Multi-mode operation self-adaptive multi-axle vehicle coupling distributed electric driving system and method

Abstract

The invention belongs to the field of vehicle transmission, and discloses a multi-mode operation self-adaptive multi-axle vehicle coupling distributed electric driving system and method.The method comprises the steps that the total torque of the electric driving system is determined according to the vehicle running requirement; based on the total torque of the electric driving system, a driving mode is determined according to actual driving requirements; determining motor torque and a differential lock state according to the driving mode; and after the torque of each motor of the vehicle and the target value of the state of the differential lock are determined, the target value is sent to a driving execution mechanism and a differential lock opening and closing mechanism, and vehicle driving is completed on the basis of tracking the torque target value and the state of the differential lock. Different types of motors are matched to meet the requirements for high rotating speed and high torque, power transmission among the multiple motors is achieved through a mechanical structure, and different modes are switched by opening and closing the motors according to different working conditions in combination with the characteristics of the motors. A complex mode switching mechanism and a control strategy are not needed, the power density of the electric driving system can be improved, and the cost is reduced.

Description

Technical Field

[0001] This invention belongs to the field of vehicle transmission, specifically relating to an adaptive multi-axle vehicle coupled distributed electric drive system and method with multi-mode operation. Background Technology

[0002] Multi-axle vehicles operate under complex conditions, and their electric drive systems not only need high-speed output to meet the vehicle's high-speed driving capability on smooth roads, but also need to have large torque output to meet the needs of off-road climbing and other tasks. Therefore, the electric drive system of multi-axle vehicles usually needs to have multi-mode drive capability.

[0003] The purpose of multi-mode electric drives is to meet the high speed and high torque requirements of electric drive systems while reducing the performance parameter requirements of motors. A common approach is to use multiple motors in conjunction with a mechanical coupling mechanism to achieve torque and speed coupling outputs, and then use a mode switching mechanism to switch between torque and speed coupling modes in the electric drive system. This approach often requires a complex coordination strategy for the motors and the mode switching mechanism, and the motor torque and speed are limited by the coupling mechanism, resulting in drawbacks such as low power density and high cost.

[0004] Therefore, there is an urgent need for a multi-mode electric drive system that meets the requirements of high speed and high torque while also being cost-effective and simple. To this end, this invention provides an adaptive multi-axle vehicle coupled distributed electric drive system with multi-mode operation. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides an adaptive multi-axle vehicle coupled distributed electric drive system and method with multi-mode operation. By matching different types of motors to meet the requirements of high speed and high torque, power transfer between multiple motors is achieved through mechanical structure. Based on the characteristics of the motors themselves, different modes are switched by opening and closing the motors according to different operating conditions. This eliminates the need for complex mode switching mechanisms and control strategies, and can improve the power density of the electric drive system and reduce costs.

[0006] To achieve the above objectives, the present invention provides the following solution:

[0007] An adaptive multi-axle vehicle coupled distributed electric drive system with multi-mode operation, the system comprising: a first drive module and a second drive module;

[0008] The motor M_A in the first drive module is a low-speed, high-torque induction motor;

[0009] The motor M_B in the second drive module is a high-speed permanent magnet synchronous motor.

[0010] This invention also provides an adaptive multi-axle vehicle coupled distributed electric drive method for multi-mode operation, the method being implemented through the aforementioned system, the method comprising:

[0011] The total torque of the electric drive system is determined based on the vehicle's driving requirements;

[0012] Based on the total torque of the electric drive system, the drive mode is determined according to the actual drive requirements.

[0013] The motor torque and differential lock status are determined based on the drive mode.

[0014] After determining the target values ​​for the torque of each motor and the differential lock status, the target values ​​are sent to the drive actuator and the differential lock opening and closing mechanism. The vehicle is driven based on the tracking of the target torque value and the differential lock status.

[0015] Preferably, the method for determining the total torque of the electric drive system based on vehicle driving requirements includes:

[0016]

[0017] In the formula, f is the rolling resistance coefficient; γ is the ground slope angle; C D δ is the air drag coefficient; A is the frontal area; δ is the coefficient of rotational mass; a is the vehicle's acceleration; v x It is the vehicle's speed; T Total This is the total torque requirement of the electric drive system, which is the sum of the torques of the first drive module and the second drive module. m is the vehicle mass, and r is the wheel radius.

[0018] Preferably, there are five driving modes, including: low-speed independent driving mode, low-speed coupled driving mode, high-speed independent driving mode, high-speed coupled driving mode, and dual-sided coupled driving mode.

[0019] Preferably, the method for determining motor torque and differential lock status based on low-speed independent drive mode includes:

[0020] In low-speed independent drive mode, all differential locks are in the open state, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0021] T F +T R =T Total ;

[0022] In the formula, T F T represents the total motor torque of the first drive module. R This represents the total motor torque of the second drive module;

[0023] The motor torque in each drive module is proportionally distributed according to the vertical load of each axis, satisfying the following:

[0024] T F1L =T F1R ;

[0025] T F2L =T F2R ;

[0026] T R1L =T R1R ;

[0027] T R2L =T R2R ;

[0028] T F1L :T F2L :T R1L :T R2L =F NF1 :F NF2 :F NR1 :F NR2 ;

[0029] In the formula, T F1L T represents the torque of the motor on the left side of the first shaft of the first drive module. F1R T represents the torque of the motor on the right side of the first shaft of the first drive module. F2L T represents the torque of the motor on the left side of the second shaft of the first drive module. F2R T represents the torque of the motor on the right side of the second shaft of the first drive module. R1L The torque of the motor on the left side of the first shaft of the second drive module; T R1R T represents the torque of the motor on the right side of the first shaft of the second drive module. R2L T represents the torque of the motor on the left side of the second shaft of the second drive module. R2R T represents the torque of the motor on the right side of the second shaft of the second drive module. NF1 T is the sum of the vertical loads on the left and right wheels of the first axle of the first drive module; NF2 The sum of the vertical loads on the left and right wheels of the second axle of the first drive module; T NR1 The sum of the vertical loads on the left and right wheels of the first axle of the second drive module; T NR2 This is the sum of the vertical loads on the left and right wheels of the second axle of the second drive module;

[0030] In this mode, each motor drives each wheel independently, which is equivalent to a distributed wheel-side electric drive system, and power cannot be coupled and transferred between the motors.

[0031] Preferably, the method for determining motor torque and differential lock status based on the low-speed coupling drive mode includes:

[0032] In low-speed coupled drive mode, differential locks 1-6 are all connected, differential lock 7 is disconnected, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0033] T F =TR ;

[0034] The motor torque in each drive module can be adaptively transmitted through a mechanical coupling mechanism, thus ensuring that the motor torque is evenly distributed and satisfies the following:

[0035]

[0036] In this mode, while each motor drives each wheel, a portion of its power can be transferred to other wheels on the same side through the differential lock, achieving coupled power transfer between all wheels on one side. When some wheels slip, the power of the motor on that wheel can be transferred to other wheels, ensuring full utilization of the power of the motor on one side.

[0037] Preferably, the method for determining motor torque and differential lock status based on the high-speed independent drive mode includes:

[0038] In high-speed independent drive mode, all differential locks are in the disengaged state. The motor in the second drive module participates in the drive, while the motor in the first drive module does not participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0039] T F =0,T R =T total ;

[0040] In this mode, the motor torque in the first drive module is 0, and the motor torque in the second drive module is proportionally distributed according to the vertical load on each axis, satisfying the following:

[0041] T F1L =T F1R =0;

[0042] T F2L =T F2R =0;

[0043] T R1L =T R1R ;

[0044] T R2L =T R2R ;

[0045] T R1L :T R2L =F NR1 :F NR2 ;

[0046] In this mode, only the motor in the second drive module drives the wheels, while the motor in the first drive module does not participate in driving. The wheels in the first drive module are equivalent to driven wheels.

[0047] Preferably, the method for determining motor torque and differential lock status based on the high-speed coupling drive mode includes:

[0048] In high-speed coupled drive mode, differential locks 1-6 are all connected, differential lock 7 is disconnected, the motor in the first drive module does not participate in driving, and the total motor torque of the two drive modules satisfies the following relationship:

[0049] T F =0,T R =T total ;

[0050] The motor torque in each drive module can be adaptively transmitted through a mechanical coupling mechanism, and the torque of each motor is evenly distributed to satisfy:

[0051] T F1L =T F1R =0;

[0052] T F2L =T F2R =0;

[0053]

[0054] In this mode, only the motor in the second drive module drives the wheels, while the motor in the first drive module does not participate in driving. Since the wheels are connected by a differential lock, the torque of the motor in the second drive module can be transmitted to the wheels in the first drive module, and all wheels participate in driving.

[0055] Preferably, the method for determining the motor torque and differential lock state based on the dual-side coupling drive mode includes:

[0056] In the dual-coupling drive mode, all differential locks are engaged, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0057] T F =T R ;

[0058] The motor torque in each drive module satisfies:

[0059]

[0060] This mode enables torque coupling transmission between the two motors. When one wheel slips, the power of the motor on that side can be transmitted to the other side.

[0061] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0062] Based on a comprehensive consideration of coupled distributed multi-axle vehicles and dual-side independent steering systems, this invention proposes a steering control strategy for coupled distributed multi-axle vehicles. According to the driver's actual steering needs, the steering angle and driving torque of each wheel in the steering mode are determined. Through multi-mode steering, the steering needs of multi-axle vehicles are met, thereby improving the handling stability and adaptability of multi-axle vehicles.

[0063] This invention meets the requirements of high speed and high torque by matching different types of motors, realizes power transfer between multiple motors through mechanical structure, and realizes different mode switching by opening and closing the motors and according to different operating conditions based on the characteristics of the motors themselves. It does not require complex mode switching mechanisms and control strategies, and can improve the power density of electric drive system and reduce costs. Attached Figure Description

[0064] To more clearly illustrate the technical solution of the present invention, the drawings used in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0065] Figure 1 This is a schematic diagram of an adaptive multi-axle vehicle coupled distributed electric drive system with multi-mode operation according to an embodiment of the present invention.

[0066] Figure 2 This is a schematic diagram of the drive strategy for an adaptive multi-axle vehicle coupled distributed electric drive system with multi-mode operation according to an embodiment of the present invention. Detailed Implementation

[0067] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0068] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0069] Example 1

[0070] This invention provides an adaptive multi-axle vehicle coupled distributed electric drive system with multi-mode operation, the system comprising: a first drive module and a second drive module;

[0071] The motor M_A in the first drive module is a low-speed, high-torque induction motor.

[0072] The motor M_B in the second drive module is a high-speed permanent magnet synchronous motor.

[0073] Example 2

[0074] The principle of the multi-mode operation adaptive multi-axle vehicle coupled distributed electric drive system of the present invention is as follows: Figure 1 As shown, taking a four-axle vehicle as an example, its electric drive system is divided into two drive modules. Each drive module uses four motors to provide power, and the coupling mechanism can realize the coupling and transfer of power between the motors. Specifically, an adaptive multi-axle vehicle coupled distributed electric drive method for multi-mode operation is provided, such as... Figure 2 As shown, it includes the following steps:

[0075] Step 1: Determine the total torque of the electric drive system based on the vehicle's driving requirements:

[0076]

[0077] In the formula, f is the rolling resistance coefficient; γ is the ground slope angle; C D δ is the air drag coefficient; A is the frontal area; δ is the coefficient of rotational mass; a is the vehicle's acceleration; v x It is the vehicle's speed; T Total This is the total torque requirement of the electric drive system, which is the sum of the torques of the first drive module and the second drive module. m is the vehicle mass, and r is the wheel radius.

[0078] Specifically, the requirements for the electric drive system are determined based on the vehicle design parameters:

[0079] The output power requirement of the electric drive system needs to simultaneously meet the maximum vehicle speed and maximum gradeability specifications. First, estimate the output power of the electric drive system based on the maximum vehicle speed:

[0080]

[0081] Among them, v max This is the maximum speed at which the vehicle can travel.

[0082] Estimate the output power of the electric drive system based on the maximum gradeability:

[0083]

[0084] Where θ is the gradient, v i This refers to the climbing speed.

[0085] The output torque requirement of the electric drive system needs to simultaneously meet the maximum vehicle speed and maximum gradeability specifications. The output torque of the electric drive is estimated based on the maximum vehicle speed.

[0086]

[0087] Then estimate the output torque of the electric drive system based on the maximum gradeability:

[0088]

[0089] The electric drive system's speed requirements need to simultaneously meet the maximum vehicle speed and maximum gradeability specifications. The output speed of the electric drive system is estimated based on the maximum vehicle speed.

[0090]

[0091] Then estimate the output speed of the electric drive system based on the maximum gradeability:

[0092]

[0093] Specifically, the motor parameters are determined based on the operating conditions and the requirements of the electric drive system:

[0094] Motors are divided into high-speed motors and low-speed motors:

[0095] The purpose of high-speed gears is to allow the vehicle to move from shift speed to maximum RPM by using all high-speed gear motors after shutting down the low-speed gear motors. Therefore, the maximum RPM of all high-speed gear motors is n. all,H,max =n max n max To estimate the output speed of the electric drive system based on the maximum vehicle speed.

[0096] Rated speed n of all high-speed motors all,H,N =n all,H,max / k n k n The speed ratio of the high-speed motor is increased through motor design.

[0097] Rated power P of all high-speed motors all,H,N =P v P v To estimate the output power of the electric drive system based on the maximum vehicle speed, the rated torque of all high-speed motors is T. all,H,N =P all,H,N ·9550 / n all,H,N .

[0098] The purpose of the low-speed gear is to work in conjunction with the high-speed gear motor to meet the needs of the vehicle for low-speed climbing, etc. Therefore, the rated torque T of all low-speed gear motors is... all,L,N =T i -T all,H,N T i To estimate the output torque of the electric drive system based on the maximum gradeability, the rated speed n of all motors in the low-speed gear is used. all,L,N =n i n iTo estimate the output speed of the electric drive system based on the maximum gradeability, the maximum speed n of all motors in the low-speed gear is determined. all,L,max =n all,H,N This will satisfy the vehicle speed requirements for gear shifting.

[0099] If each high-speed gear uses the same motor, and m motors are used for each gear, then the rated torque T of each drive motor in the high-speed gear is... H,N =T all,H,N / m,n H,N =n all,H,N P H,N =P all,H,N / m, P H,N This refers to the rated power of a single high-speed motor.

[0100] If each low-speed gear uses the same motor, and n motors are used for each gear, then the rated torque T of each drive motor in the low-speed gear is... L,N =T all,L,N / n,n L,N =n all,L,N P L,N =P all,L,N / n, P L,N This refers to the rated power of a single low-speed motor.

[0101] The primary function of the first drive module is to provide low-speed, high-torque power to the vehicle's electric drive system, meeting the demands of conditions such as climbing steep inclines and traversing ditches where the electric drive system requires significant torque output. The first drive module primarily fulfills the low-speed requirement. Its motor M_A is a low-speed, high-torque induction motor (the rated torque and speed of the induction motor are determined based on the maximum gradeability and vehicle speed requirements of the electric drive system's climbing performance). Its parameters are designed for low-speed operation. The purpose of using a low-speed, high-torque motor is to ensure that the first drive module only activates when the vehicle is under high torque demand. The use of an induction motor is also advantageous because it eliminates the need for excitation control; overspeeding and energy feedback are achieved through current control, preventing significant voltage fluctuations.

[0102] The second drive module mainly meets the requirements of high speed. The motor M_B is a high-speed permanent magnet synchronous motor, and its parameters are matched according to the design of high-speed motor. The second drive module needs to be used in both low-speed and high-speed conditions. The use of a high-speed permanent magnet synchronous motor can simultaneously meet the requirements of large torque and high speed, and can reduce the motor installation space.

[0103] Step 2: Determine the drive mode based on actual drive requirements. There are five drive modes: low-speed independent drive mode, low-speed coupled drive mode, high-speed independent drive mode, high-speed coupled drive mode, and dual-sided coupled drive mode. The main difference between drive modes lies in whether the motors in each module are driven and whether the differential lock is engaged.

[0104] Principles for selecting driver mode:

[0105] Low-speed independent drive mode and low-speed coupled drive mode are suitable for low-speed, high-torque conditions. The difference between the two modes is that the low-speed coupled drive mode utilizes ground traction more fully through power coupling, making it suitable for off-road acceleration and steep climbs. The low-speed independent drive mode is suitable for low-speed driving on good roads. A table is provided to show the operating conditions for each mode.

[0106] High-speed independent drive mode and high-speed coupled drive mode are suitable for high-speed, low-torque conditions. High-speed independent drive mode is suitable for high-speed driving on good roads, while high-speed coupled drive mode is suitable for high-speed off-road driving.

[0107] The dual-side coupling drive mode is suitable for situations where there is a large difference in road conditions between the two wheels. It can achieve the coupling and transfer of motor power between the left and right wheels, avoiding motor power loss due to differences in road conditions. It is suitable for situations involving rapid acceleration and steep climbs when there is a large difference in road conditions between the two wheels.

[0108] Step 3: Determine the motor torque and differential lock status based on the drive mode.

[0109] In low-speed independent drive mode, all differential locks are in the open state, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0110] T F +T R =T Total ;

[0111] In the formula, T F T represents the total motor torque of the first drive module. R This represents the total motor torque of the second drive module;

[0112] The motor torque in each drive module is proportionally distributed according to the vertical load of each axis, satisfying the following:

[0113] T F1L =T F1R ;

[0114] T F2L =T F2R ;

[0115] T R1L =T R1R ;

[0116] T R2L =T R2R ;

[0117] T F1L :T F2L :TR1L :T R2L =F NF1 :F NF2 :F NR1 :F NR2 ;

[0118] In the formula, T F1L T represents the torque of the motor on the left side of the first shaft of the first drive module. F1R T represents the torque of the motor on the right side of the first shaft of the first drive module. F2L T represents the torque of the motor on the left side of the second shaft of the first drive module. F2R T represents the torque of the motor on the right side of the second shaft of the first drive module. R1L The torque of the motor on the left side of the first shaft of the second drive module; T R1R T represents the torque of the motor on the right side of the first shaft of the second drive module. R2L T represents the torque of the motor on the left side of the second shaft of the second drive module. R2R T represents the torque of the motor on the right side of the second shaft of the second drive module. NF1 T is the sum of the vertical loads on the left and right wheels of the first axle of the first drive module; NF2 The sum of the vertical loads on the left and right wheels of the second axle of the first drive module; T NR1 The sum of the vertical loads on the left and right wheels of the first axle of the second drive module; T NR2 This is the sum of the vertical loads on the left and right wheels of the second axle of the second drive module.

[0119] In this mode, each motor drives each wheel independently, which is equivalent to a distributed wheel-side electric drive system, where power cannot be coupled and transferred between motors.

[0120] In low-speed coupled drive mode, differential locks 1-6 are all connected, differential lock 7 is disconnected, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0121] T F =T R ;

[0122] The motor torque in each drive module can be adaptively transmitted through a mechanical coupling mechanism, thus ensuring that the motor torque is evenly distributed and satisfies the following:

[0123]

[0124] In this mode, while each motor drives each wheel, a portion of its power can be transferred to other wheels on the same side through the differential lock, achieving coupled power transfer between all wheels on one side. When some wheels slip, the power of the motor on that wheel can be transferred to other wheels, ensuring full utilization of the power of the motor on one side.

[0125] In high-speed independent drive mode, all differential locks are in the disengaged state. The motor in the second drive module participates in the drive, while the motor in the first drive module does not participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0126] T F =0,T R =T total ;

[0127] In this mode, the motor torque in the first drive module is 0, and the motor torque in the second drive module is proportionally distributed according to the vertical load on each axis, satisfying the following conditions:

[0128] T F1L =T F1R =0;

[0129] T F2L =T F2R =0;

[0130] T R1L =T R1R ;

[0131] T R2L =T R2R ;

[0132] T R1L :T R2L =F NR1 :F NR2 ;

[0133] In this mode, only the motor in the second drive module drives the wheels, while the motor in the first drive module does not participate in driving. The wheels in the first drive module are equivalent to driven wheels.

[0134] In high-speed coupled drive mode, differential locks 1-6 are all connected, differential lock 7 is disconnected, the motor in the first drive module does not participate in driving, and the total motor torque of the two drive modules satisfies the following relationship:

[0135] T F =0,T R =T total ;

[0136] The motor torque in each drive module can be adaptively transmitted through a mechanical coupling mechanism, thus ensuring that the motor torque is evenly distributed and satisfies the following:

[0137] T F1L =T F1R =0;

[0138] T F2L =T F2R =0;

[0139]

[0140] In this mode, only the motor in the second drive module drives the wheels, and the motor in the first drive module does not participate in driving. However, since the wheels are connected by a differential lock, the torque of the motor in the second drive module can also be transmitted to the wheels in the first drive module, at which point all wheels participate in driving.

[0141] In dual-coupling drive mode, all differential locks are engaged, and the motors in both drive modules participate in the drive. The total motor torque of the two drive modules satisfies the following relationship:

[0142] T F =T R ;

[0143] The motor torque in each drive module satisfies

[0144]

[0145] This mode enables torque coupling transmission between the two motors. When one wheel slips, the power of the motor on that side can be transmitted to the other side.

[0146] Step 4: After determining the target values ​​of the torque of each motor in the vehicle and the differential lock status, the target values ​​are sent to the drive actuator and the differential lock opening and closing mechanism. The vehicle is driven on the basis of tracking the target torque value and the differential lock status (after determining the torque, the motor outputs torque according to the target torque value; after determining the differential lock status, the differential lock is locked or opened).

[0147] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. An adaptive multi-axle vehicle coupled distributed electric drive system operating in multiple modes, characterized by, The system comprises a first driving module and a second driving module; The motor M_A in the first driving module adopts an induction motor with low speed and large torque; The motor M_B in the second driving module adopts a high-speed permanent magnet synchronous motor.

2. A method of adaptive multi-axle vehicle coupling distributed electric drive in multi-mode operation, implemented by the system of claim 1, characterized by, The method comprises: determining the total torque of the electric driving system according to the driving demand of the vehicle; determining the driving mode according to the actual driving demand based on the total torque of the electric driving system; determining the motor torque and the differential lock state according to the driving mode; after determining the target value of the motor torque and the differential lock state of the vehicle, the target value is sent to the driving execution mechanism and the differential lock opening and closing mechanism, and the vehicle driving is completed on the basis of tracking the torque target value and the differential lock state.

3. The method of claim 2, wherein, The method for determining the total torque of the electric driving system according to the driving demand of the vehicle comprises: where f is the rolling resistance coefficient; γ is the ground slope angle; C D is the air resistance coefficient; A is the windward area; δ is the increase coefficient of the rotating mass; a is the acceleration of the vehicle; v x is the vehicle driving speed; T Total is the total torque demand of the electric drive system, m is the mass of the vehicle, and r is the wheel radius.

4. The method of claim 2, wherein, The driving mode is divided into five modes, including a low-speed independent driving mode, a low-speed coupled driving mode, a high-speed independent driving mode, a high-speed coupled driving mode and a double-side coupled driving mode.

5. The method of claim 4, wherein, The method for determining the motor torque and the differential lock state according to the low-speed independent driving mode comprises: When the low-speed independent driving mode is adopted, each differential lock is in the disconnected state, and the motors in the two driving modules participate in driving, and the total motor torque of the two driving modules satisfies the relationship: T F +T R = T Total ; where T F is the total motor torque of the first drive module, T R is the total motor torque of the second drive module; The motor torque in each driving module is distributed according to the vertical load of each axle in proportion, satisfying: T F1L = T F1R ; T F2L = T F2R ; T R1L = T R1R ; T R2L = T R2R ; T F1L :T F2L :T R1L :T R2L =F NF1 :F NF2 :F NR1 :F NR2 ; In the formula, T F1L is the first drive module first axis left motor torque; T F1R is the first drive module first axis right motor torque; T F2L is the first drive module second axis left motor torque; T F2R is the first drive module second axis right motor torque; T R1L is the second drive module first axis left motor torque; T R1R is the second drive module first axis right motor torque; T R2L is the second drive module second axis left motor torque; T R2R is the second drive module second axis right motor torque; T NF1 is the first drive module first axis left and right wheel vertical load sum; T NF2 is the first drive module second axis left and right wheel vertical load sum; T NR1 T is the sum of the vertical loads of the left and right wheels of the first axle of the second drive module; and NR2 T is the sum of the vertical loads of the left and right wheels of the second axle of the second drive module. In this mode, each motor independently drives each wheel, which is equivalent to a distributed wheel edge electric driving system, and the power between the motors cannot be coupled and transmitted.

6. The method of claim 5, wherein, The method for determining the motor torque and the differential lock state according to the low-speed coupled driving mode comprises: When the low-speed coupled driving mode is adopted, the differential locks 1-6 are in the connected state, the differential lock 7 is in the disconnected state, and the motors in the two driving modules participate in driving, and the total motor torque of the two driving modules satisfies the relationship: T F = T R ; The motor torque in each driving module can be adaptively transmitted through the mechanical coupling mechanism, so the motor torque is evenly distributed, satisfying: In this mode, each motor drives each wheel, and part of the power can be transmitted to the other wheels on the same side through the differential lock, realizing the coupling transmission of the motor power among all the wheels on one side. When some wheels slip, the motor power of the wheel can be transmitted to other wheels, realizing the full use of the motor power on one side.

7. The method of claim 6, wherein, The method for determining the motor torque and the differential lock state according to the high-speed independent driving mode comprises: When the high-speed independent driving mode is adopted, the differential locks are in the disconnected state, and the motors in the second driving module participate in driving, and the motors in the first driving module do not participate in driving, and the total motor torque of the two driving modules satisfies the relationship: T F = 0, T R = T total ; In this mode, the motor torque in the first driving module is 0, and the motor torque in the second driving module is distributed according to the vertical load of each axle in proportion, satisfying: T F1L = T F1R = 0; T F2L = T F2R = 0; T R1L = T R1R ; T R2L = T R2R ; T R1L :T R2L = F NR1 : F NR2 ; In this mode, only the motors in the second driving module drive the wheels, and the motors in the first driving module do not participate in driving, and the wheels in the first driving module are equivalent to driven wheels.

8. The method of claim 7, wherein, The method for determining the motor torque and the differential lock state according to the high-speed coupled driving mode comprises: When the high-speed coupled driving mode is adopted, the differential locks 1-6 are in the connected state, the differential lock 7 is in the disconnected state, the motors in the first driving module do not participate in driving, and the total motor torque of the two driving modules satisfies the relationship: T F = 0, T R = T total ; The motor torque in each drive module can be adaptively transmitted through a mechanical coupling mechanism, and each motor torque is evenly distributed, satisfying: T F1L = T F1R = 0; T F2L = T F2R = 0; In this mode, only the motor in the second drive module drives the wheels, and the motor in the first drive module does not participate in driving. Since the wheels are connected through the differential lock, the motor torque in the second drive module can be transmitted to the wheels in the first drive module, and all the wheels participate in driving.

9. The method of claim 8, wherein, The method for determining the motor torque and the differential lock state according to the bilateral coupling driving mode comprises: In the bilateral coupling driving mode, all the differential locks are in the connected state, and the motors in the two drive modules participate in driving. The total motor torque in the two drive modules satisfies the relationship: T F = T R ; The motor torque in each drive module satisfies: This mode can realize the coupling transmission of the motor torque on both sides. When one side of the wheel slips, the motor power on this side of the wheel can be transmitted to the other side.

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