Driving control method of vehicle, vehicle, electronic equipment and storage medium

Abstract

The invention discloses a driving control method of a vehicle, the vehicle, electronic equipment and a storage medium, the vehicle comprises a first motor, a second motor and a third motor, the first motor is used for driving two wheels of a first shaft, the second motor is used for driving a first wheel of a second shaft, and the third motor is used for driving a second wheel of the second shaft; the driving control method of the vehicle comprises the steps that under the condition that the lateral running state of the vehicle is a preset running state, pre-distributed torque of all motors is corrected according to running data of the vehicle, target distributed torque of all the motors is obtained, and the sum of the pre-distributed torque of all the motors is the same as the sum of the target distributed torque of all the motors; and controlling the first motor, the second motor and the third motor according to the target distribution torque. According to the driving control method of the vehicle, the lateral dynamic performance of the vehicle can be improved under the condition that the requirement for the total torque of the vehicle is met.

Description

Technical Field

[0001] The present application relates to technical fields such as vehicles and vehicle driving, and in particular to a vehicle driving control method, a vehicle, an electronic device, and a storage medium. Background Art

[0002] When a vehicle is driving, the torque output by the motor drives the wheels to propel the vehicle forward. To ensure smooth and safe driving, it is crucial to distribute and control the torque of each motor.

[0003] In related technologies, torque vectoring is often achieved by monitoring wheel speed or yaw rate, comparing it with the calculated target wheel speed or target yaw rate, calculating the yaw moment difference, and adjusting the torque distribution at each wheel end.

[0004] However, this type of torque vectoring is limited by the traditional transmission structure and can generally distribute the torque of a single wheel or two coaxial wheels according to the lateral dynamic target requirements. This method has the problem of poor lateral stability of the vehicle, making it difficult to ensure the vehicle's lateral dynamic performance. Summary of the Invention

[0005] The embodiments of the present application aim to solve at least one of the technical problems in the related art to a certain extent. To this end, the embodiments of the present application aim to provide a vehicle driving control method, a vehicle, an electronic device, a storage medium, and a program product.

[0006] An embodiment of the present application provides a drive control method for a vehicle, wherein the vehicle includes a first motor, a second motor and a third motor, the first motor being used to drive two wheels of a first shaft, the second motor being used to drive a first wheel of a second shaft, and the third motor being used to drive a second wheel of the second shaft; the method comprising: when the lateral driving state of the vehicle is a preset driving state, according to the driving data of the vehicle, correcting the pre-allocated torque of each motor to obtain a target allocated torque of each motor, wherein the sum of the pre-allocated torques of each motor is the same as the sum of the target allocated torques of each motor; and controlling the first motor, the second motor and the third motor according to the target allocated torque.

[0007] Exemplarily, the method further includes: performing torque pre-distribution on the total torque of the vehicle to obtain the pre-distributed torque, wherein the pre-distributed torque includes the first torque of the first motor, the second torque of the second motor, and the third torque of the third motor.

[0008] Exemplarily, the pre-allocated torque of each motor is corrected according to the driving data of the vehicle to obtain the target allocated torque of each motor, including: determining a first torque correction value of the first motor, a second torque correction value of the second motor, and a third torque correction value of the third motor according to the driving data of the vehicle; correcting the pre-allocated torque of the first motor based on the first torque correction value, correcting the pre-allocated torque of the second motor based on the second torque correction value, and correcting the pre-allocated torque of the third motor based on the third torque correction value; and using the torque of each motor obtained after correction as the target allocated torque of each motor.

[0009] Exemplarily, the first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

[0010] Illustratively, the second torque correction value is different from the third torque correction value.

[0011] Illustratively, the second torque correction value is the same as the third torque correction value.

[0012] Exemplarily, the lateral driving state of the vehicle is represented based on wheel speed difference data of the vehicle, wherein the preset driving state includes the wheel speed difference of the vehicle being greater than a preset wheel speed difference threshold.

[0013] Exemplarily, determining the first torque correction value of the first motor based on the vehicle's driving data includes: when the wheel speed difference data indicates that the difference between the wheel speed of the first axle wheel and the wheel speed of the second axle wheel is greater than a first preset wheel speed difference threshold, determining the first torque correction value based on the vehicle's driving data and a first mapping relationship, wherein the first mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction value of the first motor.

[0014] Exemplarily, the vehicle's driving data includes at least one of the following: the turning angle of the second axle wheel, the difference between the average wheel speed of each wheel on the first axle and the average wheel speed of each wheel on the second axle, the vehicle longitudinal acceleration, the vehicle lateral acceleration, and the vehicle speed.

[0015] Exemplarily, the second torque correction value of the second motor and the third torque correction value of the third motor are determined based on the vehicle's driving data, including: when the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than a second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and a second mapping relationship, wherein the second mapping relationship represents the relationship between the vehicle's driving data and the torque correction values of the second motor and the third motor.

[0016] Exemplarily, the driving data of the vehicle includes at least one of the following: the turning angle of each wheel of the second axle, the difference between the wheel speeds of each wheel of the second axle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the vehicle speed.

[0017] Exemplarily, the first preset wheel speed difference threshold includes a first axle wheel speed difference threshold and a second axle wheel speed difference threshold, and the first mapping relationship includes a first mapping sub-relationship and a second mapping sub-relationship; when the wheel speed difference data indicates that the difference between the wheel speeds of the first axle wheels and the second axle wheels is greater than the first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the first mapping relationship, including: when the average wheel speed of each wheel on the first axle is greater than the average wheel speed of each wheel on the second axle and the difference between the two average values is greater than the first axle wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the first mapping sub-relationship; when the average wheel speed of each wheel on the second axle is greater than the average wheel speed of each wheel on the first axle and the difference between the two average values is greater than the second axle wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the second mapping sub-relationship.

[0018] Exemplarily, the second preset wheel speed difference threshold includes a first wheel speed difference threshold and a second wheel speed difference threshold, and the second mapping relationship includes a third mapping sub-relationship and a fourth mapping sub-relationship; when the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than the second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined according to the vehicle's driving data and the second mapping relationship, including: when the first wheel speed is greater than the second wheel speed and the difference between the two is greater than the first wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the third mapping sub-relationship; when the second wheel speed is greater than the first wheel speed and the difference between the two is greater than the second wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the fourth mapping sub-relationship.

[0019] Exemplarily, the wheel speed difference data includes: a wheel speed difference obtained based on the measured wheel speed; or a wheel speed difference obtained based on the corrected wheel speed, wherein the corrected wheel speed is obtained by correcting the measured wheel speed based on at least one of the vehicle's yaw angular velocity, the turning angle of each wheel on the first axle, and the wheelbase of the first axle.

[0020] Exemplarily, the lateral driving state of the vehicle is represented based on steering state data of the vehicle, wherein the preset driving state includes an oversteering state or an understeering state.

[0021] Exemplarily, determining the first torque correction value of the first motor, the second torque correction value of the second motor, and the third torque correction value of the third motor based on the vehicle's driving data includes: determining the first torque correction value based on the vehicle's driving data and a third mapping relationship, wherein the third mapping relationship represents the relationship between the vehicle's driving data and the torque correction value of the first motor; determining the second torque correction value and the third torque correction value based on the vehicle's driving data and a fourth mapping relationship, wherein the fourth mapping relationship represents the relationship between the vehicle's driving data and the torque correction values of each motor of the second axis.

[0022] Exemplarily, the driving data of the vehicle includes at least one of the following: the turning angle of the wheel of the second axle, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the vehicle speed.

[0023] Exemplarily, the third mapping relationship corresponding to the oversteering state is different from the third mapping relationship corresponding to the understeering state; and the fourth mapping relationship corresponding to the oversteering state is different from the fourth mapping relationship corresponding to the understeering state.

[0024] Exemplarily, determining the lateral driving state of the vehicle includes: obtaining an actual yaw rate and an ideal yaw rate of the vehicle; and determining a steering state of the vehicle based on a difference between the actual yaw rate and the ideal yaw rate and a preset yaw rate threshold.

[0025] Exemplarily, the lateral driving state of the vehicle is represented based on the wheel speed difference data of the vehicle and the steering state data of the vehicle; when the lateral driving state of the vehicle is a preset driving state, the pre-allocated torque of each motor is corrected according to the driving data of the vehicle to obtain the target distributed torque of each motor, including: taking the wheel speed difference data of the vehicle as a reference, determining the fourth torque correction value of the first motor, the fifth torque correction value of the second motor and the sixth torque correction value of the third motor according to the driving data of the vehicle; and respectively correcting the torques of the first motor, the second motor and the third motor based on the fourth torque correction value, the fifth torque correction value and the sixth torque correction value. The pre-allocated torque is corrected to obtain the wheel speed differential torque correction value of the first motor, the wheel speed differential torque correction value of the second motor and the wheel speed differential torque correction value of the third motor; with the steering state data of the vehicle as a reference, according to the driving data of the vehicle, the seventh torque correction value of the first motor, the eighth torque correction value of the second motor and the ninth torque correction value are determined; based on the seventh torque correction value, the eighth torque correction value and the ninth torque correction value, the wheel speed differential torque correction value of the first motor, the wheel speed differential torque correction value of the second motor and the wheel speed differential torque correction value of the third motor are corrected respectively to obtain the target allocated torque of each motor.

[0026] Exemplarily, the pre-distributing the total torque of the vehicle includes: pre-distributing the total torque of the vehicle according to the dynamic load of the vehicle and the driving data of the vehicle.

[0027] Exemplarily, the torque pre-distribution of the total vehicle torque based on the dynamic load of the vehicle and the driving data of the vehicle includes: determining the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor based on the dynamic load of the vehicle, the driving data of the vehicle and the fifth mapping relationship, wherein the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle and the torque distribution ratio; and torque pre-distributing the total vehicle torque based on the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor.

[0028] Exemplarily, the five mapping relationships include a fifth mapping sub-relationship and a sixth mapping sub-relationship, the dynamic load of the motor vehicle includes a ratio of the dynamic load of the first shaft to the total dynamic load and a ratio of the dynamic load of the second motor to the total dynamic load; determining the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor based on the dynamic load of the vehicle, the driving data of the vehicle, and the fifth mapping relationship includes: querying the fifth mapping sub-relationship based on the ratio of the dynamic load of the first shaft to the total dynamic load and the driving data of the vehicle to obtain the torque distribution ratio of the first motor;

[0029] Obtaining a torque distribution ratio of the second shaft based on the torque distribution ratio of the first motor;

[0030] querying the sixth mapping sub-relationship based on a ratio of the dynamic load of the second motor to the total dynamic load, the torque distribution ratio of the second shaft, and driving data of the vehicle to obtain a target ratio between the torque of the second motor and the torque of the second shaft; and obtaining the torque distribution ratio of the second motor based on the torque distribution ratio of the second shaft and the target ratio;

[0031] The torque distribution ratio of the third motor is obtained based on the torque distribution ratio of the second shaft and the torque distribution ratio of the second motor.

[0032] Another embodiment of the present application provides a vehicle, which is used to implement the steps of the above method.

[0033] Another embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method of any of the above embodiments when executing the computer program.

[0034] Another embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method of any of the above embodiments are implemented.

[0035] Another embodiment of the present application provides a computer program product, which includes instructions. When the instructions are executed by a processor of a computer device, the computer device is enabled to perform the steps of the method of any of the above embodiments.

[0036] In the above embodiment, the vehicle includes a first motor, a second motor, and a third motor, wherein the first motor is used to drive two wheels of a first axle, the second motor is used to drive a first wheel of a second axle, and the third motor is used to drive a second wheel of the second axle. The vehicle drive control method includes: when the vehicle is in a preset lateral driving state, based on the vehicle's driving data, correcting the pre-distributed torque of each motor to obtain a target distributed torque for each motor, wherein the sum of the pre-distributed torques of each motor is equal to the sum of the target distributed torques of each motor; and controlling the first motor, the second motor, and the third motor based on the target distributed torque. The vehicle drive control method of the present invention can improve the vehicle's lateral dynamic performance while meeting the vehicle's total torque requirement. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A flow chart of a vehicle torque vectoring control strategy provided in an embodiment of the present application;

[0038] Figure 2A flow chart of another vehicle torque vectoring control strategy provided in an embodiment of the present application;

[0039] Figure 3 A flowchart of a vehicle driving control method provided in an embodiment of the present application;

[0040] Figure 4 A schematic diagram of a vehicle with a three-motor architecture provided in an embodiment of the present application;

[0041] Figure 5 A flowchart of torque pre-distribution of the total vehicle torque provided in an embodiment of the present application;

[0042] Figure 6 A flowchart for determining a torque distribution ratio provided in an embodiment of the present application;

[0043] Figure 7 A flowchart of correcting the pre-distributed torque provided in an embodiment of the present application;

[0044] Figure 8 Another flow chart for correcting the pre-distributed torque provided in an embodiment of the present application;

[0045] Figure 9 A schematic diagram of a torque vectoring control system provided in an embodiment of the present application;

[0046] Figure 10 A block diagram of an electronic device provided in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0047] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0048] When a vehicle is driving, the torque output by the motor drives the wheels to propel the vehicle forward. To ensure smooth and safe driving, it is crucial to distribute and control the torque of each motor.

[0049] In some instances, such as Figure 1As shown, the torque distribution control strategy includes, for example, a torque vectoring control method for an in-wheel motor drive system. This system includes a drive module and a control module, and utilizes a motor control unit (ECU) instead of a vehicle control unit (VCU) to perform torque vectoring calculations, enabling more timely and efficient target motor torque acquisition. The drive module includes a yaw angle sensor, a wheel speed sensor, a temperature sensor, a pump control unit, and a CAN bus control unit. This module receives a total torque request from the VCU and a steering angle from the steering control unit. The control module calculates a target torque for each in-wheel motor based on the total torque request and steering angle, along with at least one of multiple specified parameters. This method employs three operating modes for torque vectoring. The first calculates the target motor torque and torque distribution ratio for each motor based on the total torque request and steering angle, according to vehicle speed. The second calculates the target motor torque and torque distribution ratio for each wheel motor based on the total torque request and steering angle, according to vehicle speed, yaw angle, and lateral acceleration. The third calculates the target torque for each wheel motor based on vehicle speed and wheel speed, and reduces the target motor torque if the wheel slip exceeds a predetermined threshold. Where LWS is the left drive wheel speed, RWS is the right drive wheel speed, and NWS is the average of the left and right drive wheel speeds. However, this method does not distribute the reduced torque to other wheels when wheel slip reduces the target torque of the corresponding motor, making it difficult to ensure that the total required torque is met, resulting in a loss of power.

[0050] In other examples, such as Figure 2 As shown, the torque distribution control strategy also includes methods for implementing torque vectoring control in a wheel drive system using acceleration sensors. This system determines vehicle motion based on longitudinal and lateral acceleration and sets a torque vectoring distribution mode. The system includes an acceleration data calculation module, a module for determining vehicle motion based on acceleration, a torque vectoring module based on the motion state, and a vehicle drive module based on torque vectoring distribution. The vehicle motion state is divided into a stable region (angles below a first azimuth angle); an auxiliary region (between the first and second azimuth angles); and an emergency region (above the second azimuth angle). The vehicle motion state is determined using one of these regions. Vehicle control involves the Electronic Stability Control (ESC) in the emergency region and inputs reverse torque. Torque vectoring is engaged in the stable and auxiliary regions, where torque is reduced on the inner wheel in the stable region and altered on the inner and outer wheels in the auxiliary region. However, this system lacks clear driving force requirements, resulting in the possibility of a reduction in total driving torque during torque vectoring, which can reduce vehicle dynamics.

[0051] Torque vectoring is often achieved by monitoring wheel speed or yaw rate, comparing it with the calculated target wheel speed or target yaw rate, calculating the yaw moment difference, and adjusting the torque distribution at each wheel end.

[0052] However, this type of torque vectoring is limited by traditional transmission architectures, typically distributing torque to a single wheel or two coaxial wheels based on lateral dynamic targets. This limited distribution method makes it difficult to meet the torque requirements of the VCU (Vehicle Control Unit), the central control unit of new energy vehicles, while maintaining vehicle stability.

[0053] Based on this, the present application proposes a vehicle drive control method, which performs torque vector control while meeting the total torque demand of the vehicle, thereby improving the lateral dynamic limit and stability of the vehicle.

[0054] Figure 3 This is a flowchart of a vehicle driving control method according to an embodiment of the present application.

[0055] like Figure 3 As shown, the vehicle includes a first motor, a second motor, and a third motor. The first motor is used to drive two wheels of a first shaft, the second motor is used to drive a first wheel of a second shaft, and the third motor is used to drive a second wheel of the second shaft. The vehicle drive control method includes:

[0056] S301, when the lateral driving state of the vehicle is a preset driving state, the pre-allocated torque of each motor is corrected according to the driving data of the vehicle to obtain the target allocated torque of each motor, wherein the sum of the pre-allocated torques of each motor is the same as the sum of the target allocated torques of each motor.

[0057] S302 : Control the first motor, the second motor, and the third motor according to the target distributed torque.

[0058] Illustratively, the driving control method of the vehicle of the present application first obtains the total vehicle torque. The total vehicle torque can be calculated by the vehicle control unit VCU according to the depth of the driver's accelerator pedal, or the total vehicle torque can be obtained through other vehicle data. The total vehicle torque is reasonably pre-distributed to obtain the pre-distributed torque. The pre-distributed torque is for each motor, that is, one motor corresponds to one pre-distributed torque.

[0059] For example, this application is described using a three-motor four-wheel drive vehicle with a single front motor and two rear motors as an example. Figure 4As shown, the three-motor vehicle has a shared motor for the front two wheels, while the rear two wheels are each driven by a separate motor. The left and right rear wheels can be steered by a rear-wheel steering system, and all four wheels are equipped with wheel-end brake calipers. The first axle of the vehicle is, for example, the front axle, and the second axle is, for example, the rear axle. The pre-distributed torque obtained by pre-distributing the total torque of the vehicle includes torque for the front axle motor and torque for each rear axle motor. It can be understood that one pre-distributed torque corresponds to one front axle motor, and one pre-distributed torque corresponds to each of the two rear axle motors.

[0060] For example, after pre-distributing torque, the present application also considers the effects of wheel speed differences and / or vehicle lateral dynamics. To improve vehicle dynamic performance, the pre-distributed torque can be modified. For example, if the vehicle's lateral driving state is a preset state, the pre-distributed torque is modified based on the vehicle's driving data to obtain a target distributed torque. Finally, each motor is controlled to drive the vehicle according to the target distributed torque.

[0061] The vehicle drive control method of this application uses the total vehicle torque provided by the vehicle control unit (VCU) as the basis for torque distribution, improving the vehicle's lateral dynamic performance while ensuring the required total torque. Furthermore, leveraging the structural advantages of a three-motor drive system, torque can be rationally distributed between the front and rear axles, and between the left and right wheels on the rear axle, according to the set control strategy, effectively leveraging the effects of torque vectoring. Furthermore, the torque distribution is modified by taking into account the effects of wheel speed differences and lateral vehicle dynamics, balancing the vehicle's power requirements with driving stability.

[0062] It should be noted that the vehicle driving control method of the present application is applicable when the vehicle is in a driving condition.

[0063] The torque pre-distribution of the total vehicle torque is further explained below.

[0064] As an example, performing torque pre-distribution on the total torque of the vehicle includes: performing torque pre-distribution on the total torque of the vehicle according to the dynamic load of the vehicle and the driving data of the vehicle.

[0065] For example, total vehicle torque is calculated by the vehicle control unit (VCU). For example, total vehicle torque can be calculated based on how deeply the driver presses the accelerator pedal. The deeper the driver presses the accelerator pedal, the greater the total vehicle torque demand. Pre-allocation of total vehicle torque is performed based on the vehicle's dynamic load and driving data. The vehicle's dynamic load needs to be calculated for each wheel. Vehicle driving data includes data such as lateral acceleration, longitudinal acceleration, and vehicle speed.

[0066] Next, we will explain in detail how to calculate the dynamic loads on a vehicle. The first axle of a vehicle is, for example, the front axle, and the second axle is, for example, the rear axle. The first axle includes the left front wheel and the right front wheel, and the second axle includes the left rear wheel and the right rear wheel. The left rear wheel is, for example, the first wheel of the second axle, and the right rear wheel is, for example, the second wheel of the second axle.

[0067] As an example, a vehicle may include a dynamic load estimation module, which may calculate the dynamic load of each wheel of the vehicle based on vehicle structural parameters and vehicle driving state information. The vehicle structural parameters include vehicle mass, vehicle center of mass position, wheelbase, track width, and other parameters. The process of calculating the dynamic load of each wheel is as follows:

[0068] The dynamic load on the front axle is F_F^D, the dynamic load on the rear axle is F_R^D, the dynamic load on the left front wheel is F_FL^D, the dynamic load on the right front wheel is F_FR^D, the dynamic load on the left rear wheel is F_RL^D, and the dynamic load on the right rear wheel is F_RR^D.

[0069] Front axle dynamic load: F_F^D=F_F^S-(\frac{1}{2}S·C_D·\rho·v^2+m·a_x)\frac{h_g}{L_veh};

[0070] Left front wheel dynamic load: F_FL^D = (frac{1}{2}+\frac{a_y·h_g}{g·L_F})F_F^D;

[0071] Right front wheel dynamic load: F_FR^D = (frac{1}{2}-\frac{a_y·h_g}{g·L_F})F_F^D;

[0072] Rear axle dynamic load F_R^D=F_R^S+(\frac{1}{2}S·C_D·\rho·v^2+m·a_x)\frac{h_g}{L_veh};

[0073] Left rear wheel dynamic load: F_RL^D = (frac{1}{2}+\frac{a_y·h_g}{g·L_R})F_R^D;

[0074] Right rear wheel dynamic load: F_RR^D = (frac{1}{2}-\frac{a_y·h_g}{g·L_R})F_R^D;

[0075] Where F_F^S is the static load on the front axle, and F_R^S is the static load on the rear axle. The front and rear axle static loads F_F^S and F_R^S can be directly measured in advance. The front and rear axle dynamic loads F_F^D and F_R^D are then calculated based on the vehicle's front and rear axle static loads and vehicle structural parameters (mass, center of mass, wheelbase, and track width). The left front wheel dynamic loads F_FL^D and right front wheel dynamic loads F_FR^D are then calculated based on the front axle dynamic load and vehicle structural parameters. The left rear wheel dynamic loads F_RL^D and right rear wheel dynamic loads F_RR^D are calculated based on the rear axle dynamic load and vehicle structural parameters.

[0076] Among them, a_x is the vehicle's longitudinal acceleration, which represents the vehicle's acceleration in the forward direction of travel; a_y is the vehicle's lateral acceleration, with forward and left directions being positive, respectively; h_g is the height of the center of mass; g is the acceleration due to gravity; L_veh is the wheelbase; L_F is the distance between the front wheels; L_R is the distance between the rear wheels; S is the vehicle's frontal area; rho is the air density; C_D is the air hysteresis coefficient; v is the vehicle's speed (which can be an estimated speed); m is the vehicle's mass; frac represents a fraction; frac{}{} represents the ratio of the previous {} content to the next {} content; for example, frac{1}{2} represents one-half.

[0077] The dynamic load on each wheel is calculated using the above method. In some cases, dynamic load can also be obtained through other methods, such as directly measuring parameters such as stress and strain. Next, torque pre-distribution is performed on the total vehicle torque based on the vehicle's dynamic load and driving data.

[0078] As an example, Figure 5 As shown, according to the dynamic load of the vehicle and the driving data of the vehicle, the total torque of the vehicle is pre-distributed, including:

[0079] S501, determining the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor based on the dynamic load of the vehicle, the driving data of the vehicle, and the fifth mapping relationship, wherein the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle, and the torque distribution ratio.

[0080] S502 : Pre-distribute the total torque of the vehicle based on the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor.

[0081] For example, the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle, and the torque distribution ratio. The torque distribution ratio of each motor is obtained based on the dynamic load of each wheel, the driving data of the vehicle, and the fifth mapping relationship. The sum of the torque distribution ratios of all motors is 1. This application takes a vehicle with a three-motor architecture as an example. The sum of the torque distribution ratio of the front axle motor and the torque distribution ratio of the two rear axle motors is 1. The pre-distributed torque of the motor is obtained by multiplying the torque distribution ratio of the motor by the total torque of the vehicle.

[0082] As an example, Figure 6 As shown, according to the dynamic load of the vehicle, the driving data of the vehicle and the fifth mapping relationship, the torque distribution ratio of the first motor, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor are determined, including:

[0083] S601 : According to the ratio of the first shaft dynamic load to the total dynamic load and the driving data of the vehicle, query the fifth mapping sub-relationship to obtain the torque distribution ratio of the first motor.

[0084] S602: Obtain the torque distribution ratio of the second shaft based on the torque distribution ratio of the first motor.

[0085] S603, based on the ratio of the dynamic load of the second motor to the total dynamic load, the torque distribution ratio of the second shaft, and the driving data of the vehicle, query the sixth mapping sub-relationship to obtain the target ratio between the torque of the second motor and the torque of the second shaft; and based on the torque distribution ratio of the second shaft and the target ratio, obtain the torque distribution ratio of the second motor.

[0086] S604 : Obtain a torque distribution ratio of the third motor based on the torque distribution ratio of the second shaft and the torque distribution ratio of the second motor.

[0087] Exemplarily, the fifth mapping relationship includes a fifth mapping sub-relationship and a sixth mapping sub-relationship. The front axle dynamic load is F_F^D. Based on the above calculation, the total dynamic load is the sum of the front axle dynamic load and the rear axle dynamic load, and the total dynamic load is F_F^D + F_R^D. The ratio of the front axle dynamic load to the total dynamic load is F_F^D / (F_F^D + F_R^D). The vehicle's driving data includes the vehicle's longitudinal acceleration a_x, the vehicle's lateral acceleration a_y, and the vehicle's speed v (which may be an estimated speed).

[0088] Based on the ratio of the front axle dynamic load to the total dynamic load (F_F^D / (F_F^D + F_R^D), the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the estimated vehicle speed v), the fifth mapping sub-relationship is queried to obtain the torque distribution ratio for the front axle motor (the first motor). The torque distribution ratio for the front axle motor is denoted as Tk_F. The fifth mapping sub-relationship can be a pre-set Table 1, which represents the mapping relationship between the ratio of the front axle dynamic load to the total dynamic load (F_F^D / (F_F^D + F_R^D), the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, the estimated vehicle speed v, and the torque distribution ratio Tk_F for the front axle motor. Based on the torque distribution ratio of the front axle motor, the torque distribution ratio for the rear axle multiple motors is obtained. The torque distribution ratio for the rear axle multiple motors is denoted as Tk_R, where Tk_R = 1-Tk_F.

[0089] Exemplarily, the rear axle has two motors, namely the second motor and the third motor. Next, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor are calculated respectively. Taking the motor corresponding to the left rear wheel as the second motor as an example, the dynamic load of the left rear wheel motor (second motor) is F_RL^D. From the above calculation, the total dynamic load is F_F^D+F_R^D, and the ratio of the dynamic load of the left rear wheel motor (second motor) to the total dynamic load is F_RL^D / (F_F^D+F_R^D). According to the ratio of the dynamic load of the left rear wheel motor (second motor) to the total dynamic load F_RL^D / (F_F^D+F_R^D), the torque distribution ratio of the rear axle multi-motor Tk_R, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y and the estimated vehicle speed v, the sixth mapping sub-relationship is queried to obtain the target ratio Tk_RL / Tk_R between the torque of the left rear wheel motor (second motor) and the torque of the rear axle multi-motor. The target ratio Tk_RL / Tk_R represents the ratio of the torque of the left rear wheel motor (second motor) to the torque of the rear axle multi-motor. The sixth mapping sub-relationship may be a pre-set Table 2, which represents the mapping relationship between the ratio of the second motor's dynamic load to the total dynamic load (F_RL^D / (F_F^D + F_R^D), the vehicle's longitudinal acceleration a_x, the vehicle's lateral acceleration a_y, the estimated vehicle speed v, and the target ratio Tk_RL / Tk_R. The target ratio Tk_RL / Tk_R is multiplied by the rear axle multi-motor torque distribution ratio Tk_R to obtain the torque distribution ratio Tk_RL for the left rear wheel motor (the second motor): the left rear wheel motor torque distribution ratio Tk_RL = Tk_R × Tk_RL / Tk_R.

[0090] According to the torque distribution ratio Tk_R for the rear axle multi-motor and the torque distribution ratio Tk_RL for the left rear wheel motor (second motor), the torque distribution ratio Tk_RR for the right rear wheel motor (third motor) is obtained, and the torque distribution ratio Tk_RR of the right rear wheel motor (third motor) is Tk_R=Tk_R-Tk_RL.

[0091] Of course, the right rear wheel motor can also be used as the second motor and the left rear wheel motor as the third motor. The torque distribution ratio of the right rear wheel motor is calculated first, and then the torque distribution ratio of the left rear wheel motor is calculated.

[0092] For example, after determining the torque distribution ratio for each motor using the above method, the respective torque distribution ratios are multiplied by the total vehicle torque to obtain the pre-distributed torque for each motor. For example, if the total vehicle torque is T_VCU, which is previously determined, the torque distribution ratio for the front axle motor is Tk_F, the torque distribution ratio for the left rear wheel motor is Tk_RL, and the torque distribution ratio for the right rear wheel motor is Tk_RR, then the pre-distributed torque for the front axle motor is T_F = Tk_F × T_VCU, the pre-distributed torque for the left rear wheel motor is T_RL = Tk_RL × T_VCU, and the pre-distributed torque for the right rear wheel motor is T_RR = Tk_RR × T_VCU.

[0093] This application makes use of the structural advantages of the three-motor drive to reasonably pre-distribute the torque of the front and rear axles and the left and right wheels of the rear axle according to the set control strategy, effectively exerting the effect of torque vector control.

[0094] This application also takes into account the influence of wheel speed difference and / or vehicle lateral dynamics, and corrects the pre-allocated torque, taking into account the vehicle's power requirements and driving stability. When the vehicle's lateral driving state is a preset driving state, the pre-allocated torque is corrected according to the vehicle's driving data to obtain the target allocated torque, and the target allocated torque is for each motor.

[0095] As an example, Figure 7 As shown, based on the vehicle's driving data, the pre-distributed torque of each motor is corrected to obtain the target distributed torque of each motor, including:

[0096] S701 : Determine a first torque correction value of the first motor, a second torque correction value of the second motor, and a third torque correction value of the third motor according to driving data of the vehicle.

[0097] S702 , correct the pre-allocated torque of the first motor based on the first torque correction value, correct the pre-allocated torque of the second motor based on the second torque correction value, and correct the pre-allocated torque of the third motor based on the third torque correction value.

[0098] S703: The corrected torque of each motor is used as the target distributed torque of each motor.

[0099] For example, the vehicle's driving data includes, for example, longitudinal acceleration a_x, lateral acceleration a_y, and vehicle speed v. A first torque correction value for the first motor is obtained by looking up the vehicle's driving data. A second torque correction value for the second motor and a third torque correction value for the third motor are obtained by looking up the vehicle's driving data. The pre-allocated torques of the first motor, the second motor, and the third motor are corrected based on the first torque correction value, the second torque correction value, and the third torque correction value, respectively. In one example, the first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

[0100] As an example, based on the first torque correction value, the pre-distributed torque of the first motor is corrected by subtracting the first torque correction value from the pre-distributed torque of the first motor. Based on the second torque correction value, the pre-distributed torque of the second motor is corrected by correcting the second torque correction value. Based on the third torque correction value, the pre-distributed torque of the third motor is corrected by adding the second torque correction value to the pre-distributed torque of the second motor and adding the third torque correction value to the pre-distributed torque of the third motor.

[0101] In one example, the second torque correction value is the same as the third torque correction value. For example, the second torque correction value and the third torque correction value are both half of the first torque correction value.

[0102] In another example, the second torque correction value is different from the third torque correction value. The embodiment of the present application mainly describes this situation in detail as follows.

[0103] Correcting the pre-distributed torque of the second motor based on the second torque correction value and correcting the pre-distributed torque of the third motor based on the third torque correction value includes obtaining specific correction values for the second motor and the third motor, where the second torque correction value is, for example, equal to one-half of the first torque correction value minus the specific correction value, and the third torque correction value is, for example, equal to one-half of the first torque correction value plus the specific correction value. Specifically, for the second motor of the two rear axle motors, the pre-distributed torque of the second motor is added to one-half of the first torque correction value and subtracted from the specific correction value to obtain a target distributed torque for the second motor. For the third motor of the two rear axle motors, the pre-distributed torque of the third motor is added to one-half of the first torque correction value and added to the specific correction value to obtain a target distributed torque for the third motor.

[0104] The lateral driving state of the vehicle may include multiple situations. This embodiment takes two situations as examples. In the first situation, the lateral driving state of the vehicle can be characterized by wheel speed difference, and in the second situation, it can be characterized by the turning state of the vehicle.

[0105] When the lateral driving state of the vehicle is represented by the wheel speed difference, the first torque correction value is the axle correction value TΔ_Xs, and the corrected target distributed torque of the front axle motor = the pre-distributed torque T_F for the front axle motor - the axle correction value TΔ_Xs. Taking the left rear wheel motor as the second motor as an example, the first torque correction value is the shaft correction value TΔ_Xs, and the specific correction value for the second motor and the third motor is the wheel correction value TΔ_wh (it should be noted that the wheel correction value TΔ_wh corresponding to the two rear wheels is the same), the target distributed torque of the left rear wheel motor (second motor) = the pre-distributed torque T_RL of the left rear wheel motor + 0.5×shaft correction value TΔ_Xs-wheel correction value TΔ_wh, and the target distributed torque of the right rear wheel motor (third motor) = the pre-distributed torque T_RL of the right rear wheel motor + 0.5×shaft correction value TΔ_Xs+wheel correction value TΔ_wh. At this time, the second torque correction value is (0.5×shaft correction value TΔ_Xs-wheel correction value TΔ_wh), and the third torque correction value is (0.5×shaft correction value TΔ_Xs+wheel correction value TΔ_wh). This is the first calculation method. When the wheel correction value TΔ_wh is not zero, the second torque correction value is different from the third torque correction value. When the wheel correction value TΔ_wh is zero, the second torque correction value is the same as the third torque correction value.

[0106] When the vehicle's turning state represents the lateral driving state of the vehicle, the first torque correction value is the lateral shaft correction value TCΔ_Xs, and the corrected target distributed torque of the front axle motor = the pre-distributed torque T_F for the front axle motor - the lateral shaft correction value TCΔ_Xs. When the first torque correction value is the driving shaft correction value TCΔ_Xs and the specific correction value for the second motor and the third motor is the driving wheel correction value TCΔ_wh, the target distributed torque of the left rear wheel motor (second motor) = the pre-distributed torque T_RL of the left rear wheel motor + 0.5×the driving shaft correction value TCΔ_Xs-the driving wheel correction value TCΔ_wh, and the target distributed torque of the right rear wheel motor (third motor) = the pre-distributed torque T_RL of the right rear wheel motor + 0.5×the driving shaft correction value TCΔ_Xs+the driving wheel correction value TCΔ_wh. At this time, the second torque correction value is (0.5×the driving shaft correction value TCΔ_Xs-the driving wheel correction value TCΔ_wh), and the third torque correction value is (0.5×the driving shaft correction value TCΔ_Xs+the driving wheel correction value TCΔ_wh). This is the second calculation method. When the jogging wheel correction value TCΔ_wh is not zero, the second torque correction value is different from the third torque correction value. When the jogging wheel correction value TCΔ_wh is zero, the second torque correction value is the same as the third torque correction value.

[0107] In one example, the present application may perform torque correction based only on the shaft correction value TΔ_Xs and the wheel correction value TΔ_wh, for example, directly correcting the pre-allocated torque, as described in the first calculation method above.

[0108] In another example, the torque correction may be performed only based on the lateral drive shaft correction value TCΔ_Xs and the lateral drive wheel correction value TCΔ_wh, for example, the pre-allocated torque may be corrected directly, as described in the second calculation method above.

[0109] Or in another example, the pre-allocated torque can be first corrected based on the shaft correction value TΔ_Xs and the wheel correction value TΔ_wh to obtain a preliminary corrected torque (such as the first calculation method above), and then the preliminary corrected torque can be further corrected based on the lateral shaft correction value TCΔ_Xs and the lateral wheel correction value TCΔ_wh (similar to the second calculation method above, only the various pre-allocated torques need to be replaced with the preliminary corrected torque).

[0110] Or in another example, the pre-allocated torque can be first corrected based on the lateral shaft correction value TCΔ_Xs and the lateral wheel correction value TCΔ_wh to obtain a preliminary corrected torque (such as the second calculation method above), and then the preliminary corrected torque can be further corrected based on the shaft correction value TΔ_Xs and the wheel correction value TΔ_wh (similar to the first calculation method above, only the various pre-allocated torques need to be replaced with the preliminary corrected torque).

[0111] For ease of understanding, this application details two corrections to the pre-allocated torque: first, a torque correction based on wheel speed differentials, and then a further torque correction based on the vehicle's steering state. The torque correction based on wheel speed differentials is based on two parameters: the axle correction value, TΔ_Xs, and the wheel correction value, TΔ_wh. The torque correction based on vehicle steering state is based on two parameters: the lateral axle correction value, TCΔ_Xs, and the lateral wheel correction value, TCΔ_wh. Both wheel speed differential and lateral dynamics corrections improve lateral dynamic performance.

[0112] The correction based on wheel speed difference is further explained below.

[0113] As an example, the lateral driving state of a vehicle is represented based on the wheel speed difference data of the vehicle, wherein the preset driving state includes the wheel speed difference of the vehicle being greater than a preset wheel speed difference threshold, that is, when the wheel speed difference of the vehicle is greater than the preset wheel speed difference threshold, controlling the vehicle based on the pre-allocated torque may result in a larger wheel speed difference, thereby affecting the lateral characteristics of the vehicle, and therefore the pre-allocated torque needs to be corrected based on the wheel speed difference.

[0114] Exemplarily, the vehicle includes a wheel speed difference torque check module (WS-TC, Wheel Speed-Torque Check), which corrects the pre-allocated torque according to whether the wheel speed difference of the vehicle is greater than a preset wheel speed difference threshold.

[0115] As an example, the wheel speed difference data includes: a wheel speed difference obtained based on the measured wheel speed; or a wheel speed difference obtained based on the corrected wheel speed, wherein the corrected wheel speed is obtained by correcting the measured wheel speed based on at least one of the vehicle's yaw angular velocity, the turning angle of each front axle wheel, and the front axle wheelbase.

[0116] For example, when the pre-distributed torque is corrected based on the wheel speed difference, the four wheel speeds can be directly measured and the pre-distributed torque can be corrected based on the wheel speed difference obtained by the measured wheel speeds. Alternatively, the wheel speeds can be corrected and the pre-distributed torque can be corrected based on the wheel speed difference obtained after the corrected wheel speeds. The wheel speeds directly measured for the left front wheel, right front wheel, left rear wheel, and right rear wheel are v respectively. FL 、v FR 、v RL and v RR , the wheel speed is corrected based on the yaw angular velocity to obtain the corrected wheel speed. The calculation formula is shown as follows:

[0117]

[0118]

[0119]

[0120]

[0121] in, and are the corrected left front wheel, right front wheel, left rear wheel and right rear wheel speeds, θ FL and θ FR are the left front wheel angle and the right front wheel angle respectively, β is the yaw rate, b F and b R are the front and rear axle track respectively, and the parameter left front wheel angle θ FL , right front wheel turning angle θ FR , yaw rate β, front axle track b F 、Rear axle track b R It is understood that the wheel speed v can be measured by other methods, such as correcting the wheel speed according to the slip parameters of each wheel. It is understood that when processing the wheel speed difference data below, the wheel speed v can be directly measured. FL 、v FR 、vRL and v RR The wheel speed difference obtained can also be corrected using the wheel speed and The obtained wheel speed difference.

[0122] As an example, a first torque correction value for the first motor is determined based on the vehicle's driving data, including: when the wheel speed difference data indicates that the difference between the wheel speeds of the first axle wheels and the second axle wheels is greater than a first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and a first mapping relationship, wherein the first mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction value of the first motor; wherein the vehicle's driving data includes at least one of the following: the turning angle of the second axle wheel, the difference between the average wheel speed of each wheel of the first axle and the average wheel speed of each wheel of the second axle, the vehicle's longitudinal acceleration, the vehicle's lateral acceleration, and the vehicle's speed.

[0123] Exemplarily, the wheel speed difference torque verification module determines whether the difference between the front wheel speed and the rear wheel speed is greater than a first preset wheel speed difference threshold value. The average of the left front wheel speed and the right front wheel speed can be taken as the front wheel speed, and the average of the left rear wheel speed and the right rear wheel speed can be taken as the rear wheel speed. When the difference between the front wheel speed and the rear wheel speed is greater than the first preset wheel speed difference threshold value, it indicates that the wheel speed difference between the front wheel and the rear wheel is too large, which may cause lateral instability of the vehicle. At this time, based on the vehicle's driving data and the first mapping relationship, a first torque correction value is obtained by looking up the table. At this time, the first torque correction value is the shaft correction value TΔ_Xs.

[0124] As an example, when the wheel speed difference data indicates that the difference between the wheel speeds of the wheels of the first axle and the wheel speeds of the second axle is greater than a first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the first mapping relationship, including: when the average wheel speed of each wheel on the first axle is greater than the average wheel speed of each wheel on the second axle and the difference between the two average values is greater than the first axle wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the first mapping sub-relationship; when the average wheel speed of each wheel on the second axle is greater than the average wheel speed of each wheel on the first axle and the difference between the two average values is greater than the second axle wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and the second mapping sub-relationship.

[0125] Exemplarily, the first preset wheel speed difference threshold includes a front axle wheel speed difference threshold and a rear axle wheel speed difference threshold, the first preset wheel speed difference threshold includes a front axle wheel speed difference threshold and a rear axle wheel speed difference threshold, and the first mapping relationship includes a first mapping sub-relationship (e.g., Table 3) and a second mapping sub-relationship (e.g., Table 4). When the average value of the front wheel speed is greater than the average value of the rear wheel speed, and the difference between the average value of the front wheel speed and the average value of the rear wheel speed is greater than the front axle wheel speed difference threshold, that is, the average value of the left front wheel speed and the right front wheel speed minus the average value of the left rear wheel speed and the right rear wheel speed > the front axle wheel speed difference threshold, the front axle wheel speed difference threshold may be pre-calibrated data. Based on the vehicle's driving data and the first mapping sub-relationship, a first torque correction value is determined. The vehicle's driving data includes the steering angle of the rear axle wheels, the difference between the average wheel speeds of the front axle wheels and the average wheel speeds of the rear axle wheels, the vehicle's longitudinal acceleration a_x, the vehicle's lateral acceleration a_y, and the vehicle's speed v. Based on the steering angle of the rear axle wheels (it should be noted that the steering angles of the two rear wheels may be the same or different), the difference between the average wheel speeds of the front axle wheels and the average wheel speeds of the rear axle wheels, the vehicle's longitudinal acceleration a_x, the vehicle's lateral acceleration a_y, and the vehicle's speed v, the first mapping sub-relationship (Table 3) is queried to obtain a first torque correction value, i.e., the axle correction value TΔ_Xs.

[0126] For example, when the average rear wheel speed is greater than the average front wheel speed, and the difference between the two is greater than the rear axle speed difference threshold, that is, the average of the left and right rear wheel speeds minus the average of the left and right front wheel speeds > the rear axle speed difference threshold, the rear axle speed difference threshold may be pre-calibrated data. Based on the rear axle wheel angle, the difference between the average rear axle wheel speeds and the average front axle wheel speeds, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v, the second mapping sub-relationship (Table 4) is queried to obtain a first torque correction value, i.e., the axle correction value TΔ_Xs.

[0127] As an example, based on the vehicle's driving data, a second torque correction value for the second motor and a third torque correction value for the third motor are determined, including: when the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than a second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and a second mapping relationship, wherein the second mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction values of the second motor and the third motor; wherein the vehicle's driving data includes at least one of the following: the turning angle of each wheel of the second shaft, the difference between the wheel speeds of each wheel of the second shaft, the vehicle's longitudinal acceleration, the vehicle's lateral acceleration, and the vehicle speed.

[0128] Exemplarily, the first torque correction value is an axle correction value, and the pre-distributed torque of the front wheel motor can be corrected solely based on the axle correction value. However, since the rear wheel end includes two motors, the pre-distributed torque of the rear wheel end motors also needs to be corrected using the wheel correction value. The wheel speed difference torque verification module determines whether the difference between the wheel speeds of the rear wheels is greater than a second preset wheel speed difference threshold. If the difference between the wheel speeds of the two rear wheels is greater than the second preset wheel speed difference threshold, it indicates that the difference between the two rear wheel speeds is too large, which may cause lateral instability of the vehicle. In this case, specific correction values for the second and third motors are determined based on the rear axle wheel angle, the difference between the wheel speeds of the rear axle wheels, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, the vehicle speed v, and the second mapping relationship. In this case, the specific correction value is the wheel correction value TΔ_wh. Then, based on the first torque correction value and the specific correction value, the second and third torque correction values are determined. For example, the second torque correction value is half of the first torque correction value minus the specific correction value, and the third torque correction value is half of the first torque correction value plus the specific correction value.

[0129] As an example, when the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than the second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined according to the vehicle's driving data and the second mapping relationship, including: when the first wheel speed is greater than the second wheel speed and the difference between the two is greater than the first wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the third mapping sub-relationship; when the second wheel speed is greater than the first wheel speed and the difference between the two is greater than the second wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the fourth mapping sub-relationship.

[0130] Exemplarily, the second preset wheel speed difference threshold includes a first wheel speed difference threshold and a second wheel speed difference threshold, and the second mapping relationship includes a third mapping sub-relationship (e.g., Table 5) and a fourth mapping sub-relationship (e.g., Table 6). The first wheel of the second axle may be the left rear wheel, and the second wheel of the second axle may be the right rear wheel. When the left rear wheel speed (first wheel speed) minus the right rear wheel speed (second wheel speed) exceeds the first wheel speed difference threshold, the third mapping sub-relationship (Table 5) is queried based on the rear axle wheel angle, the difference between the left rear wheel speed and the right rear wheel speed, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain a specific correction value. In this case, the specific correction value is the wheel correction value TΔ_wh, the second torque correction value is half of the first torque correction value minus the specific correction value, and the third torque correction value is half of the first torque correction value plus the specific correction value.

[0131] Exemplarily, when the right rear wheel speed (the second wheel speed) - the left rear wheel speed (the first wheel speed) > the second wheel speed difference threshold, the fourth mapping sub-relationship (Table 6) is queried based on the steering angle of the rear axle wheel, the difference between the right rear wheel speed and the left rear wheel speed, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain a specific correction value. At this time, the specific correction value is the wheel correction value TΔ_wh, the second torque correction value is half of the first torque correction value minus the specific correction value, and the third torque correction value is half of the first torque correction value plus the specific correction value.

[0132] Next, the pre-distributed torque of the first motor is corrected according to the first torque correction value (shaft correction value TΔ_X). The second torque correction value and the third torque correction value are obtained based on the first torque correction value (shaft correction value TΔ_X) and the specific correction value (wheel correction value TΔ_wh). The pre-distributed torque of each rear wheel motor is corrected based on the second torque correction value and the third torque correction value. The correction formula is as follows:

[0133] The front axle motor preliminary correction torque=the pre-allocated torque T_F of the front axle motor-the axle correction value TΔ_Xs. The first torque correction value may be the axle correction value TΔ_X.

[0134] The first correction torque of the left rear motor = the pre-allocated torque T_RL of the left rear motor + 0.5 × the axle correction value TΔ_Xs - the wheel correction value TΔ_wh. The second torque correction value may be 0.5 × the axle correction value TΔ_Xs - the wheel correction value TΔ_wh.

[0135] The right rear motor preliminary correction torque = the right rear motor pre-allocated torque T_RR + 0.5 × the axle correction value TΔ_Xs + the wheel correction value TΔ_wh. The third torque correction value may be 0.5 × the axle correction value TΔ_Xs + the wheel correction value TΔ_wh.

[0136] This application also takes into account the influence of wheel speed difference and corrects the torque distribution to ensure the stability of vehicle driving.

[0137] If torque correction is only required based on the wheel speed difference, the preliminary correction torque of the front axle motor, the preliminary correction torque of the left rear motor, and the preliminary correction torque of the right rear motor can be used as the final target distributed torque.

[0138] In another example, in addition to performing torque correction on the pre-allocated torque based on the wheel speed difference, the initially corrected torque may be further corrected based on the vehicle steering state.

[0139] The following is a detailed description of further corrections based on the vehicle's steering state.

[0140] As an example, the lateral driving state of the vehicle is represented based on the steering state data of the vehicle, wherein the preset driving state includes an oversteering state or an understeering state.

[0141] Exemplarily, the vehicle also includes a lateral dynamic torque verification module (LD-TC, Lateral Dynamic-TorqueCheck), which checks whether the allocated torque will cause understeering or oversteering characteristics. When the lateral driving state of the vehicle is an oversteering state or an understeering state, the lateral dynamic torque verification module corrects the torque.

[0142] As an example, determining the lateral driving state of a vehicle includes: obtaining an actual yaw rate and an ideal yaw rate of the vehicle; and determining a steering state of the vehicle based on a difference between the actual yaw rate and the ideal yaw rate and a preset yaw rate threshold.

[0143] For example, determining whether the vehicle's lateral driving state is an oversteer state or an understeer state can be performed by comparing the vehicle's actual yaw rate with its ideal yaw rate. First, the vehicle's actual yaw rate and ideal yaw rate are obtained. The actual yaw rate is obtained based on actual measurements, and the ideal yaw rate is calculated as follows:

[0144]

[0145] in, is the ideal yaw rate, v is the vehicle speed, L is the vehicle wheelbase, K is the stability factor, which can be measured by experiment, δ f =(θ FL +θ FR ) / 2 is a two-degree-of-freedom model, where the two degrees of freedom are usually the front wheel angle under the vehicle's longitudinal velocity and yaw rate (lateral).

[0146] Exemplarily, the preset yaw rate thresholds include an oversteer threshold and an understeer threshold. Oversteer is determined when the actual yaw rate is greater than the sum of the ideal yaw rate and the oversteer threshold. A positive direction is set for both left and right turns to ensure that the yaw rate is always non-negative. Understeer is determined when the actual yaw rate is less than the difference between the ideal yaw rate and the understeer threshold. Calibration of the oversteer and understeer thresholds is required.

[0147] If oversteer is detected, the torque of the corresponding axle and wheel is modified to provide a negative yaw acceleration to reduce the yaw rate. Conversely, if understeer is detected, the torque of the corresponding axle and wheel is modified to provide a positive yaw acceleration to increase the yaw rate.

[0148] As an example, determining a first torque correction value for the first motor, a second torque correction value for the second motor, and a third torque correction value for the third motor based on vehicle driving data includes:

[0149] determining a first torque correction value according to the vehicle driving data and a third mapping relationship, wherein the third mapping relationship represents a relationship between the vehicle driving data and the torque correction value of the first motor;

[0150] Determining the second torque correction value and the third torque correction value based on the vehicle's driving data and a fourth mapping relationship, wherein the fourth mapping relationship represents a relationship between the vehicle's driving data and the torque correction values of each motor of the second axis;

[0151] The vehicle driving data includes at least one of the following: the turning angle of the second axle wheel, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the vehicle longitudinal acceleration, the vehicle lateral acceleration, and the vehicle speed.

[0152] It should be noted that the third mapping relationship corresponding to the oversteering state (such as Table 7) is different from the third mapping relationship corresponding to the understeering state (such as Table 9); the fourth mapping relationship corresponding to the oversteering state (such as Table 8) is different from the fourth mapping relationship corresponding to the understeering state (such as Table 10).

[0153] The following description is divided into two situations: oversteering state and understeering state.

[0154] When the vehicle is in an understeer state, a third mapping relationship is consulted based on the rear wheel angle, the difference between the desired and actual yaw velocities, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain a first torque correction value. In this case, the first torque correction value is the lateral axle correction value TCΔ_Xs. A fourth mapping relationship is consulted based on the rear wheel angle, the difference between the desired and actual yaw velocities, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain specific correction values for the second and third motors. In this case, the specific correction value is the lateral axle correction value TCΔ_wh. Second and third torque correction values are determined based on the first and specific correction values.

[0155] When the vehicle's lateral driving state is an oversteer state, a third mapping relationship is consulted based on the rear axle wheel angle, the difference between the actual yaw rate and the ideal yaw rate, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain a first torque correction value. In this case, the first torque correction value is the lateral axle correction value TCΔ_Xs. A fourth mapping relationship is consulted based on the rear axle wheel angle, the difference between the actual yaw rate and the ideal yaw rate, the vehicle longitudinal acceleration a_x, the vehicle lateral acceleration a_y, and the vehicle speed v to obtain specific correction values for the second and third motors. In this case, the specific correction value is the lateral axle correction value TCΔ_wh. Second and third torque correction values are determined based on the first torque correction value and the specific correction value.

[0156] Next, the preliminary correction torque of the front wheel motor is corrected based on the first torque correction value (lateral drive shaft correction value TCΔ_Xs), and the preliminary correction torque of the rear wheel motor is corrected based on the first torque correction value (lateral drive shaft correction value TCΔ_Xs) and the specific correction value (lateral drive wheel correction value TCΔ_wh). The correction formula is as follows:

[0157] Front axle motor target distributed torque = front axle motor preliminary correction torque T_F - lateral drive shaft correction value TCΔ_Xs. At this time, the first torque correction value is the lateral drive shaft correction value TCΔ_Xs.

[0158] Left rear motor target distributed torque = left rear motor preliminary correction torque T_RL + 0.5 × drive shaft correction value TCΔ_Xs - drive wheel correction value TCΔ_wh. At this time, the second torque correction value is (0.5 × drive shaft correction value TCΔ_Xs - drive wheel correction value TCΔ_wh).

[0159] Right rear motor target distributed torque = right rear motor preliminary correction torque T_RR + 0.5 × drive shaft correction value TCΔ_Xs + drive wheel correction value TCΔ_wh. At this time, the second torque correction value is (0.5 × drive shaft correction value TCΔ_Xs + drive wheel correction value TCΔ_wh).

[0160] When oversteering is detected, the torque of the corresponding axle and wheel is corrected to provide a negative yaw acceleration to reduce the yaw rate. Conversely, when understeering occurs, the torque of the corresponding axle and wheel is corrected to provide a positive yaw acceleration to increase the yaw rate.

[0161] For ease of understanding, two corrections are performed based on wheel speed difference and vehicle steering for illustration, as shown in FIG. Figure 8As shown, the lateral driving state of the vehicle is represented based on the wheel speed difference data and the steering state data of the vehicle. When the lateral driving state of the vehicle is a preset driving state, the pre-distributed torque of each motor is corrected according to the vehicle driving data to obtain the target distributed torque of each motor, including:

[0162] S801 , with reference to wheel speed difference data of the vehicle and according to driving data of the vehicle, determining a fourth torque correction value of the first motor, a fifth torque correction value of the second motor, and a sixth torque correction value of the third motor.

[0163] S802, based on the fourth torque correction value, the fifth torque correction value and the sixth torque correction value, the pre-allocated torques of the first motor, the second motor and the third motor are corrected to obtain the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor and the wheel speed difference torque correction value of the third motor.

[0164] S803 , with reference to the steering state data of the vehicle and according to the driving data of the vehicle, determining a seventh torque correction value of the first motor, an eighth torque correction value of the second motor, and a ninth torque correction value of the third motor.

[0165] S804: Based on the seventh torque correction value, the eighth torque correction value, and the ninth torque correction value, the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor, and the wheel speed difference torque correction value of the third motor are corrected to obtain the target distributed torque of each motor.

[0166] Exemplarily, the vehicle's lateral driving state is represented both by wheel speed differential data and by steering state data. Specifically, the pre-allocated torque is first corrected based on the wheel speed differential, and then the corrected torque is corrected based on the vehicle's steering state. Steps S801-S802 are similar to the steps for correcting the pre-allocated torque based on the wheel speed differential described above and are not further described here. After correcting the pre-allocated torque based on the wheel speed differential in steps S801-S802, wheel speed differential torque correction values for the first motor, the second motor, and the third motor are obtained. Based on these wheel speed differential torque correction values, torque correction based on the vehicle's steering state is performed. Steps S803-S804 are similar to the steps for correcting the torque based on the vehicle's steering state described above and are not further described here.

[0167] The wheel speed difference torque correction value of the first motor=the first motor pre-distributed torque T_F-the fourth torque correction value TΔ_Xs.

[0168] The wheel speed difference torque correction value of the second motor = the second motor pre-allocated torque T_RL + 0.5 × the fourth torque correction value TΔ_Xs - the specific correction value TΔ_wh. The fifth torque correction value is (the fourth torque correction value TΔ_Xs - the specific correction value TΔ_wh).

[0169] The wheel speed difference torque correction value of the third motor = the third motor pre-allocated torque T_RR + 0.5 × the fourth torque correction value TΔ_Xs + the specific correction value TΔ_wh. The sixth torque correction value is (the fourth torque correction value TΔ_Xs + the specific correction value TΔ_wh).

[0170] The target distributed torque of the first motor=the wheel speed difference torque correction value of the first motor−the seventh torque correction value TCΔ_Xs.

[0171] The target distributed torque of the second motor=the wheel speed difference torque correction value of the second motor+0.5×the seventh torque correction value TCΔ_Xs−the specific correction value TCΔ_wh. The eighth torque correction value is (0.5×the seventh torque correction value TCΔ_Xs−the specific correction value TCΔ_wh).

[0172] The target distributed torque of the third motor=the wheel speed difference torque correction value of the third motor+0.5×the seventh torque correction value TCΔ_Xs+the specific correction value TCΔ_wh. The ninth torque correction value is (0.5×the seventh torque correction value TCΔ_Xs+the specific correction value TCΔ_wh).

[0173] Finally, the target distributed torque corresponding to each motor is input to the corresponding motor for execution, and each motor drives the vehicle according to the target distributed torque it receives.

[0174] This application also takes into account the impact of vehicle lateral dynamics and modifies the torque distribution to ensure the stability of vehicle driving.

[0175] Figure 9 This is a torque vectoring control system according to an embodiment of the present application.

[0176] like Figure 9As shown, vehicle structural parameters include static loads, such as vehicle mass, center of mass location, wheelbase, and track width. The dynamic load estimation module calculates the dynamic loads on each wheel based on the vehicle structural parameters, lateral acceleration, longitudinal acceleration, and estimated vehicle speed. The torque vectoring pre-allocation module then pre-allocates torque based on the dynamic loads on each wheel and the vehicle's driving state. This pre-allocated torque includes torque for the front axle and torque for each of the two rear axles. This pre-allocated torque enters the wheel speed differential torque verification module, which adjusts the torque distribution based on whether the wheel speed differential exceeds a set threshold. The torque output from the wheel speed differential torque verification module enters the lateral dynamic torque verification module, which checks whether the allocated torque will result in understeer or oversteer. If so, further corrections are made and the final torque distribution (i.e., target distributed torque) is output.

[0177] The present application also proposes a vehicle.

[0178] In this embodiment, the vehicle is used to implement the steps of the above-mentioned vehicle driving control method. For example, the vehicle includes a controller, and the controller can be used to implement the above-mentioned vehicle driving control method.

[0179] The present application also proposes a computer-readable storage medium.

[0180] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above-mentioned vehicle driving control method are implemented.

[0181] Figure 10 A block diagram of an electronic device provided in accordance with an embodiment of the present application.

[0182] An embodiment of the present application provides an electronic device including a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned vehicle driving control method when executing the computer program.

[0183] like Figure 10 As shown, for ease of understanding, the embodiment of the present application shows a specific electronic device.

[0184] Electronic device is intended to refer to various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic device may also refer to various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are intended to be examples only and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0185] like Figure 10 As shown, the device includes a computing unit 1001, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 1002 or a computer program loaded from a storage unit 1008 into a random access memory (RAM) 1003. Various programs and data required for the operation of the electronic device 1000 can also be stored in the RAM 1003. The computing unit 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0186] Multiple components in the electronic device 1000 are connected to the I / O interface 1005, including an input unit 1006, such as a keyboard, a mouse, etc.; an output unit 1007, such as various types of displays, speakers, etc.; a storage unit 1008, such as a magnetic disk, an optical disk, etc.; and a communication unit 1009, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1009 allows the electronic device to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0187] The computing unit 1001 can be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 1001 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units that run machine learning model algorithms, digital signal processors (DSPs), and any appropriate processors, controllers, microcontrollers, etc. The computing unit 1001 executes the various methods described above, such as the vehicle's drive control method. For example, in some embodiments, the vehicle's drive control method can be implemented as a computer software program that is tangibly contained in a machine-readable medium, such as a storage unit 1008. In some embodiments, part or all of the computer program can be loaded and / or installed on an electronic device via the ROM 1002 and / or the communication unit 1009. When the computer program is loaded into the RAM 1003 and executed by the computing unit 1001, the vehicle's drive control method described above can be executed. Alternatively, in other embodiments, the computing unit 1001 can be configured to execute the vehicle's drive control method by any other appropriate means (e.g., by means of firmware).

[0188] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device, or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device, or apparatus and execute the instructions), or in conjunction with such instruction execution systems, devices, or apparatuses. For purposes of this application, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, device, or apparatus, or in conjunction with such instruction execution systems, devices, or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or otherwise processing it in a suitable manner if necessary, and then storing it in a computer memory.

[0189] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0190] In the description of this application, reference to the terms "one embodiment," "some 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 this application. In this application, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0191] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0192] In addition, the terms "first" and "second" used in the embodiments of the present application are for descriptive purposes only and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the embodiments. Therefore, the features defined in the embodiments of the present application by terms such as "first" and "second" can explicitly or implicitly indicate that at least one of the features is included in the embodiment. In the description of the present application, the word "multiple" means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.

[0193] In this application, unless otherwise specified or limited in the embodiments, the terms "installed", "connected", "connected", and "fixed" appearing in the embodiments should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection. It can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two elements, or the interaction between two elements. For those skilled in the art, the specific meanings of the above terms in this application can be understood based on the specific implementation.

[0194] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0195] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle driving control method, characterized in that: The vehicle includes a first motor, a second motor, and a third motor, wherein the first motor is used to drive two wheels of a first shaft, the second motor is used to drive a first wheel of a second shaft, and the third motor is used to drive a second wheel of the second shaft; and the method includes: When the lateral driving state of the vehicle is a preset driving state, the pre-distributed torque of each motor is corrected according to the driving data of the vehicle to obtain the target distributed torque of each motor, wherein the sum of the pre-distributed torques of each motor is equal to the sum of the target distributed torques of each motor; The first electric machine, the second electric machine, and the third electric machine are controlled according to the target distributed torque.

2. The method according to claim 1, characterized in that The method further comprises: Torque pre-distribution is performed on the total torque of the vehicle to obtain the pre-distributed torque, wherein the pre-distributed torque includes the first torque of the first motor, the second torque of the second motor, and the third torque of the third motor.

3. The method according to claim 1, characterized in that The method of correcting the pre-distributed torque of each motor according to the vehicle driving data to obtain the target distributed torque of each motor includes: determining, based on the driving data of the vehicle, a first torque correction value of the first motor, a second torque correction value of the second motor, and a third torque correction value of the third motor; Correcting the pre-distributed torque of the first motor based on the first torque correction value, correcting the pre-distributed torque of the second motor based on the second torque correction value, and correcting the pre-distributed torque of the third motor based on the third torque correction value; The corrected torque of each motor is used as the target distributed torque of each motor.

4. The method according to claim 3, characterized in that The first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

5. The method according to claim 3, characterized in that The second torque correction value is different from the third torque correction value.

6. The method according to claim 3, characterized in that The second torque correction value is the same as the third torque correction value.

7. The method according to any one of claims 3 to 6, characterized in that The lateral driving state of the vehicle is represented based on wheel speed difference data of the vehicle, wherein the preset driving state includes the wheel speed difference of the vehicle being greater than a preset wheel speed difference threshold.

8. The method according to claim 7, characterized in that Determining a first torque correction value of the first motor according to driving data of the vehicle includes: When the wheel speed difference data indicates that the difference between the wheel speed of the first axle wheel and the wheel speed of the second axle wheel is greater than a first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and a first mapping relationship, wherein the first mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction value of the first motor.

9. The method according to claim 8, characterized in that The vehicle driving data includes at least one of the following: the turning angle of the second axle wheel, the difference between the average wheel speed of each wheel on the first axle and the average wheel speed of each wheel on the second axle, the vehicle longitudinal acceleration, the vehicle lateral acceleration, and the vehicle speed.

10. The method according to claim 7, characterized in that Determining a second torque correction value of the second motor and a third torque correction value of the third motor according to driving data of the vehicle includes: When the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than a second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined according to the vehicle's driving data and a second mapping relationship, wherein the second mapping relationship represents the relationship between the vehicle's driving data and the torque correction values of the second motor and the third motor.

11. The method according to claim 10, characterized in that The driving data of the vehicle includes at least one of the following: the turning angle of each wheel of the second axle, the difference between the wheel speeds of each wheel of the second axle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the vehicle speed.

12. The method according to claim 8, characterized in that The first preset wheel speed difference threshold includes a first axle wheel speed difference threshold and a second axle wheel speed difference threshold, and the first mapping relationship includes a first mapping sub-relationship and a second mapping sub-relationship. When the wheel speed difference data indicates that the difference between the wheel speeds of the first axle wheels and the second axle wheels is greater than the first preset wheel speed difference threshold, determining the first torque correction value based on the vehicle driving data and the first mapping relationship includes: determining the first torque correction value based on the vehicle driving data and the first mapping sub-relationship when an average of the wheel speeds of the first axle is greater than an average of the wheel speeds of the second axle and a difference between the averages is greater than the first axle wheel speed difference threshold; When the average wheel speed of each wheel on the second axle is greater than the average wheel speed of each wheel on the first axle and the difference between the two average values is greater than the second axle wheel speed difference threshold, the first torque correction value is determined based on the vehicle driving data and the second mapping sub-relationship.

13. The method according to claim 10, characterized in that The second preset wheel speed difference threshold includes a first wheel speed difference threshold and a second wheel speed difference threshold, and the second mapping relationship includes a third mapping sub-relationship and a fourth mapping sub-relationship. When the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second shaft is greater than the second preset wheel speed difference threshold, determining the second torque correction value and the third torque correction value based on the vehicle driving data and the second mapping relationship includes: determining the second torque correction value and the third torque correction value based on the vehicle driving data and the third mapping sub-relationship when the first wheel speed is greater than the second wheel speed and the difference between the first wheel speed and the second wheel speed is greater than the first wheel speed difference threshold; When the second wheel speed is greater than the first wheel speed and the difference therebetween is greater than the second wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle driving data and the fourth mapping sub-relationship.

14. The method according to claim 7, wherein: The wheel speed difference data includes: wheel speed differences based on measured wheel speeds; or The wheel speed difference is obtained based on the corrected wheel speed, wherein the corrected wheel speed is obtained by correcting the measured wheel speed based on at least one of the yaw rate of the vehicle, the turning angle of each wheel of the first axle, and the wheelbase of the first axle.

15. The method according to any one of claims 3 to 6, characterized in that: The lateral driving state of the vehicle is represented based on the steering state data of the vehicle, wherein the preset driving state includes an oversteering state or an understeering state.

16. The method according to claim 15, characterized in that The determining, based on the driving data of the vehicle, a first torque correction value of the first motor, a second torque correction value of the second motor, and a third torque correction value of the third motor includes: determining the first torque correction value according to the vehicle driving data and a third mapping relationship, wherein the third mapping relationship represents a relationship between the vehicle driving data and the torque correction value of the first motor; The second torque correction value and the third torque correction value are determined according to the vehicle's driving data and a fourth mapping relationship, wherein the fourth mapping relationship represents the relationship between the vehicle's driving data and the torque correction values of each motor of the second axis.

17. The method according to claim 16, characterized in that The driving data of the vehicle includes at least one of the following: the turning angle of the wheel of the second axle, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the vehicle speed.

18. The method according to claim 16, characterized in that The third mapping relationship corresponding to the oversteering state is different from the third mapping relationship corresponding to the understeering state; the fourth mapping relationship corresponding to the oversteering state is different from the fourth mapping relationship corresponding to the understeering state.

19. The method according to claim 15, characterized in that Determine the lateral driving status of the vehicle, including: Obtain the actual yaw rate and ideal yaw rate of the vehicle; A steering state of the vehicle is determined based on a difference between the actual yaw rate and the ideal yaw rate and a preset yaw rate threshold.

20. The method according to claim 1, wherein The lateral driving state of the vehicle is represented based on the vehicle's wheel speed difference data and the vehicle's steering state data. When the vehicle's lateral driving state is a preset driving state, the pre-distributed torque of each motor is corrected according to the vehicle's driving data to obtain a target distributed torque for each motor, including: Determining, with reference to the wheel speed difference data of the vehicle and according to the driving data of the vehicle, a fourth torque correction value of the first motor, a fifth torque correction value of the second motor, and a sixth torque correction value of the third motor; Based on the fourth torque correction value, the fifth torque correction value, and the sixth torque correction value, respectively, the pre-distributed torques of the first motor, the second motor, and the third motor are corrected to obtain a wheel speed differential torque correction value of the first motor, a wheel speed differential torque correction value of the second motor, and a wheel speed differential torque correction value of the third motor; Determining a seventh torque correction value for the first motor, an eighth torque correction value for the second motor, and a ninth torque correction value for the third motor based on the vehicle driving data with reference to the vehicle steering state data; The wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor, and the wheel speed difference torque correction value of the third motor are corrected based on the seventh torque correction value, the eighth torque correction value, and the ninth torque correction value, respectively, to obtain the target distributed torque of each motor.

21. The method according to claim 2, characterized in that The pre-distributing of the total torque of the vehicle includes: The total vehicle torque is pre-distributed according to the vehicle's dynamic load and driving data.

22. The method according to claim 21, characterized in that The pre-distributing of the total torque of the vehicle according to the dynamic load of the vehicle and the driving data of the vehicle includes: determining a torque distribution ratio of the first motor, a torque distribution ratio of the second motor, and a torque distribution ratio of the third motor based on a dynamic load of the vehicle, driving data of the vehicle, and a fifth mapping relationship, wherein the fifth mapping relationship represents a relationship between the dynamic load of the vehicle, the driving data of the vehicle, and the torque distribution ratio; Based on the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor, the total torque of the vehicle is pre-distributed.

23. The method according to claim 22, characterized in that The five mapping relationships include a fifth mapping sub-relationship and a sixth mapping sub-relationship, the dynamic load of the motor vehicle includes a ratio of the dynamic load of the first shaft to the total dynamic load and a ratio of the dynamic load of the second motor to the total dynamic load; and determining the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor based on the dynamic load of the vehicle, the driving data of the vehicle, and the fifth mapping relationship includes: querying the fifth mapping sub-relationship based on the ratio of the first shaft dynamic load to the total dynamic load and the driving data of the vehicle to obtain a torque distribution ratio of the first motor; Obtaining a torque distribution ratio of the second shaft based on the torque distribution ratio of the first motor; querying the sixth mapping sub-relationship based on a ratio of the dynamic load of the second motor to the total dynamic load, the torque distribution ratio of the second shaft, and driving data of the vehicle to obtain a target ratio between the torque of the second motor and the torque of the second shaft; and obtaining the torque distribution ratio of the second motor based on the torque distribution ratio of the second shaft and the target ratio; The torque distribution ratio of the third motor is obtained based on the torque distribution ratio of the second shaft and the torque distribution ratio of the second motor.

24. A vehicle, characterized in that: The vehicle is used to implement the steps of the method according to any one of claims 1 to 23.

25. An electronic device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and is characterized in that when the processor executes the computer program, the steps of the method described in any one of claims 1 to 23 are implemented.

26. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 23 are implemented.

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