle load ratio. In other words, the corrected front axle load ratio obtained after correction can be used as the front axle torque ratio of the vehicle, and the corrected rear axle load ratio determined by the corrected front axle load ratio can be used as the rear axle torque ratio of the vehicle, so that the controller can directly distribute torque to the front axle and rear axle of the vehicle according to the corrected front axle load ratio and the corrected rear axle load ratio.

[0055] In some specific embodiments of the present invention, obtaining the front axle load and rear axle load of the vehicle includes: obtaining the dynamic load of each wheel of the vehicle; obtaining the front axle load according to the sum of the dynamic loads of the front wheels, and obtaining the rear axle load according to the sum of the dynamic loads of the rear wheels. In this way, the front axle load of the vehicle can be obtained by the sum of the dynamic loads of each wheel of the front axle, and the rear axle load of the vehicle can be obtained by the sum of the dynamic loads of each wheel of the rear axle, and then the front axle load ratio and the rear axle load ratio can be calculated according to the front axle load and the rear axle load, and the front axle and rear axle of the vehicle are respectively distributed according to the front axle load ratio and the rear axle load ratio, so as to reasonably distribute the front and rear axle torques, and the torque distribution matches the load ratio, when the dynamic load of the front axle and the dynamic load of the rear axle change, the front axle load ratio and the rear axle load ratio will also change in real time, and the torque distribution will also be adapted and adjusted accordingly, so as to ensure that the torque is always reasonably distributed with high accuracy. That is, by obtaining the dynamic load of each wheel, the real-time load of each wheel of the vehicle can be obtained. The load ratio of the front and rear axles can be calculated more accurately based on the real-time load of each wheel, which further improves the matching degree of the front and rear axle torque distribution and the front and rear axle load ratio, and the front and rear axle torque coordination is more reasonable and accurate.

[0056] In addition, it should be noted that when the number of motors of a vehicle is greater than two, that is, when a motor alone drives one wheel, torque can be distributed to the wheel based on the load ratio of the wheel.

[0057] In some specific embodiments of the present invention, the front axle load ratio of the vehicle is determined according to the front axle load and the rear axle load, including: calculating the sum of the front axle load and the rear axle load, and obtaining the front axle load ratio according to the ratio of the front axle load to the sum of the front axle load and the rear axle load. In this way, the total load of the vehicle can be obtained according to the sum of the dynamic loads of the wheels of the front axle and the dynamic loads of the wheels of the rear axle, and the front axle load ratio can be calculated according to the ratio of the dynamic load of the wheels of the front axle to the total load, and the rear axle load ratio can be calculated according to the ratio of the dynamic load of the wheels of the rear axle to the total load, or the rear axle load ratio can be calculated according to the relationship that the sum of the front axle load ratio and the rear axle load ratio is 1, and then the torque of the front axle and rear axle of the vehicle can be distributed respectively according to the front axle load ratio and the rear axle load ratio, so as to reasonably distribute the front and rear axle torques.

[0058] In a specific embodiment, the second torque distribution unit 42 is used to obtain a first front and rear axle torque distribution coefficient of the vehicle based on yaw deviation, a second front and rear axle torque distribution coefficient based on understeer, and a third front and rear axle torque distribution coefficient based on adhesion utilization; determine a target front and rear axle torque distribution coefficient according to the first front and rear axle torque distribution coefficient, the second front and rear axle torque distribution coefficient, and the third front and rear axle torque distribution coefficient; and distribute torque to the front and rear axles of the vehicle according to the target front and rear axle torque distribution coefficient.

[0059] Specifically, the first front-to-rear axle torque distribution coefficient based on yaw deviation can be determined according to the vehicle speed, actual yaw angular velocity and target yaw angular velocity, the second front-to-rear axle torque distribution coefficient based on understeering can be determined according to the vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration, and the third front-to-rear axle torque distribution coefficient based on adhesion utilization can be determined according to the target lateral acceleration and the calibrated limit lateral acceleration of the vehicle. The target front-to-rear axle torque distribution coefficient can be determined according to the sum of the first front-to-rear axle torque distribution coefficient, the second front-to-rear axle torque distribution coefficient and the third front-to-rear axle torque distribution coefficient, so as to facilitate the subsequent accurate and reasonable torque distribution of the front and rear axles according to the target front-to-rear axle torque distribution coefficient. When any one or more of the first front-to-rear axle torque distribution coefficient, the second front-to-rear axle torque distribution coefficient and the third front-to-rear axle torque distribution coefficient change, the target front-to-rear axle torque distribution coefficient will also change accordingly, so that the torque distribution of the vehicle can match the driving characteristics of the vehicle at this time, which is conducive to improving the rationality and accuracy of the torque distribution of the front and rear axles of the vehicle, and the driving dynamics and stability of the vehicle are better.

[0060] In this way, during the driving process of the vehicle, for example, when the vehicle is turning, the vehicle can adjust the torque distribution of the front and rear axles of the vehicle according to the yaw deviation, understeer and adhesion utilization, so that the torque distribution of the front and rear axles can adapt to the difference between the actual yaw angular velocity and the target yaw angular velocity, and at the same time, the understeer of the vehicle can be optimized to make the steering performance of the vehicle better, and the front and rear torque distribution ratio can be adjusted to avoid the vehicle from skidding. Therefore, the present invention can determine the torque distribution ratio of the front and rear axles based on the yaw characteristics, understeer degree and adhesion utilization of the vehicle, so that the yaw characteristics of the vehicle during driving can be optimized by adjusting the torque distribution ratio of the front and rear axles in real time, which is beneficial to improving the stability and power of the vehicle.

[0061] In some specific embodiments of the present invention, obtaining the first front-to-rear axle torque distribution coefficient of the vehicle based on the yaw deviation includes: obtaining the vehicle speed, the actual yaw rate and the target yaw rate of the vehicle; determining the first front-to-rear axle torque distribution coefficient according to the vehicle speed, the actual yaw rate and the target yaw rate. That is, obtaining the current vehicle speed, the current actual yaw rate and the current target yaw rate, and determining the first front-to-rear axle torque distribution coefficient according to the real-time vehicle speed, the actual yaw rate and the target yaw rate. In this way, the first front-to-rear axle torque distribution coefficient of the vehicle can be adjusted in real time according to the vehicle speed, the actual yaw rate and the target yaw rate, and the determination of the first front-to-rear axle torque distribution coefficient is more accurate, and the target front-to-rear axle torque is also more accurate, which is conducive to improving the rationality and accuracy of torque distribution and improving the power performance and stability of the vehicle.

[0062] In some specific embodiments of the present invention, the first front-rear axle torque distribution coefficient is determined according to the vehicle speed, the actual yaw rate and the target yaw rate, including: calculating the first difference between the actual yaw rate and the target yaw rate, and determining the first front-rear axle torque distribution coefficient according to the first difference and the vehicle speed. For example, the first difference between the yaw rate and the target yaw rate, the corresponding relationship between the vehicle speed and the first front-rear axle torque distribution coefficient can be pre-calibrated, and can be obtained through multiple experimental measurements and summaries. Specifically, each first difference between the yaw rate and the target yaw rate and the vehicle speed corresponds to a first front-rear axle torque distribution coefficient, and the corresponding relationship between the first difference between the yaw rate and the target yaw rate, the vehicle speed and the first front-rear axle torque distribution coefficient can be counted as a first calibration table and stored in the vehicle's memory. When the vehicle is driving, the first difference between the actual yaw rate and the target yaw rate is calculated according to the actual yaw rate and the target yaw rate. After the first difference is obtained, the first difference and the vehicle speed can be directly compared with the data in the first calibration table, and then the first front and rear axle torque distribution coefficient corresponding to the current first difference and the vehicle speed can be quickly determined, so as to quickly obtain the current first front and rear axle torque distribution coefficient, and determine the target front and rear axle torque distribution coefficient in combination with the second front and rear axle torque distribution coefficient and the third front and rear axle torque distribution coefficient, and then distribute the torque to the front and rear axles of the vehicle by the target front and rear axle torque distribution coefficient, so that the detection of the target front and rear axle torque distribution coefficient is more accurate, and then the accuracy and rationality of the front and rear axle torque distribution of the vehicle can be improved. In addition, the first front and rear axle torque distribution coefficient is determined based on the yaw angular velocity, that is, the target front and rear axle torque distribution coefficient is determined based on the yaw angular velocity, so that when distributing the front and rear axle torque of the vehicle, the yaw angular velocity factor will be combined, and then the front and rear axle torque can be distributed in combination with the yaw characteristics of the vehicle, so that the vehicle can be more stable.

[0063] In some specific embodiments of the present invention, obtaining the second front-to-rear axle torque distribution coefficient of the vehicle based on understeering includes: obtaining the vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration of the vehicle; and determining the second front-to-rear axle torque distribution coefficient according to the vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration. That is, obtaining the current vehicle speed, current front axle slip angle, current rear axle slip angle and current lateral acceleration, and determining the second front-to-rear axle torque distribution coefficient according to the real-time vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration. In this way, the second front-to-rear axle torque distribution coefficient of the vehicle can be adjusted in real time according to the vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration, and the determination of the second front-to-rear axle torque distribution coefficient is more accurate, and the target front-to-rear axle torque is also more accurate, which further improves the rationality and accuracy of torque distribution and makes the vehicle's power performance and stability better.

[0064] In some specific embodiments of the present invention, the second front-to-rear axle torque distribution coefficient is determined according to the vehicle speed, front axle slip angle, rear axle slip angle and actual lateral acceleration of the vehicle, including: calculating the second difference between the front axle slip angle and the rear axle slip angle, and determining the second front-to-rear axle torque distribution coefficient according to the vehicle speed, the second difference and the actual lateral acceleration. For example, the correspondence between the second difference between the front axle slip angle and the rear axle slip angle, the vehicle speed and the actual lateral acceleration and the second front-to-rear axle torque distribution coefficient can be pre-calibrated and can be obtained through multiple experimental measurement summaries. Specifically, each second difference between the front axle slip angle and the rear axle slip angle, the vehicle speed and the actual lateral acceleration corresponds to a second front-to-rear axle torque distribution coefficient, and the correspondence between the second difference between the front axle slip angle and the rear axle slip angle, the vehicle speed and the actual lateral acceleration and the second front-to-rear axle torque distribution coefficient can be statistically calculated as a second calibration table and stored in the vehicle's memory. When the vehicle is traveling, after the second difference is calculated according to the front axle slip angle and the rear axle slip angle, the second difference is calculated according to the front axle slip angle and the rear axle slip angle. , the second difference between the front axle slip angle and the rear axle slip angle, the vehicle speed and the actual lateral acceleration can be directly compared with the data in the second calibration table, and then the second front and rear axle torque distribution coefficient corresponding to the current second difference, the vehicle speed and the actual lateral acceleration can be quickly determined, so as to quickly obtain the current second front and rear axle torque distribution coefficient, and determine the target front and rear axle torque distribution coefficient in combination with the first front and rear axle torque distribution coefficient and the third front and rear axle torque distribution coefficient, and then distribute torque to the front and rear axles of the vehicle through the target front and rear axle torque distribution coefficient, so that the detection of the target front and rear axle torque distribution coefficient is more accurate, thereby improving the accuracy and rationality of the front and rear axle torque distribution of the vehicle. Furthermore, a second front-rear axle torque distribution coefficient is determined based on the front axle slip angle, the rear axle slip angle and the actual lateral acceleration, that is, the target front-rear axle torque distribution coefficient is determined based on the difference between the front axle slip angle and the rear axle slip angle. In this way, the difference between the front axle slip angle and the rear axle slip angle is taken into consideration when distributing the front and rear axle torques of the vehicle. Furthermore, the front and rear axle torques can be distributed in combination with the steering characteristics of the vehicle, thereby improving the steering performance of the vehicle.

[0065] In some specific embodiments of the present invention, obtaining the third front-to-rear axle torque distribution coefficient of the vehicle based on the adhesion utilization rate includes: obtaining the target lateral acceleration and the limit lateral acceleration of the vehicle; determining the third front-to-rear axle torque distribution coefficient according to the target lateral acceleration and the limit lateral acceleration of the vehicle. Wherein, the limit lateral acceleration can be a pre-calibrated value, and the limit lateral acceleration can be determined according to the adhesion utilization rate of the road surface. Different road adhesion utilization rates can determine different limit lateral accelerations, and the calibration value of the limit lateral acceleration is stored in the memory of the vehicle. For example, the correspondence between the target lateral acceleration, the limit lateral acceleration and the third front-to-rear axle torque distribution coefficient can be pre-calibrated, and can be obtained through multiple experimental measurement summaries. Specifically, each target lateral acceleration and the limit lateral acceleration corresponds to a third front-to-rear axle torque distribution coefficient, and the correspondence between the target lateral acceleration, the limit lateral acceleration and the third front-to-rear axle torque distribution coefficient can be statistically calculated as a third calibration table and stored in the memory of the vehicle. When the vehicle is driving, after obtaining the target lateral acceleration and the limit lateral acceleration, the target lateral acceleration and the limit lateral acceleration can be directly calculated. The limit lateral acceleration is compared with the data in the third calibration table, and the third front and rear axle torque distribution coefficient corresponding to the current target lateral acceleration and the limit lateral acceleration can be quickly determined, so as to quickly obtain the current third front and rear axle torque distribution coefficient, and determine the target front and rear axle torque distribution coefficient in combination with the first front and rear axle torque distribution coefficient and the second front and rear axle torque distribution coefficient, and then distribute the torque to the front and rear axles of the vehicle by the target front and rear axle torque distribution coefficient, so that the detection of the target front and rear axle torque distribution coefficient is more accurate, and the accuracy and rationality of the front and rear axle torque distribution of the vehicle can be improved. In addition, the third front and rear axle torque distribution coefficient is determined based on the target lateral acceleration and the limit lateral acceleration, that is, the target front and rear axle torque distribution coefficient is determined based on the target lateral acceleration and the limit lateral acceleration, so that when distributing the front and rear axle torque of the vehicle, the factors of the target lateral acceleration and the limit lateral acceleration are combined, and the front and rear axle torque can be distributed in combination with the adhesion utilization rate when the vehicle is driving, so that the vehicle turns more stably and avoids the vehicle tail swing caused by large lateral acceleration.

[0066] In some specific embodiments of the present invention, obtaining the target lateral acceleration of the vehicle includes: obtaining the vehicle speed and target yaw rate of the vehicle, and calculating the target lateral acceleration according to the vehicle speed and the target yaw rate. Specifically, the controller can directly obtain the vehicle speed and target yaw rate of the vehicle, and can calculate the current target lateral acceleration according to the product of the vehicle speed and the target yaw rate. In this way, the target lateral acceleration can be determined according to the real-time vehicle speed and the target yaw rate, and the target lateral acceleration has a higher matching degree with the current state of the vehicle, that is, it can more accurately reflect the current driving state of the vehicle, and then the third front and rear axle torque distribution coefficient can be determined more accurately, further improving the accuracy of the distribution of the front and rear axle torque of the vehicle.

[0067] In some specific embodiments of the present invention, the target front and rear axle torque distribution coefficient is determined according to the first front and rear axle torque distribution coefficient, the second front and rear axle torque distribution coefficient and the third front and rear axle torque distribution coefficient, including: taking the sum of the first front and rear axle torque distribution coefficient, the second front and rear axle torque distribution coefficient and the third front and rear axle torque distribution coefficient as the target front and rear axle torque distribution coefficient. Thus, the target front and rear axle torque distribution coefficient can be determined based on yaw angle deviation, understeering and adhesion utilization, that is, the target front and rear axle torque distribution coefficient can be determined based on vehicle speed, the first difference between the actual yaw rate and the target yaw rate, the second difference between the front axle slip angle and the rear axle slip angle, the actual lateral acceleration, the target lateral acceleration and the limit lateral acceleration, and thus the target front and rear axle torque distribution coefficient can be determined more accurately, so that the vehicle travels more stably, the steering performance is better, and the vehicle is prevented from drifting, and the user driving experience is better.

[0068] In a specific embodiment, the third torque distribution unit 43 is used to: determine whether the vehicle meets the economical driving conditions; if so, determine that the vehicle is in the economic mode driving state, then calculate the front axle target demand torque of the vehicle; and control the operating state of the front axle according to the front axle target demand torque.

[0069] Among them, the economic driving condition is that the vehicle mode meets the driver's driving demand for economic driving, for example, the driver's driving intention is to extend the vehicle's cruising range as much as possible. It is understandable that the economic driving condition will change according to the different driving modes of the vehicle. In the embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving state of the vehicle can be obtained to determine whether the current driving state of the vehicle meets the economic driving condition, that is, whether the driver's driving intention is to extend the cruising range as much as possible. By determining whether the economic driving condition is met according to the current driving state of the vehicle, when the driving state of the vehicle meets the economic driving condition, the corresponding front axle target demand torque can be determined, and then the vehicle is controlled to control the operating state of the front axle of the vehicle according to the front axle target demand torque, such as controlling the front axle to disconnect the torque path or keep the torque path, that is, controlling the front axle of the vehicle not to output torque or output torque. Among them, the front axle target demand torque is the current optimal torque distribution request for the front axle of the vehicle. By determining the front axle target demand torque of the vehicle, it can be ensured that the front axle target demand torque required by the vehicle at different times of driving will not be too small or too large, thereby providing data support for controlling the front axle torque of the vehicle.

[0070] In an embodiment, when the vehicle meets the economical driving conditions, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the vehicle's driving data, such as the required torque of the whole vehicle, the wheel-end speed corresponding to the front axle, and the wheel-end speed corresponding to the rear axle, can be obtained. According to the above parameters and in combination with the economic operation range of the motor, the target required torque of the front axle of the vehicle is calculated. By determining the target required torque of the front axle of the vehicle, the operating state of the front axle of the vehicle is controlled, so that the motor always runs efficiently, thereby improving the economy and efficiency of the vehicle operation.

[0071] In an embodiment, after determining the target torque required for the front axle, the operating state of the front axle of the vehicle is controlled according to the target torque required for the front axle. For example, the magnitude relationship between the target torque required for the front axle and the preset disconnection threshold is determined, and whether to disconnect the torque path of the front axle of the vehicle is determined according to the relationship between the two. When the target torque required for the front axle is less than the preset disconnection threshold, it means that the target torque required for the front axle is small, and the power required for the front axle is small and can be ignored. Then, the torque path of the front axle of the vehicle is directly disconnected, that is, the front axle is disconnected, no torque is output, and only the rear axle outputs torque. At this time, the vehicle is in a two-wheel drive mode (i.e., a rear-wheel drive mode) to reduce useless power output, so that the vehicle can continue to operate in an economical and efficient manner, improve the vehicle's cruising range, and improve the vehicle's economic performance.

[0072] In some embodiments, the operation state of the front axle is controlled according to the front axle target demand torque, including: when the front axle target demand torque is greater than or equal to the preset disconnection threshold value, the front axle is controlled to output a corresponding torque according to the front axle target demand torque. In an embodiment, the magnitude relationship between the front axle target demand torque and the preset disconnection threshold value is judged. When the front axle target demand torque is greater than or equal to the preset disconnection threshold value, it is considered that the front axle target demand torque is large, the power required by the front axle is large and cannot be ignored, and the front axle is controlled to output a corresponding torque according to the front axle target demand torque, and the vehicle is running in four-wheel drive mode.

[0073] In some embodiments, the operation state of the front axle is controlled according to the front axle target demand torque, and further includes: when the front axle target demand torque is less than the preset disconnection threshold value, the front axle is controlled to disconnect the torque path. In the embodiment, the magnitude relationship between the front axle target demand torque and the preset disconnection threshold value is judged. When the front axle target demand torque is less than the preset disconnection threshold value, it means that the front axle target demand torque is small, and the power required by the front axle is small and can be ignored. Then the torque path of the front axle is directly disconnected, that is, the front axle is disconnected, no torque is output, and only the rear axle outputs torque. At this time, the vehicle is in two-wheel drive mode (i.e., rear-wheel drive mode) to reduce useless power output, so that the vehicle can continue to operate in an economical and efficient manner, improve the vehicle's cruising range, and improve the vehicle's economic performance.

[0074] In some embodiments, calculating the target required torque of the front axle of the vehicle includes: obtaining the required torque of the whole vehicle and the front axle torque distribution coefficient corresponding to the front axle; obtaining the target required torque of the front axle according to the required torque of the whole vehicle and the front axle torque distribution coefficient. In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving data of the vehicle can be obtained, such as the required torque of the whole vehicle and the front axle torque distribution coefficient corresponding to the front axle. After obtaining the above parameters, the target required torque of the front axle of the vehicle is calculated according to the above parameters and in combination with the economic operation range of the motor. By determining the target required torque of the front axle of the vehicle, the operating state of the front axle of the vehicle is controlled, so that the motor always operates efficiently, thereby improving the economy and efficiency of the vehicle operation.

[0075] In some embodiments, obtaining the front axle torque distribution coefficient corresponding to the front axle includes: obtaining the wheel end speed corresponding to the front axle; querying a preset wheel end speed-torque distribution coefficient correspondence calibration table according to the wheel end speed corresponding to the front axle to obtain the torque distribution coefficient corresponding to the front axle. In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving data of the vehicle can be obtained, such as the wheel end speed corresponding to the front axle of the vehicle. After obtaining the wheel end speed corresponding to the front axle, querying a preset wheel end speed-torque distribution coefficient correspondence calibration table according to the wheel end speed corresponding to the front axle to obtain the torque distribution coefficient corresponding to the front axle. By determining the torque distribution coefficient corresponding to the front axle, the corresponding front axle target demand torque can be determined, so as to control the operating state of the front axle of the vehicle according to the front axle target demand torque.

[0076] In some embodiments, the torque control method further includes: determining the target torque required for the rear axle of the vehicle according to the target torque required for the front axle; and distributing torque to the rear axle of the vehicle according to the target torque required for the rear axle. In an embodiment, after determining the target torque required for the front axle, the target torque required for the rear axle of the corresponding vehicle is determined according to the target torque required for the front axle, so as to distribute torque to the rear axle of the vehicle according to the target torque required for the rear axle, thereby distributing torque to the rear axle of the vehicle reasonably. Thus, when the front axle is disconnected, the vehicle is in rear-wheel drive mode, and when the front axle is not disconnected, the vehicle is in four-wheel drive mode.

[0077] In some embodiments, determining whether the vehicle meets the economical driving condition includes: when the vehicle is in at least one of a deceleration state, a gliding state, a cruise control driving mode or an energy-saving driving mode, determining that the vehicle meets the economical driving condition. In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving state of the vehicle can be obtained. For example, when the vehicle is in a deceleration state, or the vehicle is in a gliding state, the vehicle is in a cruise control mode, or the vehicle is in an energy-saving driving mode, namely, an ECO (Ecology, Conservation, Optimization) mode, it is considered that the driver's driving intention is to hope for as long a range as possible, then the current driving state of the vehicle meets the economical driving condition, thereby determining the corresponding front axle target demand torque, and then controlling the vehicle to control the operating state of the front axle of the vehicle according to the front axle target demand torque, such as controlling the front axle to disconnect the torque path or maintain the torque path, that is, controlling the front axle of the vehicle not to output torque or output torque.

[0078] In a specific embodiment, the fourth torque distribution unit 44 is used for: step S1, determining that the vehicle is in an energy driving state, such as when energy recovery is required under vehicle braking or coasting conditions, obtaining the vehicle's required torque and the torque distribution coefficient of the vehicle's target drive shaft, and distributing torque to the target drive shaft according to the vehicle's required torque and the torque distribution coefficient.

[0079] In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving state of the vehicle can be obtained to determine whether the current driving state of the vehicle can perform energy recovery. For example, when the vehicle is braking or coasting, it is determined that the vehicle is in an energy recovery driving state. Among them, the vehicle demand torque is the driver's demand torque request for the motor, and the target drive shaft includes: the front axle and / or the rear axle. That is, the target drive shaft is the front axle, or the target drive shaft is the rear axle, or the target drive shaft includes the front axle and the rear axle. Thus, the torque distribution coefficient of the front axle, or the torque distribution coefficient of the rear axle, or the torque distribution coefficient of each of the front axle and the rear axle can be obtained. The torque distribution coefficient is the torque request for the whole vehicle demand torque to be distributed to the target drive shaft. By determining the above parameters, data support can be provided for the reasonable distribution of the torque of the target drive shaft of the vehicle, and the real-time monitoring of the vehicle itself and the adaptive distribution of the target drive shaft torque can be realized, so that when the vehicle recovers energy, it is ensured that the vehicle can use the torque more effectively, thereby improving the efficiency of the vehicle torque distribution. In an embodiment, when the vehicle is in an energy recovery driving state, the driving state of the vehicle under different driving conditions can be monitored in real time, and the driving data of the vehicle can be obtained, such as the required torque of the whole vehicle and the torque distribution coefficient of the target drive shaft of the vehicle. After obtaining the above parameters, the target drive shaft of the vehicle is reasonably distributed with respect to the above parameters, so that the motor always runs in an efficient recovery range, thereby ensuring that the vehicle can use the torque more effectively. In an embodiment, after obtaining the required torque of the whole vehicle and the torque distribution coefficient, the target drive shaft of the vehicle is reasonably distributed with respect to the required torque of the whole vehicle and the torque distribution coefficient, that is, the front axle of the vehicle is distributed with respect to the torque, and / or the rear axle of the vehicle is distributed with respect to the torque, so that the motor always runs in an efficient recovery range, thereby ensuring that the vehicle can use the torque more effectively, and the excess torque is recovered.

[0080] In some embodiments, torque is distributed to the target drive shaft according to the required torque of the whole vehicle and the torque distribution coefficient, including: obtaining the target output torque of the target drive shaft according to the required torque of the whole vehicle and the torque distribution coefficient; and distributing torque to the target drive shaft of the vehicle according to the target output torque. In an embodiment, after obtaining the required torque of the whole vehicle and the torque distribution coefficient, the target output torque of the target drive shaft is jointly determined according to the required torque of the whole vehicle and the torque distribution coefficient, so as to reasonably distribute torque to the target drive shaft of the vehicle according to the target output torque of the target drive shaft, that is, to distribute torque to the front axle of the vehicle, and / or to distribute torque to the rear axle of the vehicle, so that the motor always runs in the high-efficiency recovery range, thereby ensuring that the vehicle can use torque more effectively and recover energy from excess torque.

[0081] In some embodiments, obtaining the torque distribution coefficient of the target drive shaft of the vehicle includes: obtaining the wheel end speed corresponding to the target drive shaft; querying a preset wheel end speed-torque distribution coefficient correspondence calibration table according to the wheel end speed corresponding to the target drive shaft to obtain the torque distribution coefficient corresponding to the target drive shaft. In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving data of the vehicle can be obtained, such as the wheel end speed corresponding to the target drive shaft. After obtaining the wheel end speed corresponding to the target drive shaft, querying a preset wheel end speed-torque distribution coefficient correspondence calibration table according to the wheel end speed corresponding to the target drive shaft to obtain the torque distribution coefficient corresponding to the target drive shaft. By determining the torque distribution coefficient corresponding to the target drive shaft, the target output torque of the corresponding target drive shaft can be determined, so as to achieve the redistribution of the torque of the target drive shaft when the vehicle is decelerated according to the target output torque.

[0082] In some embodiments, after the target drive shaft of the vehicle is torque-distributed according to the target output torque, the method further includes: calculating the torque difference between the vehicle demand torque and the target output torque; and distributing torque to the remaining drive shafts of the vehicle according to the torque difference. In an embodiment, after the target drive shaft of the vehicle is torque-distributed according to the target output torque, the torque difference between the vehicle demand torque and the target output torque is calculated, and the remaining drive shafts of the vehicle are adaptively torque-distributed according to the torque interpolation difference. For example, if the target drive shaft is the front axle of the vehicle, after the front axle of the vehicle is torque-distributed according to the target output torque, the remaining drive shafts of the vehicle, i.e., the rear axle of the vehicle, are torque-distributed according to the torque difference between the vehicle demand torque and the target output torque, thereby realizing automatic redistribution of the vehicle demand torque, so that the vehicle can recover more energy during energy recovery and improve the efficiency of vehicle torque distribution.

[0083] In some embodiments, determining whether the vehicle is in an energy recovery driving state includes: determining whether the vehicle is in a deceleration state; if so, obtaining the accelerator pedal opening information of the vehicle; and determining whether the vehicle is in an energy recovery driving state according to the accelerator pedal opening information. In an embodiment, the driving state of the vehicle under different driving conditions can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving state of the vehicle can be obtained to determine whether the current driving state of the vehicle is capable of executing energy recovery, that is, to determine whether the vehicle is braking or coasting without pressing the accelerator. If the current driving state of the vehicle is an energy recovery state, that is, when the vehicle is braking or coasting without pressing the accelerator, the driver has a deceleration demand, then the accelerator pedal opening information of the vehicle is obtained, and whether the vehicle meets the economic driving conditions according to the accelerator pedal opening information is determined, and whether the economic driving conditions are met by identifying the accelerator pedal opening information of the vehicle, and automatically determining whether the driving state of the vehicle is based on economy as the main criterion.

[0084] In some embodiments, determining whether the vehicle is in an energy recovery driving state according to the accelerator pedal opening information includes: when the accelerator pedal opening change rate is lower than a preset change rate threshold, determining that the vehicle is in an energy recovery driving state. In an embodiment, after obtaining the accelerator pedal opening information of the vehicle, the magnitude relationship between the accelerator pedal opening change rate and the preset change rate threshold is determined. When the accelerator pedal opening change rate is lower than the preset change rate threshold, it is considered that the change amount of the accelerator pedal opening is relatively small, that is, the vehicle is in a steady-state operation state, and it is determined that the vehicle is in an energy recovery driving state; when the accelerator pedal opening change rate is higher than the preset change rate threshold, it is considered that the change amount of the accelerator pedal opening is relatively large, that is, the vehicle's operating state is not stable, and it is determined that the vehicle is not in an energy recovery driving state.

[0085] In some embodiments, Figure 2 As shown, the torque vector distribution device 10 further includes: a slip ratio control module 5, which is connected to the vehicle dynamic observation module 2 and is used to control the slip ratio of the vehicle according to dynamic information.

[0086] In the embodiment, after receiving the dynamic information of the vehicle, the slip rate control module 5 controls the slip rate of the vehicle according to the dynamic information of the vehicle, so as to perform torque reduction control after the vehicle is in excessive slippage, ensuring that the wheels of the vehicle operate in the optimal slip rate range.

[0087] In some embodiments, Figure 2 As shown, the slip ratio control module 5 includes: a left front wheel slip ratio control unit 51 , a right front wheel slip ratio control unit 52 , a left rear wheel slip ratio control unit 53 and a right rear wheel slip ratio control unit 54 .

[0088] The left front wheel slip rate control unit 51 is used to control the slip rate of the left front wheel of the vehicle; the right front wheel slip rate control unit 52 is used to control the slip rate of the right front wheel of the vehicle; the left rear wheel slip rate control unit 53 is used to control the slip rate of the left rear wheel of the vehicle; and the right rear wheel slip rate control unit 54 is used to control the slip rate of the right rear wheel of the vehicle.

[0089] In the embodiment, after the slip rate control module 5 receives the dynamic information of the vehicle, the left front wheel slip rate control unit 51 controls the slip rate of the left front wheel of the vehicle according to the dynamic information of the vehicle; the right front wheel slip rate control unit 52 controls the slip rate of the right front wheel of the vehicle according to the dynamic information of the vehicle; the left rear wheel slip rate control unit 53 controls the slip rate of the left rear wheel of the vehicle according to the dynamic information of the vehicle; the right rear wheel slip rate control unit 54 controls the slip rate of the right rear wheel of the vehicle according to the dynamic information of the vehicle, so as to improve the dynamic performance and limit capability of the vehicle.

[0090] In some embodiments, Figure 2 As shown, the torque vector distribution device 10 also includes: a torque coordination module 6, which is connected to the slip rate control module 5 and the longitudinal torque distribution module 4 respectively, and is used to dynamically coordinate the front axle torque and rear axle torque of the vehicle output by the longitudinal torque distribution module 4 according to the output result of the slip rate control module 5, and output the coordinated front axle torque to the motor corresponding to the front axle, and output the coordinated rear axle torque to the motor corresponding to the rear axle.

[0091] In the embodiment, after receiving the output result of the slip rate control module 5, the torque coordination module 6 dynamically coordinates the front axle torque and the rear axle torque of the vehicle output by the longitudinal torque distribution module 4 according to the output result of the slip rate control module 5, and comprehensively considers ESP (Electronic Stability Program) intervention, power limitation and distribution and other issues, and outputs the coordinated front axle torque to the motor corresponding to the front axle, and outputs the coordinated rear axle torque to the motor corresponding to the rear axle, thereby realizing a change in the vehicle's motion state and improving vehicle performance and competitiveness.

[0092] In some embodiments, the lateral torque distribution module 7 includes: a target yaw rate calculation unit 71 , a yaw moment calculation unit 72 and a lateral torque distribution unit 73 .

[0093] The target yaw rate calculation unit 71 is connected to the vehicle dynamic observation module 2, and is used to calculate the target yaw rate of the vehicle according to the dynamic information; the yaw moment calculation unit 72 is connected to the target yaw rate calculation unit 71, and is used to calculate the yaw moment currently required by the vehicle through the vehicle motion model according to the target yaw rate, and calculate the yaw moment required by the front axle and the rear axle according to one or more of the yaw moment, vehicle speed, road slope, road adhesion coefficient, steering wheel torque of the vehicle and the vehicle's on-the-spot steering function trigger flag, and calculate the motor torque difference required to be provided by the front axle and the rear axle of the vehicle according to the yaw moment required by the front axle and the rear axle; the lateral torque distribution unit 73 is connected to the longitudinal torque distribution module 4 and the yaw moment calculation unit 72, and is used to output the torque of the left front motor and the torque of the right front motor of the vehicle according to the motor torque difference required to be provided by the front axle and the front axle torque; and, according to the motor torque difference required to be provided by the rear axle and the rear axle torque, output the torque of the left rear motor and the torque of the right rear motor of the vehicle.

[0094] In the embodiment, after the lateral torque distribution module 7 receives the dynamic information, front axle torque and rear axle torque of the vehicle, the target yaw rate calculation unit 71 calculates the target yaw rate of the vehicle according to the dynamic information of the vehicle; the yaw moment calculation unit 72 calculates the yaw moment currently required by the vehicle according to the target yaw rate through the feedforward and feedback control of the vehicle motion model, and calculates the yaw moment required by the front axle and the rear axle according to one or more of the yaw moment, vehicle speed, road slope, road adhesion coefficient, steering wheel torque of the vehicle and the vehicle's in-situ steering function trigger flag, and calculates the yaw moment required by the front axle and the rear axle according to the yaw moment, vehicle speed, road slope, road adhesion coefficient, steering wheel torque of the vehicle and the vehicle's in-situ steering function trigger flag. The required yaw moment is calculated based on the motor torque difference that needs to be provided by the front and rear axles of the vehicle respectively, so as to meet special functions such as turning the vehicle on the spot; the lateral torque distribution unit 73 outputs the torque of the left front motor and the torque of the right front motor of the vehicle according to the motor torque difference that needs to be provided by the front axle and the front axle torque; and, based on the motor torque difference that needs to be provided by the rear axle and the rear axle torque, outputs the torque of the left rear motor and the torque of the right rear motor of the vehicle, distributes the yaw moment that the front and rear axles of the vehicle need to bear, and stabilizes the vehicle body state by real-time control of the front axle left and right motor torques and the rear axle left and right motor torques of the vehicle, thereby improving the dynamic performance and limit capability of the vehicle.

[0095] In a specific embodiment, when the target yaw rate calculation unit 71 calculates the target yaw rate of the vehicle according to the dynamic information of the vehicle, it is specifically used to: after the vehicle controller calculates the target yaw rate, jointly determine the yaw control amount according to the calculated target yaw rate and the actual yaw rate obtained by the inertial sensor, so as to correct and compensate the actual yaw rate of the vehicle in real time according to the yaw control amount, thereby improving the stability, safety and driver maneuverability of the vehicle state.

[0096] In a specific embodiment, the yaw moment calculation unit 72 calculates the yaw moment currently required by the vehicle according to the target yaw angular velocity through feedforward and feedback control of the vehicle motion model, and calculates the torque difference between the left rear motor and the right rear motor according to the yaw moment. It is specifically used to: determine the yaw control amount and PID control parameters of the vehicle; input the yaw control amount and PID control parameters into the PID controller to perform PID control on the actual yaw angular velocity of the vehicle, and output feedback yaw torque.

[0097] Specifically, the driving state of the vehicle can be monitored in real time through relevant sensors or controllers on the vehicle, and the driving data of the vehicle, such as the target yaw rate and actual yaw rate of the vehicle, as well as the vehicle speed and lateral acceleration of the vehicle, can be obtained. The yaw control amount of the vehicle can be calculated according to the target yaw rate and actual yaw rate of the vehicle, the PID control parameters of the PID controller can be determined according to the vehicle speed and lateral acceleration, and the actual yaw rate of the vehicle can be PID controlled according to the yaw control amount and the PID control parameters, thereby achieving real-time correction and compensation of the actual yaw rate of the vehicle, so that the actual yaw rate reaches the target yaw rate; the yaw control amount and the PID control parameters are input into the PID controller, and after the PID controller receives the yaw control amount and the PID control parameters, the actual yaw rate of the vehicle is PID controlled according to the yaw control amount and the PID control parameters, so as to improve the control efficiency and accuracy, and output the feedback yaw torque, so as to carry out targeted torque distribution to the left and right wheels of the vehicle according to the feedback yaw torque.

[0098] In some specific embodiments of the present invention, determining the yaw control amount of the vehicle includes: obtaining a target yaw angular velocity and an actual yaw angular velocity of the vehicle; calculating a difference between the target yaw angular velocity and the actual yaw angular velocity, and using the difference between the target yaw angular velocity and the actual yaw angular velocity as the yaw control amount, so as to correct and compensate the actual yaw angular velocity of the vehicle in real time according to the yaw control amount, thereby improving the stability, safety and driver maneuverability of the vehicle state.

[0099] In some specific embodiments of the present invention, obtaining the actual yaw angular velocity includes: monitoring the driving state of the vehicle in real time through relevant sensors on the vehicle, such as IMU (Inertial Measurement Unit), and obtaining the driving data of the vehicle, such as obtaining the actual yaw angular velocity of the vehicle, so as to determine the yaw control amount according to the actual yaw angular velocity and the target yaw angular velocity.

[0100] In some specific embodiments of the present invention, PID control parameters include: proportional gain, integral gain and differential gain. Determining the PID control parameters includes: real-time monitoring of the vehicle's driving state through relevant sensors on the vehicle, and obtaining the vehicle's driving data, such as obtaining the vehicle's speed and lateral acceleration. The vehicle controller determines the proportional gain of the PID controller, for example, recorded as kp, the integral gain, for example, recorded as ki, and the differential gain, for example, recorded as kd, according to the vehicle's speed and lateral acceleration, so as to determine the PID control parameters based on the above information.

[0101] In some specific embodiments of the present invention, the proportional gain of the PID controller is determined according to the vehicle speed and lateral acceleration, including: according to the vehicle speed, querying the target vehicle speed-proportional gain correspondence calibration table to obtain a first proportional gain corresponding to the vehicle speed; according to the lateral acceleration, querying the target lateral acceleration-proportional gain correspondence calibration table to obtain a second proportional gain corresponding to the lateral acceleration; calculating the product of the first proportional gain and the second proportional gain, and using the product of the first proportional gain and the second proportional gain as the proportional gain kp corresponding to the vehicle speed and lateral acceleration, so as to reduce the feedback gain when the lateral acceleration is high.

[0102] In some specific embodiments of the present invention, before querying the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed, and querying the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration, it also includes: real-time monitoring of the vehicle's driving state through relevant sensors on the vehicle, and obtaining the vehicle's driving data, such as determining the road friction coefficient level of the vehicle's current driving road surface; selecting the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road friction coefficient level from the database, wherein different road friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables, so as to determine the corresponding vehicle's target vehicle speed and target lateral acceleration according to the road surfaces with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration, and by determining the road friction coefficient level of the vehicle's current driving road surface, the accuracy of PID control can be improved.

[0103] In a specific embodiment, the road friction coefficient level can be calculated based on the longitudinal acceleration and lateral acceleration of the vehicle. For example: Among them, μ is the friction coefficient level of the road surface, a x is the longitudinal acceleration, a y is the lateral acceleration.

[0104] In some specific embodiments of the present invention, the integral gain of the PID controller is determined according to the vehicle speed and lateral acceleration, including: according to the vehicle speed, querying the target vehicle speed-integral gain correspondence calibration table to obtain a first integral gain corresponding to the vehicle speed; according to the lateral acceleration, querying the target lateral acceleration-integral gain correspondence calibration table to obtain a second integral gain corresponding to the lateral acceleration; calculating the product of the first integral gain and the second integral gain, and using the product of the first integral gain and the second integral gain as the integral gain ki corresponding to the vehicle speed and lateral acceleration, so as to reduce the feedback gain when the lateral acceleration is high.

[0105] In some specific embodiments of the present invention, before querying the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, it also includes: real-time monitoring of the vehicle's driving state through relevant sensors on the vehicle, and obtaining the vehicle's driving data, such as determining the road friction coefficient level of the vehicle's current driving road surface; selecting the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road friction coefficient level from the database, wherein different road friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables, so as to determine the corresponding vehicle's target vehicle speed and target lateral acceleration according to the road surfaces with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration, and by determining the road friction coefficient level of the vehicle's current driving road surface, the accuracy of PID control can be improved.

[0106] In a specific embodiment, the road friction coefficient level can be calculated based on the longitudinal acceleration and lateral acceleration of the vehicle. For example: Among them, μ is the friction coefficient level of the road surface, a x is the longitudinal acceleration, a y is the lateral acceleration.

[0107] In some specific embodiments of the present invention, the differential gain of the PID controller is determined according to the vehicle speed and lateral acceleration, including: according to the vehicle speed, querying the target vehicle speed-differential gain correspondence calibration table to obtain a first differential gain corresponding to the vehicle speed; according to the lateral acceleration, querying the target lateral acceleration-differential gain correspondence calibration table to obtain a second differential gain corresponding to the lateral acceleration; calculating the product of the first differential gain and the second differential gain, and using the product of the first differential gain and the second differential gain as the differential gain kd corresponding to the vehicle speed and lateral acceleration, so as to reduce the feedback gain when the lateral acceleration is high.

[0108] In some specific embodiments of the present invention, before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, it also includes: real-time monitoring of the vehicle's driving state through relevant sensors on the vehicle, and obtaining the vehicle's driving data, such as determining the road friction coefficient level of the vehicle's current driving road surface; selecting a target vehicle speed-differential gain correspondence calibration table and a target lateral acceleration-differential gain correspondence calibration table corresponding to the road friction coefficient level from a database, wherein different road friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables, so as to determine the corresponding vehicle's target vehicle speed and target lateral acceleration according to road surfaces with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration, and by determining the road friction coefficient level of the vehicle's current driving road surface, the accuracy of PID control can be improved.

[0109] In a specific embodiment, the road friction coefficient level can be calculated based on the longitudinal acceleration and lateral acceleration of the vehicle. For example: Among them, μ is the friction coefficient level of the road surface, a x is the longitudinal acceleration, a y is the lateral acceleration.

[0110] In some specific embodiments of the present invention, after outputting the feedback yaw torque, it also includes: obtaining an anti-saturation control quantity; inputting the output feedback yaw torque and the anti-saturation control quantity into a PID controller to perform anti-saturation feedback control on the feedback yaw torque, and outputting a corrected feedback yaw torque. By obtaining the anti-saturation control quantity, the PID controller has an integral anti-saturation function, which can improve the algorithm's anti-interference ability and accuracy under long-term operation.

[0111] In some specific embodiments of the present invention, obtaining the anti-saturation control amount includes: obtaining the actual yaw torque of the vehicle, for example, denoted as M z，ss , and the target yaw torque is denoted as M z，ff , calculate the actual yaw torque M of the vehicle z，ss and the target yaw torque M z，ff The difference between the actual yaw torque M of the vehicle z，ss and the target yaw torque M z，ff The difference between the two is used as the anti-saturation control amount. By calculating the anti-saturation control amount, the PID controller can make real-time corrections and compensations for the actual yaw rate of the vehicle according to the anti-saturation control amount, thereby preventing large errors from causing the integral controller in the PID controller to produce excessive accumulation and improving the accuracy of PID control.

[0112] In some specific embodiments of the present invention, the driving state of the vehicle can be monitored in real time by using relevant sensors on the vehicle, and the driving data of the vehicle can be obtained, such as obtaining the output torque T of the right rear motor of the vehicle. rr , the output torque T of the vehicle's left rear motor rl , vehicle right rear axle speed ratio i rr , vehicle left rear axle speed ratio i rl , the dynamic radius R of the right rear wheel of the vehicle rr , the dynamic radius R of the vehicle's left rear wheel rl , vehicle rear axle track t w The vehicle controller calculates the actual yaw torque M according to the above parameters obtained. z，ss , Among them, M z，ss is the actual yaw torque, T rr is the output torque of the right rear motor of the vehicle, T rl is the output torque of the left rear motor of the vehicle, i rr is the speed ratio of the right rear axle of the vehicle, i rl is the speed ratio of the left rear axle of the vehicle, R rr is the dynamic radius of the right rear wheel of the vehicle, R rl is the dynamic radius of the left rear wheel of the vehicle, t w is the wheelbase of the rear axle of the vehicle. Therefore, the calculation formula of the anti-saturation control amount is as follows:

[0113] In a specific embodiment, when the lateral torque distribution unit 73 outputs the torque of the left rear motor and the right rear motor of the vehicle according to the torque difference between the left rear motor and the right rear motor and the rear axle torque, it is specifically used to: distribute the corrected feedback yaw torque to the left rear wheel and the right rear wheel of the vehicle respectively to correct the vehicle's own yaw state, and make real-time corrections to the control results when there are large disturbances in the driving environment, deviations in the calculation results, or driving conditions are constantly changing to ensure the accuracy of the control, thereby improving the stability, safety and driver maneuverability of the vehicle state.

[0114] And, in a specific embodiment, the yaw moment calculation unit 72 calculates the yaw moment currently required by the vehicle according to the target yaw angular velocity through feedback control of the vehicle motion model, and calculates the torque difference between the left rear motor and the right rear motor according to the yaw moment. It is specifically used to: obtain the target yaw angular velocity and passive yaw angular velocity of the vehicle; and use the difference between the target yaw angular velocity and the passive yaw angular velocity as the yaw control amount.

[0115] Specifically, after obtaining the target yaw rate and passive yaw rate of the vehicle, the difference between the target yaw rate and the passive yaw rate is calculated, and the difference between the target yaw rate and the passive yaw rate is used as the yaw control amount, so as to distribute torque to the left and right wheels of the vehicle according to the yaw control amount, thereby improving the stability, safety and driver controllability of the vehicle state.

[0116] In some specific embodiments of the present invention, obtaining the passive yaw rate of the vehicle includes: monitoring the driving state of the vehicle in real time through relevant sensors on the vehicle, and obtaining the driving data of the vehicle, such as obtaining the current speed of the vehicle, for example, recorded as v, and the reference lateral acceleration, for example, recorded as a y , determine the vehicle's current speed v and reference lateral acceleration a y Then, calculate the reference lateral acceleration a y The ratio of the vehicle's current speed v to the reference lateral acceleration a y The ratio of the current vehicle speed v is taken as the passive yaw rate value, for example, denoted as r z，pas , that is, the passive yaw angular velocity value r z，pas The calculation formula is as follows: By determining the passive yaw rate value r z，pas , so that according to the passive yaw rate value r z，pas Calculate the yaw control amount of the vehicle.

[0117] In some specific embodiments of the present invention, obtaining the reference lateral acceleration of the vehicle includes: monitoring the driving state of the vehicle in real time through relevant sensors on the vehicle, and obtaining the driving data of the vehicle, such as obtaining the current front wheel turning angle of the vehicle, for example, denoted as δ dyn , according to the vehicle's current front wheel steering angle δ dyn , query the target front wheel steering angle-lateral acceleration correspondence calibration table to obtain the reference lateral acceleration corresponding to the current front wheel steering angle of the vehicle.

[0118] In some specific embodiments of the present invention, before querying the target front wheel steering angle-lateral acceleration correspondence calibration table to obtain the reference lateral acceleration corresponding to the front wheel steering angle, the method further includes: determining the road friction coefficient level of the vehicle's current driving road surface, selecting the understeering gradient η according to the road friction coefficient level, the higher the value, the greater the understeering tendency of the vehicle; selecting the target front wheel steering angle-lateral acceleration correspondence calibration table corresponding to the road friction coefficient level from the database, wherein a y,lin and a y,maxThe two parameters are obtained from the target front wheel steering angle-lateral acceleration correspondence calibration table corresponding to the road friction coefficient level of the vehicle's current driving road. Different road friction coefficient levels correspond to different target front wheel steering angle-lateral acceleration correspondence calibration tables. Multiple target front wheel steering angle-lateral acceleration correspondence calibration tables are pre-stored in the database. The current target front wheel steering angle of the vehicle is determined according to the road friction coefficient level of the current driving road, thereby determining the reference lateral acceleration corresponding to the current front wheel steering angle of the vehicle. By determining the road friction coefficient level of the vehicle's current driving road, the accuracy of the feedforward control can be improved.

[0119] In a specific embodiment, the road friction coefficient level can be calculated based on the longitudinal acceleration and lateral acceleration of the vehicle. For example: Among them, μ is the friction coefficient level of the road surface, a x is the longitudinal acceleration, a y is the lateral acceleration.

[0120] In some specific embodiments of the present invention, obtaining the target yaw rate of the vehicle includes: the vehicle controller calculates the target yaw rate, for example, denoted as r z，ref After that, the target yaw rate r is obtained directly from the vehicle controller z，ref , get the target yaw angular velocity r z，ref and the passive yaw rate r z，pas Then, calculate the target yaw rate r z，ref and the passive yaw rate r z，pas The target yaw rate r z，ref and the passive yaw rate r z，pas The difference between the two is taken as the yaw control amount of the vehicle, that is, the calculation formula of the yaw control amount of the vehicle is as follows: z，ref -r z，pas =r z， After the yaw control amount of the vehicle is determined, the steady-state yaw control torque and the dynamic yaw control torque of the vehicle are calculated according to the yaw control amount of the vehicle.

[0121] In some specific embodiments of the present invention, the steady-state yaw control torque of the vehicle is calculated according to the yaw control amount, including: monitoring the driving state of the vehicle in real time through relevant sensors on the vehicle, and obtaining the driving data of the vehicle, such as obtaining the front wheel cornering stiffness C of the vehicle. f , rear wheel cornering stiffness C r , the distance from the vehicle center of mass to the front axle a, the distance from the vehicle center of mass to the rear axle b, and the vehicle mass m, the steady-state yaw control torque M is calculated based on the above parameters z，ff，ss , By calculating the steady-state yaw control torque M of the vehicle z，ff，ss, in order to obtain the target yaw control torque.

[0122] In some specific embodiments of the present invention, the dynamic yaw control torque of the vehicle is calculated according to the yaw control amount, including: monitoring the driving state of the vehicle in real time through relevant sensors on the vehicle, and obtaining the driving data of the vehicle, such as obtaining the rotational inertia I of the vehicle. zz , and calculate the first-order derivative of the yaw control amount with respect to time, the first-order derivative of the target yaw angular velocity with respect to time, and the first-order derivative of the passive yaw angular velocity with respect to time. According to the above parameters, the dynamic yaw control torque M is calculated. z，ff，dyn , By calculating the vehicle's dynamic yaw control torque M z，ff，dyn , in order to obtain the target yaw control torque.

[0123] In some specific embodiments of the present invention, the target yaw control torque is obtained according to the steady-state yaw control torque and the dynamic yaw control torque, including: calculating the steady-state yaw control torque M z，ff，ss and dynamic yaw control torque M z，ff，dyn The steady-state yaw control torque M z，ff，ss and dynamic yaw control torque M z，ff，dyn The sum of the target yaw control torque is denoted as M z，ff , that is, the target yaw control torque M z，ff The calculation formula is as follows: z，ff =M z，ff，ss +M z，ff，dyn .

[0124] In a specific embodiment, when the lateral torque distribution unit 73 outputs the torque of the left front motor and the right front motor of the vehicle according to the torque difference between the left front motor and the right front motor and the front axle torque, it is specifically used to: z，ff The torque of the left front motor and the right front motor of the vehicle are distributed respectively to change the yaw state of the vehicle itself so that the vehicle itself moves in the expected yaw state, thereby ensuring the stability, safety and driver maneuverability of the vehicle state.

[0125] In some embodiments, the lateral torque distribution module 7 also includes: a torque correction unit 74, which is connected to the lateral torque distribution unit 73 and the slip rate control module 5, and is used to correct the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor according to the output result of the slip rate control module 5, and output the corrected torque of the left front motor to the left front motor of the vehicle, output the corrected torque of the right front motor to the right front motor of the vehicle, output the corrected torque of the left rear motor to the left rear motor of the vehicle, and output the corrected torque of the right rear motor to the right rear motor of the vehicle.

[0126] In the embodiment, after receiving the output result of the slip rate control module 5, the torque correction unit 74 corrects the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor according to the output result based on information such as the vehicle state, ESP intervention, power redistribution, etc., and outputs the corrected torque of the left front motor to the left front motor of the vehicle, outputs the corrected torque of the right front motor to the right front motor of the vehicle, outputs the corrected torque of the left rear motor to the left rear motor of the vehicle, and outputs the corrected torque of the right rear motor to the right rear motor of the vehicle, thereby changing the vehicle's motion state and improving vehicle performance and competitiveness.

[0127] The present invention adopts a modular design with clear hierarchy and strong expansibility, and each module has strong applicability and can be reused to the greatest extent when different torque vector distribution devices are applied, thereby reducing the development workload and difficulty.

[0128] According to the torque vector distribution device 10 of the embodiment of the present invention, the vehicle dynamic observation module 2 is connected to the information acquisition module 1, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information acquisition module 1; the driving state judgment module 3 is connected to the vehicle dynamic observation module 2, and the driving state of the vehicle is judged according to the input dynamic information; the longitudinal torque distribution module 4 is respectively connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution module 4 distributes the longitudinal torque of the vehicle according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states, and the lateral torque distribution module 4 distributes the longitudinal torque of the vehicle according to the input dynamic information and the driving state of the vehicle. The torque distribution module 7 is connected to the vehicle dynamic observation module 2 and the longitudinal torque distribution module 4 respectively, and performs lateral torque distribution on the vehicle according to the input dynamic information, front axle torque and rear axle torque, so as to dynamically distribute the torque of the left front motor, the right front motor, the left rear motor and the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheels, stabilize the body state, and make full use of the tire force, thereby improving the dynamic performance and limit capability of the vehicle, breaking through the handling limits of vehicles of the same level, and providing users with a better driving experience.

[0129] Reference below Figure 3 A vehicle 11 according to an embodiment of the present invention will be described.

[0130] like Figure 3 As shown, the vehicle 11 according to the embodiment of the present invention comprises: the torque vector distribution device 10 according to the above embodiment.

[0131] According to the vehicle 11 of the embodiment of the present invention, the vehicle dynamic observation module 2 is connected to the information acquisition module 1, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information acquisition module 1; the driving state judgment module 3 is connected to the vehicle dynamic observation module 2, and the driving state of the vehicle is judged according to the input dynamic information; the longitudinal torque distribution module 4 is respectively connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution of the vehicle is performed according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states; and the lateral torque distribution module 4 is connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution of the vehicle is performed according to the input dynamic information and the driving state of the vehicle. The matching module 7 is connected to the vehicle dynamic observation module 2 and the longitudinal torque distribution module 4 respectively, and distributes the lateral torque of the vehicle according to the input dynamic information, front axle torque and rear axle torque, so as to dynamically distribute the torque of the left front motor, the right front motor, the left rear motor and the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheels, stabilize the body state, and make full use of the tire force, thereby improving the dynamic performance and limit capability of the vehicle, breaking through the handling limits of vehicles of the same level, and providing users with a better driving experience.

[0132] In some embodiments, vehicle 11 is a four-motor driven vehicle, that is, the vehicle is provided with four motors, each motor drives one wheel respectively, that is, the front axle is provided with two motors to drive the two wheels of the front axle respectively, and the rear axle is provided with two motors to drive the two wheels of the rear axle respectively, so that independent control of the motors can be achieved to improve the response speed of the vehicle and make the vehicle more flexible, so that the ground adhesion can be fully utilized and slip control can be achieved, which is beneficial to improving the driving power and stability of the vehicle.

[0133] According to the vehicle 11 of the embodiment of the present invention, the vehicle dynamic observation module 2 is connected to the information acquisition module 1, and the dynamic information of the vehicle is estimated according to the driving information of the vehicle collected by the information acquisition module 1; the driving state judgment module 3 is connected to the vehicle dynamic observation module 2, and the driving state of the vehicle is judged according to the input dynamic information; the longitudinal torque distribution module 4 is respectively connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution of the vehicle is performed according to the input dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle according to different dynamic information and different driving states; and the lateral torque distribution module 4 is connected to the vehicle dynamic observation module 2 and the driving state judgment module 3, and the longitudinal torque distribution of the vehicle is performed according to the input dynamic information and the driving state of the vehicle. The matching module 7 is connected to the vehicle dynamic observation module 2 and the longitudinal torque distribution module 4 respectively, and distributes the lateral torque of the vehicle according to the input dynamic information, front axle torque and rear axle torque, so as to dynamically distribute the torque of the left front motor, the right front motor, the left rear motor and the right rear motor of the vehicle, thereby changing the motion state of the vehicle in real time. By providing a torque vector distribution device architecture, it is beneficial for the vehicle to dynamically adjust the torque of the wheels, stabilize the body state, and make full use of the tire force, thereby improving the dynamic performance and limit capability of the vehicle, breaking through the handling limits of vehicles of the same level, and providing users with a better driving experience.

[0134] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example.

[0135] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A torque vector distribution device, characterized in that: include: An information collection module is used to collect vehicle driving information; A vehicle dynamic observation module, connected to the information acquisition module, for estimating the dynamic information of the vehicle based on the driving information; A driving state judgment module, connected to the vehicle dynamic observation module, for judging the driving state of the vehicle according to the dynamic information; a longitudinal torque distribution module, connected to the vehicle dynamic observation module and the driving state judgment module respectively, and used to distribute the longitudinal torque of the vehicle according to the dynamic information and the driving state of the vehicle, so as to dynamically distribute the front axle torque and the rear axle torque of the vehicle; A lateral torque distribution module is connected to the vehicle dynamic observation module and the longitudinal torque distribution module, and is used to distribute the lateral torque of the vehicle according to the dynamic information and the front axle torque and the rear axle torque output by the longitudinal torque distribution module, so as to dynamically distribute the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor of the vehicle.

2. The torque vector distribution device according to claim 1, characterized in that: The information acquisition module includes: at least one of a wheel speed sensor, an acceleration sensor, a steering wheel angle sensor, an accelerator pedal opening sensor, and a brake pedal opening sensor.

3. The torque vector distribution device according to claim 2, characterized in that: The vehicle dynamics observation module includes at least one of the following: a wheel speed estimation unit, used for acquiring the wheel speed signal detected by the wheel speed sensor, correcting the wheel speed signal, and outputting the wheel speed of the vehicle; a vehicle speed estimation unit, configured to obtain the wheel speed, the acceleration signal detected by the acceleration sensor, and the road surface gradient output by the road surface gradient estimation unit, and estimate the vehicle speed of the vehicle according to the wheel speed, the acceleration signal, and the road surface gradient; The road surface gradient estimation unit is used to obtain the vehicle speed, the wheel speed and the acceleration signal, and estimate the road surface gradient according to the vehicle speed, the wheel speed and the acceleration signal; a center-of-mass sideslip angle estimation unit, used to obtain the vehicle speed and the acceleration signal, and estimate the center-of-mass sideslip angle of the vehicle according to the vehicle speed and the acceleration signal; a road adhesion coefficient estimation unit, used to obtain the center of mass sideslip angle, the vehicle speed and the acceleration signal, and estimate the road adhesion coefficient of the current road surface according to the center of mass sideslip angle, the vehicle speed and the acceleration signal; a slip ratio estimation unit, configured to obtain the vehicle speed and the wheel speed, and estimate the slip ratio of the vehicle and each wheel thereof according to the vehicle speed and the wheel speed; A vehicle body mass estimation unit, configured to obtain the vehicle speed, the acceleration signal and the road surface slope, and estimate the vehicle body mass according to the vehicle speed, the acceleration signal and the road surface slope; a wheel load estimation unit, configured to obtain the vehicle speed, the acceleration signal and the road surface gradient, and estimate the wheel load of the vehicle according to the vehicle speed, the acceleration signal and the road surface gradient; The tire radius estimation unit is used to obtain the vehicle speed, the acceleration signal and the road slope, and estimate the tire radius of the vehicle according to the vehicle speed, the acceleration signal and the road slope.

4. The torque vector distribution device according to claim 1, characterized in that: The driving states include: an acceleration driving state, a turning driving state, an economy mode driving state and an energy recovery driving state.

5. The torque vector distribution device according to claim 4, characterized in that: The longitudinal torque distribution module includes: a first torque distribution unit, configured to distribute longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the accelerated driving state; a second torque distribution unit, configured to distribute longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the turning driving state; a third torque distribution unit, configured to distribute longitudinal torque to the vehicle according to the dynamic information when the vehicle is in the economic mode driving state; The fourth torque distribution unit is used to distribute the longitudinal torque of the vehicle according to the dynamic information when the vehicle is in the energy recovery driving state.

6. The torque vector distribution device according to claim 5, characterized in that: Also includes: A slip ratio control module is connected to the vehicle dynamics observation module and is used to control the slip ratio of the vehicle according to the dynamic information.

7. The torque vector distribution device according to claim 6, characterized in that: The slip ratio control module includes: A left front wheel slip rate control unit, used to control the slip rate of the left front wheel of the vehicle; A right front wheel slip rate control unit, used to control the slip rate of the right front wheel of the vehicle; A left rear wheel slip rate control unit, used to control the slip rate of the left rear wheel of the vehicle; The right rear wheel slip rate control unit is used to control the slip rate of the right rear wheel of the vehicle.

8. The torque vector distribution device according to claim 6, characterized in that: Also includes: A torque coordination module, wherein the torque coordination module is connected to the slip rate control module and the longitudinal torque distribution module respectively, and is used for dynamically coordinating the front axle torque and rear axle torque of the vehicle output by the longitudinal torque distribution module according to the output result of the slip rate control module, and outputting the coordinated front axle torque to the motor corresponding to the front axle, and outputting the coordinated rear axle torque to the motor corresponding to the rear axle.

9. The torque vector distribution device according to claim 3, characterized in that: The lateral torque distribution module comprises: a target yaw rate calculation unit, connected to the vehicle dynamic observation module, and configured to calculate a target yaw rate of the vehicle according to the dynamic information; a yaw moment calculation unit connected to the target yaw rate calculation unit, and configured to calculate the yaw moment currently required by the vehicle through a vehicle kinematic model according to the target yaw rate, and calculate the yaw moments required by the front axle and the rear axle according to one or more of the yaw moment, the vehicle speed, the road slope, the road adhesion coefficient, the steering wheel torque of the vehicle, and a vehicle on-the-spot steering function triggering flag, and calculate the motor torque difference required to be provided by the front axle and the rear axle of the vehicle respectively according to the yaw moments required by the front axle and the rear axle; A lateral torque distribution unit is connected to the longitudinal torque distribution module and the yaw moment calculation unit, and is used to output the torque of the left front motor and the torque of the right front motor of the vehicle according to the motor torque difference required to be provided by the front axle and the front axle torque; and to output the torque of the left rear motor and the torque of the right rear motor of the vehicle according to the motor torque difference required to be provided by the rear axle and the rear axle torque.

10. The torque vector distribution device according to claim 9, characterized in that: The lateral torque distribution module further includes: A torque correction unit is connected to the lateral torque distribution unit and the slip rate control module, and is used to correct the torque of the left front motor, the torque of the right front motor, the torque of the left rear motor and the torque of the right rear motor according to the output result of the slip rate control module, and output the corrected torque of the left front motor to the left front motor of the vehicle, output the corrected torque of the right front motor to the right front motor of the vehicle, output the corrected torque of the left rear motor to the left rear motor of the vehicle, and output the corrected torque of the right rear motor to the right rear motor of the vehicle.

11. A vehicle, characterized in that: It comprises a torque vector distribution device as claimed in any one of claims 1 to 10.

12. The vehicle according to claim 11, characterized in that The vehicle is a four-motor driven vehicle.

Images