Distributed driving system, control method and device of distributed driving system and vehicle

Abstract

The invention relates to the technical field of vehicles, in particular to a distributed driving system, a control method and device of the distributed driving system and a vehicle. The control method of the distributed driving system comprises the steps that operation parameters of the vehicle are obtained; determining a slipping state of the vehicle according to the operating parameters; when the slipping state is a four-wheel full-slipping state, a three-wheel slipping state or a split double-wheel slipping state, the vehicle body state of the vehicle is determined according to the actual yaw velocity of the vehicle; determining a control mode according to the slipping state of the vehicle, the vehicle body state and the road surface state of the vehicle driving road surface; a target drive torque for each drive wheel of the vehicle is determined according to the control mode. By comprehensively judging the slipping state, the vehicle body state and the road surface state of the vehicle, the complex driving scene is accurately recognized, and the problem that the working condition is misjudged due to single information of an existing system is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and specifically to a distributed drive system, a control method and device for the distributed drive system, and a vehicle. Background Technology

[0002] With the rapid development of electric vehicle technology, distributed drive systems have gradually become an important development direction for high-end electric drive platforms due to their unique structural advantages. This system achieves independent, rapid, and precise control of torque and speed for each wheel by arranging wheel-side motors or hub motors on each of the four wheels. Compared to traditional mechanical four-wheel drive systems or dual-motor four-wheel drive systems, distributed drive systems do not rely on complex mechanical transmission mechanisms and avoid frequent braking intervention to generate the required yaw torque during vehicle attitude control. Leveraging the millisecond-level response characteristics of motors, distributed drive systems can adjust the distribution of driving force between the front and rear axles and between the left and right wheels in real time, thereby significantly improving the vehicle's handling and stability during dynamic driving.

[0003] However, despite the theoretically superior control freedom of distributed drive systems, existing control strategies still face numerous challenges in practical applications. Especially in complex and variable road scenarios, such as low-adhesion surfaces, split-slip roads, connecting roads, hill starts, off-road driving, and getting out of trouble, the vehicle's comprehensive demands for power output, steering response, and driving stability are highly coupled. A single differential or torque differential control strategy cannot simultaneously address all performance indicators. Furthermore, while traditional mechanical differentials can achieve automatic torque distribution between the left and right wheels, their passive response mechanism cannot actively adapt to the optimal control objectives under different driving conditions; and relying entirely on electronic control may lead to a decline in control performance under extreme or unexpected conditions due to insufficient algorithm generalization capabilities. Summary of the Invention

[0004] An invention provides a distributed drive system, a control method for the distributed drive system, a device, and a vehicle to solve the problem that existing distributed drive systems struggle to balance power performance, steering response, and driving stability under complex and changing road conditions.

[0005] In a first aspect, the present invention provides a control method for a distributed drive system, the method comprising the following steps: acquiring vehicle operating parameters; determining the vehicle's slip state based on the operating parameters; when the slip state is a four-wheel slip state, a three-wheel slip state, or a two-wheel slip state, determining the vehicle's body state based on the vehicle's actual yaw rate; determining a control mode based on the vehicle's slip state, body state, and road surface state; and determining the target drive torque for each drive wheel of the vehicle based on the control mode.

[0006] The distributed drive system control method provided by this invention accurately identifies complex driving scenarios such as split-road surfaces and steep, low-adhesion slopes by comprehensively judging the vehicle's slippage state, the vehicle body state based on yaw rate, and the road surface state including adhesion coefficient and slope. This overcomes the problem of existing systems misjudging operating conditions due to limited information. Based on this, the torque distribution of each wheel is dynamically adjusted to avoid excessively restricting power when getting out of trouble or blindly outputting driving force when on the verge of instability. Thus, it effectively balances power, steering response, and driving stability in complex road conditions.

[0007] In one optional implementation, the control method of the distributed drive system further includes the following steps: when the slippage state is any other than a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state, the target drive torque of each drive wheel of the vehicle is determined based on the slippage state and operating parameters.

[0008] This implementation method has developed a refined torque distribution strategy for non-extreme slippage conditions such as single-wheel, single-axle, or diagonal wheel slippage. It can dynamically adjust the output of each drive wheel based on the specific slippage state and vehicle operating parameters, avoiding excessive intervention or waste of driving force, and maintaining good power responsiveness and handling smoothness while improving driving stability.

[0009] In one optional implementation, determining the target drive torque for each drive wheel of the vehicle based on the slippage state and operating parameters includes: when the slippage state is no slippage, determining the torque increment of each drive wheel according to the operating parameters, and adding the torque increment of each drive wheel to the original allocated torque of the corresponding drive wheel to obtain the target drive torque for each drive wheel; when the vehicle is in a diagonal wheel slippage state, determining the yaw stability of the vehicle body according to the operating parameters, and determining the target drive torque for each drive wheel based on the yaw stability; when the vehicle is in a front axle slippage state or a rear axle slippage state, for the slipping drive axle, determining the original drive torque of the slipping wheel according to the operating parameters, and using the original drive torque of the slipping wheel as the target drive torque for the two drive wheels of that axle; for the non-slipping drive axle, determining the original allocated torque of each drive wheel in that axle according to the operating parameters, and using it as the target drive torque for each drive wheel in that axle.

[0010] This implementation method employs strategies such as torque increment compensation, yaw stability feedback, and inter-axle torque coordination to address different mild slippage or normal driving conditions. This enables differentiated and precise control of the torque of each drive wheel, improving the vehicle's dynamic response performance when there is no slippage, effectively suppressing yaw instability and rationally distributing driving force when there is local slippage, thus balancing handling, stability, and driving efficiency.

[0011] In one optional implementation, determining the control mode based on the vehicle's slippage state, body state, and road surface state includes: when the vehicle is in a state of full four-wheel slippage, three-wheel slippage, or two-wheel slippage, using the body state and road surface state as input parameters, querying a preset control mode mapping table to obtain the control mode; wherein, the control mode is a balance control mode, a stability priority mode, or a power priority mode.

[0012] This implementation method uses the vehicle body state and road surface state as inputs and combines them with a preset control mode mapping table to quickly determine the control strategy that is suitable for the current extreme slippage conditions. This avoids complex online calculations, improves the real-time performance and robustness of decision-making, and can flexibly balance vehicle stability, power output and driving balance in high-risk scenarios such as four-wheel slippage, three-wheel slippage or two-wheel slippage, effectively enhancing the ability to get out of trouble and active safety performance.

[0013] In one optional implementation, determining the target drive torque for each drive wheel of the vehicle according to the control mode includes: when the vehicle is in a four-wheel full slip, three-wheel slip, or two-wheel slip state, determining the original drive torque of the slipping wheel in the vehicle based on operating parameters; when the control mode is a balance control mode, performing coaxial torque coordination on the two original drive torques corresponding to the two drive wheels in the slipping drive shaft to generate a coordinated drive torque, and using the coordinated drive torque as the target drive torque for the two drive wheels in the slipping drive shaft; when the control mode is a stability priority mode, performing coaxial torque coordination on the two original drive torques corresponding to the two drive wheels in the slipping drive shaft to generate a coordinated drive torque; determining the yaw control wheel and stabilizing yaw moment based on the vehicle body yaw state, and for the yaw control... The yaw control wheel distributes and superimposes the stable yaw moment onto the coordinated post-drive torque or original drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their target drive torque is obtained based on their original drive torque. When the control mode is power priority mode and the vehicle is in a four-wheel slippage state, the original drive torque of each drive wheel is used as the target drive torque of each drive wheel. When the control mode is power priority mode and the vehicle is in a three-wheel slippage state or a two-wheel slippage state, the original drive torque of the slipping drive wheels is used as their target drive torque, and the original drive torque of the non-slipping drive wheels is constrained based on the vehicle's power requirements to obtain the target drive torque of the non-slipping drive wheels.

[0014] This implementation method, by differentiating the original drive torque when the vehicle is in a state of four-wheel full slip, three-wheel slip, or two-wheel slip, can flexibly balance stability, balance, and power under different working conditions, effectively improving the vehicle's controllability and ability to get out of trouble under extreme adhesion conditions.

[0015] In one optional implementation, coaxial torque coordination of the two original drive torques corresponding to the two drive wheels in the slipping drive shaft to generate a coordinated drive torque includes: when the vehicle is in a four-wheel slipping state, the smaller of the two original drive torques on the same axis is used as the coordinated drive torque; when the vehicle is in a three-wheel slipping state, when both drive wheels on the same axis are slipping, the smaller of the two original drive torques on the same axis is used as the coordinated drive torque; when only one of the two drive wheels on the same axis is slipping, the original drive torque of the drive wheel in the slipping state is used as the coordinated drive torque; when the vehicle is in a two-wheel slipping state, the original drive torque of the drive wheel in the slipping state is used as the coordinated drive torque.

[0016] This implementation method effectively suppresses torque imbalance caused by adhesion differences by coaxially coordinating the two original drive torques in the slipping drive shaft, thereby improving the traction efficiency and driving stability of the vehicle on low-adhesion or split-road surfaces.

[0017] In one optional implementation, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. For the yaw control wheel, the stabilizing yaw moment is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, obtaining their target drive torque based on their original drive torque includes: when the vehicle is in a state of full four-wheel slippage, determining whether the yaw effect generated by the original drive torque of all drive wheels exacerbates the vehicle's yaw tendency; if not, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. To stabilize the yaw moment, the stabilizing yaw moment is distributed and superimposed on the original drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their original drive torque is used as their target drive torque. If the yaw is aggravated, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. The stabilizing yaw moment is distributed and superimposed only on the coordinated post-drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their coordinated post-drive torque is used as their target drive torque.

[0018] This implementation method, under the condition of full wheel slippage, accurately generates the target driving torque for each drive wheel by judging whether the yaw effect exacerbates the yaw trend of the vehicle body, which can effectively suppress yaw instability and improve the directional controllability and driving stability of the vehicle under extreme conditions.

[0019] In one optional implementation, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. For the yaw control wheel, the stabilizing yaw moment is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, obtaining their target drive torque based on their original drive torque includes: when the vehicle is in a three-wheel slippage state or a two-wheel slippage state, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state, and the stabilizing yaw moment is distributed and superimposed only on the coordinated post-drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, their coordinated post-drive torque is used as their target drive torque.

[0020] In a three-wheel slippage state or a two-wheel slippage state, this implementation determines the yaw control wheel and the stabilizing yaw moment based on the vehicle's yaw state. The stabilizing yaw moment is only superimposed on the coordinated rear drive torque of the yaw control wheel, while the other drive wheels directly use the coordinated rear drive torque as the target drive torque. This can effectively suppress yaw instability and improve the vehicle's directional stability and controllability on asymmetrical adhesion surfaces.

[0021] In one optional implementation, when the control mode is power-priority mode and the vehicle is in a three-wheel slippage state, the original drive torque of the slipping drive wheels is used as its target drive torque. The target drive torque of the non-slipping drive wheels is obtained by constraining the original drive torque based on the vehicle's power requirements. This includes: when the control mode is power-priority mode and the vehicle is in a three-wheel slippage state, for a dual-slippage drive axle, the original drive torque of the two drive wheels in the slipping drive axle is used as the target drive torque of the two drive wheels in the slipping drive axle, wherein the dual-slippage drive axle consists of two coaxial drive wheels both in a slippage state. For a single slipping drive axle, the first requirement constraint is determined based on the vehicle speed and the slope of the road surface. The larger value between the first requirement constraint and the original drive torque of the drive wheel in a slipping state in the single slipping drive axle is taken, and the smaller value between the larger value and the original drive torque of the drive wheel in a non-slipping state in the single slipping drive axle is taken. The minimum value is used as the target drive torque of the drive wheel in a non-slipping state in the single slipping drive axle, and the original drive torque of the drive wheel in a slipping state in the single slipping drive axle is used as the target drive torque of the drive wheel in a slipping state in the single slipping drive axle. The single slipping drive axle is a coaxial drive axle in which only one of the two drive wheels is slipping.

[0022] In this implementation, under the condition of three wheels slipping, the original drive torque is directly used as the target drive torque for dual slipping drive shafts, while for single slipping drive shafts, the first requirement constraint is determined by combining vehicle speed and slope, and the target drive torque of the non-slipping wheel is generated by comparing the larger and smaller values. This can ensure the power requirements while avoiding overloading of the non-slipping wheel, effectively balancing traction utilization and driving stability.

[0023] In one optional implementation, when the control mode is power-priority mode and the vehicle is in a state of two-wheel slippage, the original drive torque of the slipping drive wheel is used as its target drive torque. The target drive torque of the non-slipping drive wheel is obtained by constraining the original drive torque based on the vehicle's power requirements. This includes: when the control mode is power-priority mode and the vehicle is in a state of two-wheel slippage, determining a second requirement constraint based on the vehicle speed and the slope of the road surface; taking the larger value between the second requirement constraint and the original drive torque of the slipping drive wheel in the single slipping drive shaft, and taking the smaller value between the larger value and the original drive torque of the non-slipping drive wheel in the single slipping drive shaft, using the minimum value as the target drive torque of the non-slipping drive wheel in the single slipping drive shaft, and using the original drive torque of the slipping drive wheel in the single slipping drive shaft as the target drive torque of the slipping drive wheel in the single slipping drive shaft.

[0024] In this implementation, when the two wheels are slipping, a second demand constraint is determined based on the vehicle speed and the slope. The target driving torque of the non-slipping wheel is generated by taking the larger value between the second demand constraint and the original driving torque of the slipping wheel, and taking the smaller value between the original driving torque of the non-slipping wheel. This can satisfy the power requirements and prevent the non-slipping wheel torque from being too large, which would lead to adhesion imbalance. This effectively improves the stability and traction of the vehicle on the road surface.

[0025] In one optional implementation, when the vehicle is in a diagonal wheel slippage state, determining the yaw stability of the vehicle body based on operating parameters and determining the target drive torque for each drive wheel based on the yaw stability includes: determining the yaw stability of the vehicle body based on operating parameters; when the vehicle body is unstable, using the original drive torque of the slipping drive wheel as its target drive torque and the original distributed torque of the non-slipping drive wheel as its target drive torque; when the vehicle body is not unstable, using the original drive torque of the slipping drive wheel as its target drive torque; for the non-slipping drive wheel, determining the vehicle's compensating yaw torque based on the yaw stability, and determining the fourth torque increment for each non-slipping wheel based on the compensating yaw torque, and superimposing the fourth torque increment on the original distributed torque to obtain the target drive torque for the non-slipping drive wheel.

[0026] In this implementation, when the diagonal wheels are slipping, the vehicle body is distinguished from unstable based on yaw stability. When unstable, the original driving torque of the slipping wheel and the original distributed torque of the non-slipping wheel are used directly to quickly stabilize the vehicle body. When not unstable, a fourth torque increment is generated based on the compensation yaw torque and superimposed on the original distributed torque of the non-slipping wheel to achieve active yaw adjustment, thereby improving path following performance while ensuring driving stability.

[0027] In one optional implementation, when the vehicle is in a front axle slippage state or a rear axle slippage state, for the slipping drive axle, the original drive torque of the slipping wheel is used as the target drive torque for the two drive wheels of that axle; for the non-slipping drive axle, using the original allocated torque of each drive wheel in that axle as the target drive torque includes: when both front axle wheels or both rear axle wheels of the vehicle are slipping, for a double-slipping drive axle, the original drive torque of the two drive wheels in the slipping drive axle is used as the target drive torque for the two drive wheels in the slipping drive axle, wherein the double-slipping drive axle is a coaxial drive axle in which both drive wheels are slipping; for a non-slipping drive axle, the original allocated torque of the two drive wheels in the non-slipping drive axle is used as the target drive torque for the two drive wheels in the slipping drive axle, wherein the non-slipping drive axle is a non-slipping drive axle in which both drive wheels are non-slipping.

[0028] When both wheels on the front or rear axle slip, this implementation method directly uses the original driving torque as the target driving torque for the two slipping drive axles, and uses the original distributed torque as the target driving torque for the non-slipping drive axle. This effectively avoids the slipping axle from becoming more unstable due to torque differences, while maintaining the normal driving force distribution of the non-slipping axle, thus balancing vehicle stability and traction performance.

[0029] In one optional implementation, when the vehicle is in a front axle slippage state or a rear axle slippage state, for the slipping drive axle, the original drive torque of the slipping wheel is used as the target drive torque for the two drive wheels of that axle; for the non-slipping drive axle, using the original allocated torque of each drive wheel in that axle as the target drive torque includes: when a single wheel of the front axle or a single wheel of the rear axle slips, for a single slipping drive axle, the original drive torque of the slipping drive wheel in the single slipping drive axle is used as the target drive torque for the two drive wheels of the single slipping drive axle, wherein a single slipping drive axle is one of the two drive wheels on the same axle that is slipping; for a non-slipping drive axle, the original allocated torque of the two drive wheels in the non-slipping drive axle is used as the target drive torque for the two drive wheels in the slipping drive axle, wherein a non-slipping drive axle has both drive wheels that are not slipping.

[0030] In this implementation, when a single wheel on the front or rear axle slips, the original driving torque of the slipping wheel on the single slipping drive axle is uniformly used as the target driving torque for both wheels on that axle, thus avoiding exacerbating yaw instability due to torque differences between the left and right wheels; for the non-slipping drive axle, the original distributed torque is used as the target driving torque, effectively balancing vehicle stability and driving efficiency.

[0031] In one alternative implementation, determining the torque increment for each drive wheel based on operating parameters includes: calculating the ideal yaw rate of the vehicle based on the vehicle speed and the front wheel steering angle; determining an additional yaw moment based on the deviation between the ideal yaw rate and the actual yaw rate; and distributing the additional yaw moment to each drive wheel to obtain the torque increment for each drive wheel.

[0032] This implementation method effectively improves the vehicle's yaw tracking and path stability during steering, ensuring that the target drive torque not only meets the driving requirements but also actively adjusts the vehicle's posture, thereby enhancing handling precision and driving safety, and fully leveraging the advantages of the distributed drive system in terms of rapid response and independent control in yaw control.

[0033] In one alternative implementation, after determining the target drive torque for each drive wheel of the vehicle, the method further includes: when the vehicle is in off-road mode, calculating the unexecuted torque of a slipping wheel based on its target drive torque; distributing the sum of the unexecuted torques of all slipping wheels to all non-slipping wheels to obtain a secondary distribution torque for each non-slipping wheel; and for each non-slipping wheel, correcting its target drive torque using its secondary distribution torque to obtain its final drive torque.

[0034] This implementation, in off-road mode, simulates the locking effect of a mechanical differential lock by redistributing the torque that slipping wheels cannot use due to anti-slip restrictions to the non-slipping wheels with good traction. Without increasing hardware costs, it significantly improves the vehicle's ability to get out of trouble and its traction efficiency in low-traction or complex terrain, while avoiding the waste of driving force.

[0035] In one optional implementation, the method for determining the original driving torque includes: determining the target slip ratio of the drive wheel in a slipping state based on the vehicle speed and the road surface adhesion coefficient; obtaining the actual slip ratio of the drive wheel in a slipping state; and determining the original driving torque of the drive wheel in a slipping state based on the actual slip ratio and the target slip ratio of the drive wheel in a slipping state.

[0036] This implementation dynamically sets the target slip ratio of the slipping wheel based on vehicle speed and road surface adhesion coefficient, and adjusts its original driving torque in combination with the actual slip ratio feedback, so that the driving force is always maintained near the tire-road adhesion limit. This fully utilizes the available adhesion to improve traction performance, while avoiding loss of control due to excessive slip, effectively enhancing the driving efficiency and driving stability of the vehicle under different road surface conditions.

[0037] Secondly, the present invention also provides a control device for a distributed drive system. The device includes an acquisition module, a slippage state determination module, a vehicle body state determination module, a road surface state determination module, a control mode determination module, and a first control parameter determination module. The acquisition module acquires the vehicle's operating parameters. The slippage state determination module determines the vehicle's slippage state based on the operating parameters. The vehicle body state determination module determines the vehicle's body state based on the vehicle's actual yaw rate when the slippage state is a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state. The control mode determination module determines the control mode based on the vehicle's slippage state, body state, and road surface state. The first control parameter determination module determines the target drive torque for each drive wheel of the vehicle based on the control mode.

[0038] Thirdly, the present invention also provides an electronic device comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the control method of the distributed drive system of the first aspect or any corresponding embodiment described above.

[0039] Fourthly, the present invention also provides a distributed drive system, including the aforementioned electronic device.

[0040] Fifthly, the present invention also provides a vehicle including the aforementioned distributed drive system.

[0041] In a sixth aspect, the present invention also provides a computer-readable storage medium storing computer instructions for causing a computer to execute the control method of the distributed drive system of the first aspect or any corresponding embodiment described above.

[0042] In a seventh aspect, the present invention also provides a computer program product, including computer instructions for causing a computer to execute the control method of the distributed drive system of the first aspect or any corresponding embodiment described above. Attached Figure Description

[0043] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 This is a schematic diagram of a motor-rear axle distributed drive vehicle according to Embodiment 3 of the present invention;

[0045] Figure 2 This is a schematic diagram of a distributed drive vehicle with a front axle motor according to Embodiment 3 of the present invention; Figure 3 This is a schematic diagram of a motor-distributed drive vehicle according to Embodiment 4 of the present invention; Figure 4 This is a first flowchart of a distributed drive system control method according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the identification tree structure for the skidding state of a vehicle according to an embodiment of the present invention; Figure 6 This is a second flowchart of the distributed drive system control method according to an embodiment of the present invention; Figure 7 This is a third flowchart of the distributed drive system control method according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the software architecture of the distributed drive system control method according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the software control flow of the distributed drive system control method according to an embodiment of the present invention; Figure 10 This is a schematic diagram of a seven-degree-of-freedom vehicle model according to an embodiment of the present invention; Figure 11 This is a structural block diagram of a distributed drive system control device according to an embodiment of the present invention; Figure 12 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0047] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0048] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0049] This embodiment provides a control method for a distributed drive system, which can be used in distributed drive systems. Distributed drive systems are suitable for distributed drive vehicles, such as... Figures 1-3 The distributed drive vehicle power configurations shown include: four-wheel independent drive, front-wheel independent drive with a single motor drive on the rear axle, and front-axle single motor drive with independent drive on the rear wheels.

[0050] According to an embodiment of the present invention, a control method embodiment for a distributed drive system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0051] This embodiment provides a control method for a distributed drive system, which can be used in distributed drive systems. Figure 4 This is a first flowchart of a distributed drive system control method according to an embodiment of the present invention, such as... Figure 4 As shown, the process includes the following steps: Step S401: Obtain the vehicle's operating parameters.

[0052] Specifically, the vehicle's operating parameters include: vehicle speed, actual wheel speed of each drive wheel, actual yaw rate of the vehicle, longitudinal acceleration and lateral acceleration, steering wheel angle, current output torque or current status of each drive motor, and vehicle geometric parameters, etc.

[0053] Step S402: Determine the vehicle's slippage state based on the operating parameters.

[0054] Specifically, determining a vehicle's slippage state based on operating parameters includes: determining the slippage state of each drive wheel based on the vehicle's speed and the actual wheel speed of each drive wheel; and determining the overall slippage state of the vehicle based on the slippage state of all drive wheels. For example, ... Figure 5As shown, the slippage states of a vehicle include the following nine types: 1. No slippage; 2. All four wheels slipping; 3. Three wheels slipping; 4. Two wheels slipping in opposite directions; 5. Diagonal wheels slipping; 6. Two wheels slipping on the front axle; 7. One wheel slipping on the front axle; 8. Two wheels slipping on the rear axle; 9. One wheel slipping on the rear axle.

[0055] The slippage state of the drive wheels can be obtained by the following method: calculating the actual slip ratio of the drive wheels based on the vehicle speed and the actual wheel speed, and comparing the actual slip ratio with a preset range to obtain the slippage state of the drive wheels.

[0056] For example, the formula for calculating the actual slip ratio is:

[0057] in, Indicates the vehicle's speed. This represents the actual wheel speed of drive wheel i.

[0058] When the actual slip ratio Greater than the threshold When, it indicates that drive wheel i is in a slipping state; when the actual slip ratio Less than the threshold When, it indicates that drive wheel i is in a brake-locked state; when the actual slip ratio Between the threshold and When the time interval is between, it indicates that the drive wheel i is in a non-slipping state.

[0059] Step S403: When the slippage state is a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state, determine the vehicle body state based on the actual yaw rate of the vehicle.

[0060] Specifically, vehicle body condition can be classified based on the difference between the actual yaw rate and the ideal yaw rate. For example, vehicle body conditions include the following three types: 1. No yaw; 2. Understeer; 3. Oversteer.

[0061] Step S404: Determine the control mode based on the vehicle's slippage state, vehicle body state, and road surface state.

[0062] Among these, the road surface condition can be determined based on the road surface adhesion coefficient and slope information of the road surface on which the vehicle travels.

[0063] Specifically, road surface conditions can be classified based on the road surface adhesion coefficient and slope information. For example, road surface conditions include the following nine types: 1. Flat road with low adhesion; 2. Flat road with medium adhesion; 3. Flat road with high adhesion; 4. Downhill road with low adhesion; 5. Downhill road with medium adhesion; 6. Downhill road with high adhesion; 7. Uphill road with low adhesion; 8. Uphill road with medium adhesion; 9. Uphill road with high adhesion.

[0064] For example, the road surface adhesion coefficient can be calculated using the following formula:

[0065] in, Indicates the road surface adhesion coefficient. This represents the detected value from the longitudinal acceleration sensor. This indicates the value detected by the lateral acceleration sensor.

[0066] In one optional implementation, S4 determines the control mode based on the vehicle's slippage state, body state, and road surface state, including: when the vehicle is in a state of full four-wheel slippage, three-wheel slippage, or two-wheel slippage, using the body state and road surface state as input parameters, querying a preset control mode mapping table to obtain the control mode; wherein, the control mode is a balance control mode, a stability priority mode, or a power priority mode.

[0067] Step S4S405: Determine the target drive torque for each drive wheel of the vehicle based on the control mode.

[0068] The distributed drive system control method provided in this embodiment accurately identifies complex driving scenarios such as split-road surfaces and steep, low-adhesion slopes by comprehensively judging the vehicle's slippage state, the vehicle body state based on yaw rate, and the road surface state including adhesion coefficient and slope. This overcomes the problem of existing systems misjudging operating conditions due to limited information. Based on this, the torque distribution of each wheel is dynamically adjusted to avoid excessively restricting power when getting out of trouble or blindly outputting driving force when on the verge of instability. Thus, it effectively balances power, steering response, and driving stability in complex road conditions.

[0069] This embodiment provides a control method for a distributed drive system, which can be used in distributed drive systems. Figure 6 This is a second flowchart of the distributed drive system control method according to an embodiment of the present invention, such as... Figure 6 As shown, the process includes the following steps: Step S601: Obtain the vehicle's operating parameters.

[0070] Step S602: Determine the vehicle's slippage state based on the operating parameters.

[0071] Step S603: When the slippage state is a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state, determine the vehicle body state based on the actual yaw rate of the vehicle.

[0072] Step S604: Determine the road surface condition based on the road surface adhesion coefficient and slope information of the road surface on which the vehicle is traveling.

[0073] Step S605: Determine the control mode based on the vehicle's slippage state, body condition, and road surface condition.

[0074] Step S606: Determine the target drive torque for each drive wheel of the vehicle according to the control mode.

[0075] Step S607: When the slippage state is any other than the four-wheel slippage state, the three-wheel slippage state, and the two-wheel slippage state, determine the target drive torque for each drive wheel of the vehicle based on the slippage state and operating parameters.

[0076] In one optional implementation, when the slippage state is any other than a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state, determining the target drive torque for each drive wheel of the vehicle based on the slippage state and operating parameters includes the following steps S6071 to S6073.

[0077] Step S6071: When the vehicle is in a non-slipping state, determine the torque increment of each drive wheel according to the operating parameters, and add the torque increment of each drive wheel to the original allocated torque of the corresponding drive wheel to obtain the target drive torque of each drive wheel.

[0078] The original torque distribution is the torque of each drive wheel initially calculated based on the driver's required torque (such as accelerator pedal opening) and current driving conditions (such as vehicle speed, gear, and drive mode) without considering abnormal conditions such as vehicle slippage, vehicle instability, or special road conditions, according to a preset conventional torque distribution strategy.

[0079] Specifically, determining the torque increment for each drive wheel based on operating parameters includes the following steps: calculating the ideal yaw rate of the vehicle based on the vehicle speed and the front wheel steering angle; determining the additional yaw moment based on the deviation between the ideal yaw rate and the actual yaw rate; and distributing the additional yaw moment to each drive wheel to obtain the torque increment for each drive wheel.

[0080] For example, the additional yaw moment can be obtained by PI control using the deviation between the ideal yaw rate and the actual yaw rate, i.e.

[0081] in, Indicates the additional yaw moment. This represents the deviation between the ideal yaw rate and the actual yaw rate. This represents the parameter P. This represents parameter I.

[0082] The ideal yaw rate can be calculated using the following formula:

[0083] in, Represents the ideal yaw rate. Indicates the vehicle's speed; Indicates the front wheel steering angle; Indicates the wheelbase between the front and rear axles; Indicates the overall weight of the vehicle; This indicates the distance from the center of gravity to the front axle; This indicates the distance from the center of mass to the rear axle; Indicates the stiffness of the front tires; This indicates the stiffness of the rear tires.

[0084] Step S6072: When the vehicle is in a state of diagonal wheel slippage, determine the yaw stability of the vehicle body according to the operating parameters, and determine the target drive torque of each drive wheel based on the yaw stability.

[0085] In one alternative implementation, when the vehicle is in a diagonal wheel slippage state, the yaw stability of the vehicle body is determined according to the operating parameters, and the target drive torque of each drive wheel is determined based on the yaw stability, including the following steps Sa1 to Sa3.

[0086] Step Sa1: Determine the yaw stability of the vehicle body based on the operating parameters.

[0087] Specifically, the yaw stability of the vehicle body is determined based on the vehicle's actual yaw rate, lateral acceleration, steering wheel angle, and vehicle speed.

[0088] Based on the vehicle's actual yaw rate, lateral acceleration, steering wheel angle, and vehicle speed, the current steering characteristics of the vehicle body are determined and classified as: stable (i.e., no obvious yaw instability trend, denoted as "none"), understeer (denoted as "understeer"), or oversteer (denoted as "oversteer"). For example, when the vehicle is experiencing diagonal wheel slippage, whether the vehicle body is unstable can be determined by referring to Table 1 based on the vehicle body condition and road surface condition.

[0089] Table 1. Determination of Vehicle Body Yaw Stability

[0090] When the value obtained by looking up Table 1 based on the vehicle body condition and road surface condition is A, it indicates that the vehicle body is not unstable; when the value obtained by looking up Table 1 based on the vehicle body condition and road surface condition is B, it indicates that the vehicle body is unstable.

[0091] Step Sa2: When the vehicle body becomes unstable, the original drive torque of the drive wheel that is slipping is taken as its target drive torque, and the original distributed torque of the drive wheel that is not slipping is taken as its target drive torque.

[0092] Step Sa3: When the vehicle body is not unstable, the original drive torque of the drive wheel in a slipping state is taken as its target drive torque; for the drive wheel in a non-slipping state, the vehicle's compensation yaw torque is determined according to the yaw stability, and the fourth torque increment of each non-slipping wheel is determined according to the compensation yaw torque. The fourth torque increment is added to the original allocated torque to obtain the target drive torque of the drive wheel in a non-slipping state.

[0093] Step S6073: When the vehicle is in a state of front axle slippage or rear axle slippage, for the drive axle that is slipping, the original drive torque of the slipping wheel is used as the target drive torque of the two drive wheels of that axle; for the drive axle that is not slipping, the original distributed torque of each drive wheel in that axle is used as the target drive torque.

[0094] In one optional implementation, when the vehicle is in a front axle slippage or rear axle slippage state, for the slipping drive axle, the original drive torque of the slipping wheel is used as the target drive torque for the two drive wheels of that axle; for the non-slipping drive axle, using the original distributed torque of each drive wheel in that axle as the target drive torque includes: Step Sb1: When the front axle wheels or the rear axle wheels of the vehicle slip, for a dual-slip drive axle, the original driving torque of the two drive wheels in the slip drive axle is used as the target driving torque of the two drive wheels in the slip drive axle, wherein the two drive wheels of the dual-slip drive axle are coaxial and both are in a slipping state.

[0095] Step Sb2: For the non-slipping drive shaft, the original distributed torque of the two drive wheels in the non-slipping drive shaft is used as the target drive torque of the two drive wheels in the slipping drive shaft, where the non-slipping drive shaft is one in which both drive wheels are in a non-slipping state.

[0096] In one optional implementation, when the vehicle is in a front axle slippage state or a rear axle slippage state, for the slipping drive axle, the original drive torque of the slipping wheel is used as the target drive torque of the two drive wheels of the axle; for the drive axle that is not slipping, the original allocated torque of each drive wheel in the axle is used as the target drive torque, including the following steps Se1 to Se2.

[0097] Step Sc1: When a single wheel on the front axle or a single wheel on the rear axle slips, for a single slip drive axle, the original drive torque of the slipping drive wheel in the single slip drive axle is used as the target drive torque for the two drive wheels of the single slip drive axle, wherein the single slip drive axle is a coaxial drive axle in which only one of the two drive wheels is slipping.

[0098] Step Sc2: For the non-slipping drive shaft, the original distributed torque of the two drive wheels in the non-slipping drive shaft is used as the target drive torque of the two drive wheels in the slipping drive shaft, where the non-slipping drive shaft is one in which both drive wheels are in a non-slipping state.

[0099] The control method for the distributed drive system provided in this embodiment distinguishes between extreme slippage conditions (such as full four-wheel slippage, three-wheel slippage, or two-wheel slippage) and non-extreme slippage conditions. It adopts a refined strategy based on the mapping of vehicle body state, road surface state, and control mode, as well as a direct torque distribution strategy based on slippage type and operating parameters, to achieve adaptive control covering all working conditions. In extreme slippage, it balances stability and traction, while maintaining responsiveness and driving efficiency in mild or local slippage. This effectively solves the technical problem of existing systems having a single control strategy and difficulty in balancing safety and power performance in complex road conditions.

[0100] This embodiment provides a control method for a distributed drive system, which can be used in distributed drive systems. Figure 7 This is a third flowchart of the distributed drive system control method according to an embodiment of the present invention. Figure 8 This is a schematic diagram of the software architecture of the distributed drive system control method according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the software control flow of the distributed drive system control method according to an embodiment of the present invention, such as... Figure 7 , Figure 8 and Figure 9 As shown, the process includes the following steps: Step S701: Obtain the vehicle's operating parameters.

[0101] Step S702: Determine the vehicle's slippage state based on the operating parameters.

[0102] Step S703: When the slippage state is a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state, determine the vehicle body state based on the actual yaw rate of the vehicle.

[0103] Step S704: Determine the road surface condition based on the road surface adhesion coefficient and slope information of the road surface on which the vehicle is traveling.

[0104] Step S705: Determine the control mode based on the vehicle's slippage state, body condition, and road surface condition.

[0105] For example, when the vehicle is in a state of complete slippage of all four wheels, the control mode can be determined by looking up Table 2 based on the vehicle's condition and the road surface condition.

[0106] Table 2 Control Status Table under Four-Wheel Full Slippage Condition

[0107] When the value obtained from the query in Table 2 is 1, it indicates that the control mode is the balanced control mode; when the value obtained from the query in Table 2 is 1, it indicates that the control mode is the stability priority mode; when the value obtained from the query in Table 2 is 3, it indicates that the control mode is the dynamic priority mode.

[0108] For example, when the vehicle is in a three-wheel slippage state, the control mode can be determined by looking up Table 3 based on the vehicle body condition and road surface condition.

[0109] Table 3 Control Status Table under Three-Wheel Slippage Conditions

[0110] When the value obtained from the query in Table 3 is 4, it indicates that the control mode is the balanced control mode; when the value obtained from the query in Table 3 is 5, it indicates that the control mode is the stability priority mode; when the value obtained from the query in Table 3 is 6, it indicates that the control mode is the dynamic priority mode.

[0111] For example, when the vehicle is in a state of slippage between two wheels, the control mode can be determined by looking up Table 4 based on the vehicle's condition and the road surface condition.

[0112] Table 4. Control Status Table under Slippage of Two Open Wheels

[0113] When the value obtained from the query in Table 4 is 7, it indicates that the control mode is the balanced control mode; when the value obtained from the query is 8, it indicates that the control mode is the stability priority mode; when the value obtained from the query is 9, it indicates that the control mode is the dynamic priority mode.

[0114] Step S706: Determine the target drive torque for each drive wheel of the vehicle according to the control mode.

[0115] In one alternative implementation, determining the target drive torque for each drive wheel of the vehicle according to the control mode includes the following steps S7061 to S7065.

[0116] Step S7061: When the vehicle is in a state of full four-wheel slippage, three-wheel slippage, or two-wheel slippage, determine the original driving torque of the slipping wheel in the vehicle according to the operating parameters.

[0117] Specifically, the original driving torque of a slipping wheel can be calculated using the following method: determine the target slip ratio of the drive wheel in a slipping state based on the vehicle speed and the road surface adhesion coefficient; obtain the actual slip ratio of the drive wheel in a slipping state; and determine the original driving torque of the drive wheel in a slipping state based on the actual slip ratio and the target slip ratio.

[0118] The target slip ratio can be obtained by referring to Table 5 based on the vehicle speed and the road surface adhesion coefficient.

[0119] Table 5. Target Slip Ratio Determination Table

[0120] Using the above methods, the target slip ratio can be appropriately increased at low traction to ensure that the vehicle retains a certain amount of power on low traction surfaces, while at high traction, the target slip ratio can be reduced to decrease tire wear. At low speeds, a larger target slip ratio ensures that the vehicle retains power during start-up, while at high speeds, stability is prioritized to reduce the target slip ratio.

[0121] For example, the original drive torque can be obtained by using PID control with the actual slip ratio and the target slip ratio.

[0122] Step S7062: When the control mode is the balance control mode, the two original drive torques corresponding to the two drive wheels in the slipping drive shaft are coordinated to generate the coordinated drive torque, and the coordinated drive torque is used as the target drive torque for the two drive wheels in the slipping drive shaft.

[0123] Specifically, the process of generating a coordinated drive torque by coaxial torque coordination of the two original drive torques corresponding to the two drive wheels in the slipping drive shaft includes the following steps Sd1 to Sd3.

[0124] Step Sd1: When the vehicle is in a state of full wheel slippage, the smaller of the two original drive torques on the same axle is used as the coordinated drive torque.

[0125] Step Sd2: When the vehicle is in a three-wheel slippage state, if both drive wheels on the same axle are slipping, the smaller of the two original drive torques on the same axle is used as the coordinated drive torque; if only one of the two drive wheels on the same axle is slipping, the original drive torque of the drive wheel that is slipping is used as the coordinated drive torque.

[0126] Step Sd3: When the vehicle is in a state of slippage between two wheels, the original drive torque of the slipping drive wheel is used as the coordinated drive torque.

[0127] Step S7063: When the control mode is stability priority mode, the two original drive torques corresponding to the two drive wheels in the slipping drive shaft are coordinated to generate coordinated drive torque; the yaw control wheel and stabilizing yaw torque are determined based on the vehicle body yaw state. For the yaw control wheel, the stabilizing yaw torque is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, their target drive torque is obtained according to their original drive torque.

[0128] Among them, the yaw control wheel refers to a single drive wheel that is actively selected during vehicle operation to apply additional driving or braking torque to generate the required yaw torque in order to adjust or correct the rotational motion of the vehicle body around the vertical axis (i.e., yaw motion).

[0129] The step S7063, "to generate a coordinated drive torque by coaxial torque coordination of the two original drive torques corresponding to the two drive wheels in the slipping drive shaft", can adopt the same scheme as step S7062, and will not be repeated here.

[0130] When the vehicle is in a state of full four-wheel slippage, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. For the yaw control wheel, the stabilizing yaw moment is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For the other drive wheels besides the yaw control wheel, the target drive torque is obtained based on their original drive torque, including: determining whether the yaw effect generated by the original drive torque of all drive wheels exacerbates the vehicle's yaw tendency; if not, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. The stabilizing yaw moment is distributed and superimposed on the original drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their original drive torque is used as their target drive torque. If the yaw is aggravated, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle body yaw state. The stabilizing yaw moment is distributed and superimposed only on the coordinated post-drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their coordinated post-drive torque is used as their target drive torque.

[0131] Specifically, the deviation between the ideal yaw rate and the actual yaw rate can be used to determine whether the yaw effect generated by the original drive torque of all drive wheels exacerbates the vehicle's yaw tendency.

[0132] For example, if the yaw rate is not aggravated, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. The stabilizing yaw moment is then distributed and superimposed on the yaw control wheel to obtain the target drive torque for the yaw control wheel. For other drive wheels besides the yaw control wheel, their original drive torque can be used as their target drive torque using the following formula:

[0133]

[0134]

[0135]

[0136] in, This indicates the target drive torque for the left front wheel. Indicates the target drive torque for the right front wheel; Indicates the target drive torque for the left rear wheel; Indicates the target drive torque for the right rear wheel; This indicates the original drive torque of the left front wheel; This indicates the original drive torque of the right front wheel; This indicates the original drive torque of the left rear wheel; This indicates the original drive torque of the right rear wheel; Indicates the stable yaw moment. Indicates the wheel radius. Indicates the front wheel track width; Indicates the rear wheel track width; Indicates the front wheel steering angle. Indicates the yaw control factor for the left front wheel; Indicates the yaw control factor for the right front wheel; Indicates the yaw control factor for the left rear wheel; This indicates the yaw control factor for the right rear wheel.

[0137] in, A value of 1 indicates that the left front wheel is the yaw control wheel. A value of 0 indicates that the left front wheel is not a yaw control wheel. , and Meaning and same.

[0138] When the vehicle is in a three-wheel slippage state or a two-wheel slippage state, the yaw control wheel and stabilizing yaw moment are determined based on the vehicle's yaw state. For the yaw control wheel, the stabilizing yaw moment is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their target drive torque is obtained based on their original drive torque, including: determining the yaw control wheel and stabilizing yaw moment based on the vehicle's yaw state, distributing the stabilizing yaw moment and superimposing it only on the coordinated post-drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, their coordinated post-drive torque is used as their target drive torque.

[0139] Step S7064: When the control mode is power priority mode and the vehicle is in a state of full four-wheel slippage, the original drive torque of each drive wheel is used as the target drive torque of each drive wheel.

[0140] Step S7065: When the control mode is power priority mode and the vehicle is in a three-wheel slippage state or a two-wheel slippage state, the original drive torque of the slipping drive wheel is used as its target drive torque. Based on the vehicle's power requirements, the original drive torque of the non-slipping drive wheel is constrained to obtain the target drive torque of the non-slipping drive wheel.

[0141] When a vehicle is in a three-wheel slippage state, the original drive torque of the slipping drive wheels is used as its target drive torque. Based on the vehicle's power requirements, the original drive torque of the non-slipping drive wheels is constrained to obtain the target drive torque for the non-slipping drive wheels. This includes: when the vehicle is in a three-wheel slippage state, for a dual-slipping drive axle, the original drive torque of the two drive wheels on the slipping drive axle is used as the target drive torque for the two drive wheels on the slipping drive axle, where the dual-slipping drive axle means that both drive wheels on the same axis are slipping; for a single-slipping drive axle, the target drive torque is determined based on the vehicle speed and travel distance. The slope of the driving surface determines the first requirement constraint; the larger value between the first requirement constraint and the original drive torque of the drive wheel in a slipping state in the single slipping drive shaft is taken, and the smaller value between the larger value and the original drive torque of the drive wheel in a non-slipping state in the single slipping drive shaft is taken. The minimum value is taken as the target drive torque of the drive wheel in a non-slipping state in the single slipping drive shaft, and the original drive torque of the drive wheel in a slipping state in the single slipping drive shaft is taken as the target drive torque of the drive wheel in a slipping state in the single slipping drive shaft. The single slipping drive shaft is a coaxial drive shaft in which only one of the two drive wheels is in a slipping state.

[0142] For example, the first requirement is approximately equal to the road surface slope resistance plus the minimum acceleration torque.

[0143] Where, the road surface slope resistance = mgsinθ, and the minimum acceleration torque = Where m represents the total vehicle mass. This represents the minimum acceleration on a ramp. θ represents the tire radius; θ represents the slope.

[0144] Minimum ramp acceleration The speed can be obtained by looking up a table.

[0145] Table 6. Determination of Minimum Gradient Acceleration

[0146] When a vehicle is in a state of two-wheel slippage, the original driving torque of the slipping drive wheel is used as its target driving torque. Based on the vehicle's power requirements, the original driving torque of the non-slipping drive wheel is constrained to obtain the target driving torque of the non-slipping drive wheel. This includes: when the vehicle is in a state of two-wheel slippage, determining a second requirement constraint based on the vehicle speed and the slope of the road surface; taking the larger value between the second requirement constraint and the original driving torque of the slipping drive wheel in the single slipping drive shaft, and taking the smaller value between the larger value and the original driving torque of the non-slipping drive wheel in the single slipping drive shaft, and using the minimum value as the target driving torque of the non-slipping drive wheel in the single slipping drive shaft; and using the original driving torque of the slipping drive wheel in the single slipping drive shaft as the target driving torque of the slipping drive wheel in the single slipping drive shaft.

[0147] For example, the second requirement is approximately 0.5 (road slope resistance + minimum acceleration torque). Here, 0.5 indicates that the torque of the distributed electric drive is evenly distributed between the left and right sides.

[0148] The distributed drive system control method provided in this embodiment accurately identifies complex driving scenarios such as split-road surfaces and steep, low-adhesion slopes by comprehensively judging the vehicle's slippage state, the vehicle body state based on yaw rate, and the road surface state including adhesion coefficient and slope. This overcomes the problem of existing systems misjudging operating conditions due to limited information. Based on this, the torque distribution of each wheel is dynamically adjusted to avoid excessively restricting power when getting out of trouble or blindly outputting driving force when on the verge of instability. Thus, it effectively balances power, steering response, and driving stability in complex road conditions.

[0149] exist Figure 4 , Figure 6 and Figure 7 Based on the control method of the provided distributed drive system, after determining the target drive torque of each drive wheel of the vehicle, the method further includes: when the vehicle is in off-road mode, for slipping wheels, calculating their unexecuted torque based on their target drive torque; distributing the sum of the unexecuted torques of all slipping wheels to all non-slipping wheels to obtain the secondary distribution torque of each non-slipping wheel; and for non-slipping wheels, using their secondary distribution torque to correct their target drive torque to obtain their final drive torque.

[0150] Specifically, the process first identifies which wheels are slipping and calculates the unexecuted torque for each slipping wheel based on the difference between its initial target drive torque and the actual executable anti-slip torque. Then, the unexecuted torques of all slipping wheels are summed and equally distributed among all non-slipping wheels, resulting in a secondary torque allocation for each non-slipping wheel. Finally, this increment is added to the initial target torque of the non-slipping wheels to form their final drive torque command.

[0151] The above method not only achieves dynamic optimization of power resources, but also effectively improves the traction efficiency and ability to get out of trouble of the whole vehicle in complex off-road conditions, while taking into account both response speed and control precision.

[0152] Figure 10 This is a schematic diagram of a seven-degree-of-freedom vehicle model according to an embodiment of the present invention. Figure 10 middle, a b and represent the distances from the vehicle's center of gravity to the front and rear axles, respectively; L is the wheelbase; Tf and Tr are the front track and rear track, respectively; Fx1 Fx4 represents the longitudinal driving force (or braking force) of the four wheels; Fy1 Fy4 represents the lateral forces of the three wheels; Vx and Vy represent the longitudinal and lateral velocities of the vehicle's center of gravity; γ represents the vehicle's yaw rate; and δ represents the front wheel steering angle. This model is used to simulate and analyze the dynamic behavior of a vehicle under different road conditions, including the longitudinal and lateral movements of the vehicle body, rotation about the vertical axis (yaw), and wheel rotation. This model provides the theoretical basis for the aforementioned control strategies and helps to understand and predict vehicle performance under complex driving conditions.

[0153] This embodiment also provides a control device for a distributed drive system, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0154] This embodiment provides a control device for a distributed drive system, such as... Figure 11 As shown, it includes: The acquisition module 1101 is used to acquire the vehicle's operating parameters.

[0155] The slippage state determination module 1102 is used to determine the slippage state of the vehicle based on operating parameters; The vehicle body state determination module 1103 is used to determine the vehicle body state based on the actual yaw rate of the vehicle when the slippage state is a four-wheel slippage state, a three-wheel slippage state, or a two-wheel slippage state.

[0156] The control mode determination module 1104 is used to determine the control mode based on the vehicle's slippage state, vehicle body state, and road surface state.

[0157] The first control parameter determination module 1105 is used to determine the target drive torque of each drive wheel of the vehicle according to the control mode.

[0158] In some optional implementations, the control device of the distributed drive system further includes a second control parameter determination module. The second control parameter determination module is used to: determine the target drive torque for each drive wheel of the vehicle based on the slip state and operating parameters when the slip state is any state other than four-wheel slip, three-wheel slip, and two-wheel slip in opposite directions.

[0159] In some optional implementations, the second control parameter determination module is used to: when the slippage state is non-slippage, determine the torque increment of each drive wheel according to the operating parameters, and add the torque increment of each drive wheel to the original allocated torque of the corresponding drive wheel to obtain the target drive torque of each drive wheel; when the vehicle is in a diagonal wheel slippage state, determine the yaw stability of the vehicle body according to the operating parameters, and determine the target drive torque of each drive wheel based on the yaw stability; when the vehicle is in a front axle slippage state or a rear axle slippage state, for the slipping drive axle, determine the original drive torque of the slipping wheel according to the operating parameters, and use the original drive torque of the slipping wheel as the target drive torque of the two drive wheels of that axle; for the non-slipping drive axle, determine the original allocated torque of each drive wheel in that axle according to the operating parameters, and use it as the target drive torque of each drive wheel in that axle.

[0160] In some optional implementations, the control mode determination module 1104 is specifically used to: when the vehicle is in a state of full four-wheel slippage, three-wheel slippage, or two-wheel slippage, take the vehicle body state and road surface state as input parameters, and query a preset control mode mapping table to obtain the control mode; wherein, the control mode is a balance control mode, a stability priority mode, or a power priority mode.

[0161] In some optional implementations, the first control parameter determination module 1105 is specifically used for: determining the original driving torque of the slipping wheels in the vehicle based on operating parameters when the vehicle is in a four-wheel full slip state, a three-wheel slip state, or a two-wheel slip state; when the control mode is a balance control mode, performing coaxial torque coordination on the two original driving torques corresponding to the two driving wheels in the slipping drive shaft to generate a coordinated driving torque, and using the coordinated driving torque as the target driving torque for the two driving wheels in the slipping drive shaft; when the control mode is a stability priority mode, performing coaxial torque coordination on the two original driving torques corresponding to the two driving wheels in the slipping drive shaft to generate a coordinated driving torque; determining the yaw control wheel and stabilizing yaw torque based on the vehicle body yaw state, and for the yaw control... The yaw control wheel distributes and superimposes the stabilizing yaw moment onto the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel. For other drive wheels besides the yaw control wheel, their target drive torque is obtained based on their original drive torque. When the control mode is power priority mode and the vehicle is in a four-wheel slippage state, the original drive torque of each drive wheel is used as the target drive torque of each drive wheel. When the control mode is power priority mode and the vehicle is in a three-wheel slippage state or a two-wheel slippage state, the original drive torque of the slipping drive wheels is used as their target drive torque, and the original drive torque of the non-slipping drive wheels is constrained based on the vehicle's power requirements to obtain the target drive torque of the non-slipping drive wheels.

[0162] In some optional implementations, the first control parameter determination module 1105 is specifically used for: when the vehicle is in a state of full four-wheel slippage, using the smaller of the two original drive torques on the same axle as the coordinated drive torque; when the vehicle is in a state of three-wheel slippage, when both drive wheels on the same axle are slipping, using the smaller of the two original drive torques on the same axle as the coordinated drive torque; when only one of the two drive wheels on the same axle is slipping, using the original drive torque of the drive wheel in the slipping state as the coordinated drive torque; and when the vehicle is in a state of two-wheel slippage, using the original drive torque of the drive wheel in the slipping state as the coordinated drive torque.

[0163] In some optional implementations, the first control parameter determination module 1105 is specifically used for: when the vehicle is in a state of full four-wheel slippage, determining whether the yaw effect generated by the original drive torque of all drive wheels exacerbates the vehicle's yaw tendency; if not, determining the yaw control wheel and stabilizing yaw moment based on the vehicle's yaw state, distributing the stabilizing yaw moment and superimposing it on the original drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, using their original drive torque as their target drive torque; if exacerbated, determining the yaw control wheel and stabilizing yaw moment based on the vehicle's yaw state, distributing the stabilizing yaw moment and superimposing it only on the coordinated post-drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, using their coordinated post-drive torque as their target drive torque.

[0164] In some optional implementations, the first control parameter determination module 1105 is specifically used to: when the vehicle is in a three-wheel slippage state or a two-wheel slippage state, determine the yaw control wheel and the stabilizing yaw moment based on the vehicle body yaw state, distribute the stabilizing yaw moment and add it only to the coordinated rear drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel; for other drive wheels besides the yaw control wheel, use their coordinated rear drive torque as their target drive torque.

[0165] In some optional implementations, the first control parameter determination module 1105 is specifically used for: when the vehicle is in a three-wheel slippage state, for a double slippage drive shaft, taking the original drive torque of the two drive wheels in the slippage drive shaft as the target drive torque of the two drive wheels in the slippage drive shaft, wherein both drive wheels of the double slippage drive shaft are in a slippage state; for a single slippage drive shaft, determining a first demand constraint based on the vehicle speed and the slope of the road surface; taking the larger value between the first demand constraint and the original drive torque of the drive wheel in the slippage state in the single slippage drive shaft, and taking the smaller value between the larger value and the original drive torque of the drive wheel in the non-slippage state in the single slippage drive shaft, taking the minimum value as the target drive torque of the drive wheel in the non-slippage state in the single slippage drive shaft, and taking the original drive torque of the drive wheel in the slippage state in the single slippage drive shaft as the target drive torque of the drive wheel in the slippage state in the single slippage drive shaft, wherein only one of the two drive wheels of the single slippage drive shaft is in a slippage state.

[0166] In some optional implementations, the first control parameter determination module 1105 is specifically used to: when the vehicle is in a state of two-wheel slippage, determine a second demand constraint based on the vehicle speed and the slope of the road surface; take the larger value between the second demand constraint and the original drive torque of the drive wheel in the slippage state in the single slippage drive shaft, and take the smaller value between the larger value and the original drive torque of the drive wheel in the non-slippage state in the single slippage drive shaft, and use the minimum value as the target drive torque of the drive wheel in the non-slippage state in the single slippage drive shaft, and use the original drive torque of the drive wheel in the slippage state in the single slippage drive shaft as the target drive torque of the drive wheel in the slippage state in the single slippage drive shaft.

[0167] In some optional implementations, the second control parameter determination module is specifically used for: determining the yaw stability of the vehicle body based on operating parameters; when the vehicle body is unstable, using the original drive torque of the slipping drive wheel as its target drive torque, and the original distributed torque of the non-slipping drive wheel as its target drive torque; when the vehicle body is not unstable, using the original drive torque of the slipping drive wheel as its target drive torque; for the non-slipping drive wheel, determining the vehicle's compensating yaw torque based on yaw stability, and determining the fourth torque increment for each non-slipping wheel based on the compensating yaw torque, and superimposing the fourth torque increment on the original distributed torque to obtain the target drive torque for the non-slipping drive wheel.

[0168] In some optional implementations, the second control parameter determination module is specifically used for: when both front axle wheels or both rear axle wheels of the vehicle slip, for a double-slipping drive shaft, using the original drive torque of the two drive wheels in the slipping drive shaft as the target drive torque of the two drive wheels in the slipping drive shaft, wherein the double-slipping drive shaft is a coaxial drive shaft where both drive wheels are in a slipping state; for a non-slipping drive shaft, using the original distributed torque of the two drive wheels in the non-slipping drive shaft as the target drive torque of the two drive wheels in the slipping drive shaft, wherein the non-slipping drive shaft is a non-slipping drive shaft where both drive wheels are in a non-slipping state.

[0169] In some optional implementations, the second control parameter determination module is specifically used for: when a single wheel on the front axle or a single wheel on the rear axle of the vehicle slips, for a single slipping drive axle, using the original drive torque of the slipping drive wheel in the single slipping drive axle as the target drive torque for the two drive wheels of the single slipping drive axle, wherein a single slipping drive axle is a coaxial drive axle in which only one of the two drive wheels is slipping; for a non-slipping drive axle, using the original distributed torque of the two drive wheels in the non-slipping drive axle as the target drive torque for the two drive wheels in the slipping drive axle, wherein a non-slipping drive axle is a drive axle in which both drive wheels are non-slipping.

[0170] In some optional implementations, the second control parameter determination module is specifically used to: calculate the ideal yaw rate of the vehicle based on the vehicle speed and the front wheel steering angle; determine the additional yaw torque based on the deviation between the ideal yaw rate and the actual yaw rate; and distribute the additional yaw torque to each drive wheel to obtain the torque increment of each drive wheel.

[0171] In some optional implementations, the control unit of the distributed drive system further includes a correction module. After determining the target drive torque for each drive wheel of the vehicle, the correction module is used to: when the vehicle is in off-road mode, calculate the unexecuted torque of a slipping wheel based on its target drive torque; distribute the sum of the unexecuted torques of all slipping wheels to all non-slipping wheels to obtain a secondary distribution torque for each non-slipping wheel; and correct the target drive torque of a non-slipping wheel using its secondary distribution torque to obtain its final drive torque.

[0172] In some optional implementations, the control device of the distributed drive system further includes a preprocessing module. The preprocessing module is used to: determine the target slip ratio of the drive wheel in a slipping state based on the vehicle speed and the road surface adhesion coefficient; obtain the actual slip ratio of the drive wheel in a slipping state; and determine the original drive torque of the drive wheel in a slipping state based on the actual slip ratio and the target slip ratio.

[0173] The control device for the distributed drive system provided in this embodiment of the invention can execute the control method for the distributed drive system provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as in the corresponding embodiments described above, and will not be repeated here.

[0174] Figure 12 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention.

[0175] The following is a detailed reference. Figure 12 The diagram illustrates a structural schematic suitable for implementing an electronic device according to embodiments of the present invention. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 1201, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 1202 or a program loaded from memory 1208 into random access memory (RAM) 1203. The RAM 1203 also stores various programs and data required for the operation of the electronic device. The processor 1201, ROM 1202, and RAM 1203 are interconnected via a bus 1204. An input / output (I / O) interface 1205 is also connected to the bus 1204.

[0176] Typically, the following devices can be connected to I / O interface 1205: input devices 1206 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 1207 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 1208 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1209. Communication device 1209 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 12 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0177] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 1209, or installed from a memory 1208, or installed from a ROM 1202. When the computer program is executed by the processor 1201, it performs the functions defined in the control method of the distributed drive system of the embodiments of the present invention.

[0178] Figure 12 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0179] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the control method of the distributed drive system shown in the above embodiments is implemented.

[0180] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0181] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A control method of a distributed drive system, characterized by, The method comprises: acquiring an operating parameter of a vehicle; determining a slip state of the vehicle according to the operating parameter; when the slip state is a four-wheel full slip state, a three-wheel slip state or a split double-wheel slip state, determining a body state of the vehicle according to an actual yaw angular velocity of the vehicle; determining a control mode according to the slip state of the vehicle, the body state and a road surface state of a road surface on which the vehicle travels; determining a target driving torque of each driving wheel of the vehicle according to the control mode.

2. The method of claim 1, wherein, Further comprising: when the slip state is a state other than the four-wheel full slip state, the three-wheel slip state and the split double-wheel slip state, determining the target driving torque of each driving wheel of the vehicle based on the slip state and the operating parameter.

3. The method of claim 2, wherein, The determination of the target driving torque of each driving wheel of the vehicle based on the slip state and the operating parameter comprises: when the slip state is no slip, determining a torque increment of each driving wheel according to the operating parameter, superimposing the torque increment of each driving wheel to an original allocated torque of the corresponding driving wheel to obtain the target driving torque of each driving wheel; when the vehicle is in a diagonal-wheel slip state, determining a yaw stability of the body according to the operating parameter, and determining the target driving torque of each driving wheel based on the yaw stability; when the vehicle is in a front-axle slip state or a rear-axle slip state, for the driving axle on which slip occurs, determining an original driving torque of the slipping wheel according to the operating parameter, and taking the original driving torque of the slipping wheel as the target driving torque of the two driving wheels of the axle; for the driving axle on which no slip occurs, determining an original allocated torque of each driving wheel of the axle according to the operating parameter, and taking the original allocated torque of each driving wheel of the axle as the target driving torque of each driving wheel of the axle.

4. The method of claim 1, wherein, The determination of the control mode according to the slip state of the vehicle, the body state and the road surface state comprises: when the vehicle is in the four-wheel full slip state, the three-wheel slip state or the split double-wheel slip state, taking the body state and the road surface state as input parameters, and querying a preset control mode mapping table to obtain the control mode; wherein the control mode is a balance control mode, a stability priority mode or a power priority mode.

5. The method of claim 1, wherein, The determination of the target driving torque of each driving wheel of the vehicle according to the control mode comprises: when the vehicle is in the four-wheel full slip state, the three-wheel slip state or the split double-wheel slip state, determining an original driving torque of a slipping wheel of the vehicle according to the operating parameter; when the control mode is the balance control mode, performing coaxial torque coordination on two original driving torques corresponding to the two driving wheels of the slipping driving axle to generate a coordinated driving torque, and taking the coordinated driving torque as the target driving torque of the two driving wheels of the slipping driving axle. When the control mode is the stability priority mode, two original drive torques corresponding to two drive wheels in the pair of slipping drive shafts are coaxially coordinated to generate a coordinated drive torque; a yaw control wheel and a stable yaw moment are determined based on a body yaw state; for the yaw control wheel, the stable yaw moment is distributed and superimposed on the coordinated drive torque or the original drive torque of the yaw control wheel to obtain a target drive torque of the yaw control wheel; for the drive wheels other than the yaw control wheel, a target drive torque of each drive wheel is obtained according to the original drive torque thereof; when the control mode is the power priority mode and the vehicle is in the four-wheel full slipping state, the original drive torque of each drive wheel is taken as the target drive torque of each drive wheel; When the control mode is the power priority mode and the vehicle is in the three-wheel slipping state or the pair of open double-wheel slipping state, the original drive torque of the drive wheel in the slipping state is taken as the target drive torque thereof, and the original drive torque of the drive wheel in the non-slip state is constrained based on the power demand of the vehicle to obtain the target drive torque of the drive wheel in the non-slip state.

6. The method of claim 5, wherein, The coaxial coordination of the two original drive torques corresponding to the two drive wheels in the pair of slipping drive shafts to generate a coordinated drive torque comprises: When the vehicle is in the four-wheel full slipping state, the smaller value of the two original drive torques coaxially is taken as the coordinated drive torque; When the vehicle is in the three-wheel slipping state, when the two drive wheels coaxially are both in the slipping state, the smaller value of the two original drive torques coaxially is taken as the coordinated drive torque; when only one of the two drive wheels coaxially is in the slipping state, the original drive torque of the drive wheel in the slipping state is taken as the coordinated drive torque; When the vehicle is in the pair of open double-wheel slipping state, the original drive torque of the drive wheel in the slipping state is taken as the coordinated drive torque.

7. The method of claim 5, wherein, The determination of the yaw control wheel and the stable yaw moment based on the body yaw state, the distribution and superimposition of the stable yaw moment on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel, and the obtaining of the target drive torque of each drive wheel other than the yaw control wheel according to the original drive torque thereof comprise: When the vehicle is in the four-wheel full slipping state, it is judged whether the yaw effect generated by the original drive torques of all the drive wheels aggravates the body yaw trend; If not, the yaw control wheel and the stable yaw moment are determined based on the body yaw state, the stable yaw moment is distributed and superimposed on the original drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel, and the original drive torque of each drive wheel other than the yaw control wheel is taken as the target drive torque thereof; If the vehicle is in the three-wheel slipping state or the opposite double-wheel slipping state, the yaw control wheel and the stabilizing yaw moment are determined based on the body yaw state, the stabilizing yaw moment is distributed and superimposed only on the coordinated rear drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel, and the coordinated rear drive torque of the other drive wheels is taken as the target drive torque of the other drive wheels.

8. The method of claim 5, wherein, The yaw control wheel and the stabilizing yaw moment are determined based on the body yaw state, the stabilizing yaw moment is distributed and superimposed on the corresponding drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel, and the target drive torque of the other drive wheels is obtained according to the original drive torque of the other drive wheels. If the vehicle is in the three-wheel slipping state or the opposite double-wheel slipping state, the yaw control wheel and the stabilizing yaw moment are determined based on the body yaw state, the stabilizing yaw moment is distributed and superimposed only on the coordinated rear drive torque of the yaw control wheel to obtain the target drive torque of the yaw control wheel, and the coordinated rear drive torque of the other drive wheels is taken as the target drive torque of the other drive wheels.

9. The method of claim 5, wherein, If the control mode is the power priority mode and the vehicle is in the three-wheel slipping state, the original drive torque of the drive wheel in the slipping state is taken as the target drive torque of the drive wheel in the slipping state, and the original drive torque of the drive wheel in the non-slip state is constrained based on the power demand of the vehicle to obtain the target drive torque of the drive wheel in the non-slip state. If the control mode is the power priority mode and the vehicle is in the three-wheel slipping state, for the double slipping drive shaft, the original drive torque of the two drive wheels in the slipping state is taken as the target drive torque of the two drive wheels in the slipping state, and the double slipping drive shaft is the two drive wheels that are coaxial and are in the slipping state. For the single slipping drive shaft, a first demand constraint is determined according to the vehicle speed and the slope of the driving surface, the larger value of the first demand constraint and the original drive torque of the drive wheel in the slipping state of the single slipping drive shaft is taken, and the smaller value of the original drive torque of the drive wheel in the non-slip state of the single slipping drive shaft is taken, the minimum value is taken as the target drive torque of the drive wheel in the non-slip state of the single slipping drive shaft, and the original drive torque of the drive wheel in the slipping state of the single slipping drive shaft is taken as the target drive torque of the drive wheel in the slipping state of the single slipping drive shaft, and the single slipping drive shaft is the two drive wheels that are coaxial and only one of which is in the slipping state.

10. The method of claim 5, wherein, If the control mode is the power priority mode and the vehicle is in the opposite double-wheel slipping state, the original drive torque of the drive wheel in the slipping state is taken as the target drive torque of the drive wheel in the slipping state, and the original drive torque of the drive wheel in the non-slip state is constrained based on the power demand of the vehicle to obtain the target drive torque of the drive wheel in the non-slip state. determining a second demand constraint according to the vehicle speed and the slope of the travel surface when the control mode is the power priority mode and the vehicle is in the diagonal wheel slip state; taking the greater value between the second demand constraint and the original drive torque of the drive wheel in the single slip drive axle in the slip state, and taking the smaller value between the greater value and the original drive torque of the drive wheel in the single slip drive axle in the non-slip state, taking the minimum value as the target drive torque of the drive wheel in the non-slip state of the single slip drive axle, and taking the original drive torque of the drive wheel in the slip state of the single slip drive axle as the target drive torque of the drive wheel in the slip state of the single slip drive axle.

11. The method of claim 3, wherein, determining the yaw stability of the vehicle body according to the operating parameters when the vehicle is in the diagonal wheel slip state; and determining the target drive torque of each drive wheel based on the yaw stability. determining the yaw stability of the vehicle body according to the operating parameters; when the vehicle body is unstable, taking the original drive torque of the drive wheel in the slip state as the target drive torque thereof, and taking the original distribution torque of the drive wheel in the non-slip state as the target drive torque thereof; when the vehicle body is not unstable, taking the original drive torque of the drive wheel in the slip state as the target drive torque thereof; for the drive wheel in the non-slip state, determining a compensation yaw torque of the vehicle according to the yaw stability, and determining a fourth torque increment of each non-slip wheel according to the compensation yaw torque, and superimposing the fourth torque increment on the original distribution torque to obtain the target drive torque of the drive wheel in the non-slip state.

12. The method of claim 3, wherein, when the vehicle is in the front axle slip state or the rear axle slip state, for the drive axle in the slip state, taking the original drive torque of the slip wheel as the target drive torque of the two drive wheels of the axle; and for the drive axle in the non-slip state, taking the original distribution torque of each drive wheel of the axle as the target drive torque thereof. when the front axle of the vehicle is double-wheel slipping or the rear axle of the vehicle is double-wheel slipping, for the double slip drive axle, taking the original drive torque of the two drive wheels in the slip state of the double slip drive axle as the target drive torque of the two drive wheels in the slip state of the double slip drive axle, wherein the double slip drive axle is the axle on which both of the two drive wheels are in the slip state; for the non-slip drive axle, taking the original distribution torque of the two drive wheels in the non-slip state of the non-slip drive axle as the target drive torque of the two drive wheels in the non-slip state of the non-slip drive axle, wherein the non-slip drive axle is the axle on which both of the two drive wheels are in the non-slip state.

13. The method of claim 3, wherein, when the vehicle is in the front axle slip state or the rear axle slip state, for the drive axle in the slip state, taking the original drive torque of the slip wheel as the target drive torque of the two drive wheels of the axle; and for the drive axle in the non-slip state, taking the original distribution torque of each drive wheel of the axle as the target drive torque thereof. When the front axle single wheel of the vehicle slips or the rear axle single wheel of the vehicle slips, for the single slipping drive axle, the original drive torque of the drive wheel in the slipping state in the single slipping drive axle is taken as the target drive torque of the two drive wheels of the single slipping drive axle, wherein the single slipping drive axle is only one of the two coaxial drive wheels in the slipping state; For the non-slip drive axle, the original distribution torque of the two drive wheels in the non-slip drive axle is taken as the target drive torque of the two drive wheels in the slipping drive axle, wherein the non-slip drive axle is in the non-slip state.

14. The method of claim 3, wherein, The determination of the torque increment of each drive wheel according to the operating parameter comprises: calculating the ideal yaw angular velocity of the vehicle according to the vehicle speed of the vehicle and the front wheel angle of the vehicle; determining an additional yaw moment according to the deviation between the ideal yaw angular velocity and the actual yaw angular velocity; allocating the additional yaw moment to each drive wheel to obtain the torque increment of each drive wheel.

15. The method of any one of claims 1-14, wherein, After determining the target drive torque of each drive wheel of the vehicle, further comprising: When the vehicle is in the off-road mode, for the slipping wheel, the unexecuted torque thereof is calculated according to the target drive torque thereof; allocating the sum of the unexecuted torques of all the slipping wheels to all the non-slip wheels to obtain the secondary distribution torque of each non-slip wheel; for the non-slip wheel, the target drive torque thereof is corrected by using the secondary distribution torque thereof to obtain the final drive torque thereof.

16. The method of any one of claims 3-14, wherein: The determination method of the original drive torque comprises: determining the target slip rate of the drive wheel in the slipping state according to the vehicle speed of the vehicle and the road adhesion coefficient of the driving surface; obtaining the actual slip rate of the drive wheel in the slipping state; determining the original drive torque of the drive wheel in the slipping state according to the actual slip rate and the target slip rate of the drive wheel in the slipping state.

17. A control device of a distributed drive system characterized by comprising: The device comprises: an acquisition module for acquiring the operating parameter of the vehicle; a slipping state determination module for determining the slipping state of the vehicle according to the operating parameter; a vehicle body state determination module for determining the vehicle body state of the vehicle according to the actual yaw angular velocity of the vehicle when the slipping state is the four-wheel full-slip state, the three-wheel slip state or the opposite double-wheel slip state; a control mode determination module for determining the control mode according to the slipping state of the vehicle, the vehicle body state and the road surface state of the driving surface of the vehicle; a first control parameter determination module for determining the target drive torque of each drive wheel of the vehicle according to the control mode.

18. An electronic device, comprising: comprise: a memory and a processor, which are communicatively connected, and the memory stores computer instructions, and the processor executes the computer instructions to perform the control method of the distributed drive system according to any one of claims 1 to 16.

19. A distributed drive system characterized by, The electronic device comprises the electronic device of claim 18.

20. A vehicle characterized by The distributed drive system comprises the distributed drive system of claim 19.

21. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for causing a computer to execute the control method of the distributed drive system according to any one of claims 1 to 16.

22. A computer program product, characterised in that, Computer program comprising computer instructions for causing a computer to perform the control method of the distributed drive system according to any one of claims 1 to 16.

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