Torque distribution method, device, equipment, medium, product and vehicle

Abstract

The invention discloses a torque distribution method, device and equipment, a medium, a product and a vehicle, and the method comprises the steps: obtaining the vehicle data of a target vehicle, and calculating the dynamic load of a wheel based on the vehicle data; carrying out torque distribution based on the dynamic load, and outputting initial torque of a wheel end; when the wheel slips, the initial torque of the wheel end is corrected through the wheel speed difference, and the corrected torque of the wheel end is output; and when the vehicle is under-steered or over-steered, the correction torque of the wheel end is corrected through the difference value between the ideal yaw velocity and the actual yaw velocity, and the target torque of the wheel end is output. The torque requirement of a driver can be met, and meanwhile the lateral dynamic performance and stability of the vehicle are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a torque distribution method, device, equipment, medium, product and vehicle. BACKGROUND

[0002] In the current technology, torque distribution is usually calculated by monitoring the wheel speed or yaw rate between the wheels, and comparing it with the calculated target wheel speed or target yaw rate, to calculate the yaw moment difference, so as to realize the final wheel end torque distribution of each wheel.

[0003] However, due to the limitation of traditional transmission structure, this method can usually only distribute the torque of a single wheel or two coaxial wheels to meet the lateral dynamic target demand. This leads to the fact that when meeting the vehicle stability, the vehicle control unit (VCU) may not be able to meet the torque demand of the driver, or when meeting the torque demand, it cannot further improve the lateral dynamic limit of the vehicle.

[0004] At present, there is no torque distribution method that can improve the lateral dynamic performance and stability of the vehicle while meeting the torque demand of the driver. SUMMARY

[0005] The main purpose of the present application is to provide a torque distribution method, device, equipment, medium, product and vehicle, which can improve the lateral dynamic performance and stability of the vehicle while meeting the torque demand of the driver.

[0006] In order to achieve the above purpose, in a first aspect, the present application provides a torque distribution method, comprising:

[0007] Obtaining vehicle data of a target vehicle, and calculating the dynamic load of the wheels based on the vehicle data, wherein the target vehicle comprises a front wheel motor and a rear wheel motor, and each side of the rear wheel motor is connected with a clutch group, and the double clutch groups are used to transmit torque to the rear wheels through the adjusted compression force;

[0008] Based on the dynamic load, the initial torque of the wheel end is distributed and outputted;

[0009] When the wheels slip, the initial torque of the wheel end is corrected by the wheel speed difference, and the corrected torque of the wheel end is outputted;

[0010] When the vehicle understeers or oversteers, the corrected torque of the wheel end is corrected by the difference between the ideal yaw rate and the actual yaw rate, and the target torque of the wheel end is outputted.

[0011] In an embodiment, the vehicle data comprises the structural parameters and the driving state data of the vehicle;

[0012] The dynamic load of the wheels is calculated based on the vehicle data, comprising:

[0013] According to the structure parameters and the driving state data of the vehicle, the dynamic loads of the wheels are calculated, wherein the dynamic loads of the wheels include the front wheel dynamic load, the left rear wheel dynamic load and the right rear wheel dynamic load.

[0014] In an embodiment, the initial torques of the wheel ends include the initial torque of the front wheel, the initial torque of the left rear wheel and the initial torque of the right rear wheel.

[0015] The initial torques of the wheel ends are output based on the dynamic loads, including:

[0016] The demand torque of the driver is obtained.

[0017] The initial torque of the front wheel is calculated based on the front wheel dynamic load, the left rear wheel dynamic load, the right rear wheel dynamic load and the demand torque.

[0018] The rear axle torque is calculated based on the demand torque and the initial torque of the front wheel.

[0019] The rear axle torque is distributed according to the dynamic load proportion to obtain the initial torque of the left rear wheel and the initial torque of the right rear wheel.

[0020] In an embodiment, the initial torques of the wheel ends are corrected by the wheel speed difference to output the corrected torques of the wheel ends, including:

[0021] The axle speed difference is calculated based on the front axle average wheel speed and the rear axle average wheel speed.

[0022] The rear wheel speed difference is calculated based on the left rear wheel speed and the right rear wheel speed.

[0023] If the axle speed difference and the rear wheel speed difference meet a first preset condition, the initial torques of the wheel ends are corrected by the rear wheel speed difference to obtain a first torque transfer amount, wherein the first torque transfer amount includes a rear axle wheel-to-wheel torque transfer amount and a front-rear axle torque transfer amount.

[0024] The corrected torques of the wheel ends are calculated by the initial torques of the wheel ends and the first torque transfer amount.

[0025] In an embodiment, the corrected torques of the wheel ends are corrected by the difference between the ideal yaw rate and the actual yaw rate to output the target torques of the wheel ends, including:

[0026] If the difference between the ideal yaw rate and the actual yaw rate meets a second preset condition, a second torque transfer amount is calculated according to the difference between the ideal yaw rate and the actual yaw rate, wherein the second torque transfer amount includes the torque transfer amount of each wheel.

[0027] The target torques of the wheel ends are calculated by the corrected torques of the wheel ends and the second torque transfer amount.

[0028] In an embodiment, further comprising:

[0029] determining whether the current hardware capability of the target vehicle meets a third preset condition:

[0030] if not, feeding back a torque upper limit restriction signal to the vehicle controller;

[0031] if yes, feeding back a torque response rate to the vehicle controller for slope limitation.

[0032] In an embodiment, further comprising:

[0033] calculating an actual slip value and a target slip value when the wheels are slipping, wherein the actual slip value comprises a front axle actual slip value and a rear axle actual slip value, and the target slip value comprises a front axle target slip value and a rear axle target slip value;

[0034] when the actual slip value and the target slip value meet a third preset condition, activating a TCS function, and performing a PID calculation in real time according to a difference between the actual slip value and the target slip value to control the target torque at the wheel end.

[0035] In an embodiment, calculating the actual slip value comprises:

[0036] obtaining a reference vehicle speed of the target vehicle;

[0037] calculating the front axle actual slip value based on the reference vehicle speed, a left front wheel speed and a right front wheel speed;

[0038] calculating the rear axle actual slip value based on the reference vehicle speed, a left rear wheel speed and a right rear wheel speed.

[0039] In an embodiment, calculating the target slip value comprises:

[0040] obtaining a front axle road adhesion coefficient and a rear axle road adhesion coefficient based on a road condition of the target vehicle;

[0041] obtaining a front axle target slip value by looking up a slip value corresponding to the front axle road adhesion coefficient;

[0042] obtaining a rear axle target slip value by looking up a slip value corresponding to the rear axle road adhesion coefficient.

[0043] In an embodiment, when the actual slip value and the target slip value meet a third preset condition, activating a TCS function, and performing a PID calculation in real time according to a difference between the actual slip value and the target slip value to control the target torque at the wheel end, comprising:

[0044] obtaining a preset deviation value;

[0045] When the actual slip ratio of the front axle is greater than the sum of the target slip ratio of the front axle and a preset deviation value, the actual slip ratio of the rear axle is greater than the sum of the target slip ratio of the rear axle and the preset deviation value, and this state lasts for a preset time length, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip ratio and the target slip ratio, so as to control the target torque at the wheel end.

[0046] In an embodiment, the PID calculation is performed in real time according to the difference between the actual slip ratio and the target slip ratio, so as to control the target torque at the wheel end, including:

[0047] The proportional term output, the integral term output and the differential term output are calculated according to the difference between the actual slip ratio and the target slip ratio;

[0048] The proportional term output, the integral term output and the differential term output are added to obtain the motor axle end torque adjustment amount;

[0049] The motor axle end torque adjustment amount is subjected to amplitude limiting processing, and the feedforward compensation torque is superimposed to generate a final motor torque instruction, so as to control the target torque at the wheel end.

[0050] In an embodiment, the method further includes:

[0051] When the target road surface condition of the target vehicle is the target road surface condition, the double clutch torque distribution coefficient is calculated according to the difference between the actual wheel speed difference and the target wheel speed difference.

[0052] In an embodiment, the method further includes:

[0053] When the target road surface condition is a non-split road surface, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor axle end PID torque.

[0054] When the target road surface condition is a split road surface, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor axle end PID torque and the double clutch torque distribution coefficient.

[0055] In a second aspect, the embodiments of the present application provide a torque distribution device, including:

[0056] A load calculation module is configured to obtain vehicle data of a target vehicle and calculate a dynamic load of a wheel based on the vehicle data, wherein the target vehicle includes a front wheel motor and a rear wheel motor, and the rear wheel motor is connected to a clutch on each side, and the double clutch is configured to transmit torque to the rear wheel through an adjusted compression force.

[0057] A torque calculation module is configured to perform torque distribution based on the dynamic load and output an initial torque at the wheel end.

[0058] a torque correction module, configured to correct the initial torque at the wheel end by a wheel speed difference when the wheel slips, and output a corrected torque at the wheel end;

[0059] a torque distribution module, configured to correct the corrected torque at the wheel end by a difference between an ideal yaw rate and an actual yaw rate when the vehicle understeers or oversteers, and output a target torque at the wheel end.

[0060] In a third aspect, an embodiment of the present application provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the steps of any of the above methods.

[0061] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executable by a processor to implement the steps of any of the above methods.

[0062] In a fifth aspect, an embodiment of the present application provides a computer program product, which includes a computer program, and the computer program is executable by a processor to implement the steps of any of the above methods.

[0063] In a sixth aspect, an embodiment of the present application provides a vehicle, which includes the above device or the above computer device.

[0064] An embodiment of the present application provides a torque distribution method, device, equipment, medium, product and vehicle, including: first acquiring vehicle data of a target vehicle, and calculating a dynamic load of a wheel based on the vehicle data, wherein the target vehicle includes a front wheel motor and a rear wheel motor, and a double clutch set is connected to each side of the rear wheel motor, and the double clutch set is used to transmit torque to the rear wheel by adjusting the compression force, then distributing the torque based on the dynamic load, outputting an initial torque at the wheel end, correcting the initial torque at the wheel end by a wheel speed difference when the wheel slips, and outputting a corrected torque at the wheel end, so that when the vehicle understeers or oversteers, the corrected torque at the wheel end is corrected by a difference between an ideal yaw rate and an actual yaw rate, and a target torque at the wheel end is output. The present application can meet the torque demand of the driver while improving the lateral dynamic performance and stability of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0065] The accompanying drawings, which form a part of this application, are intended to provide further understanding of the application and are incorporated herein for a purpose of explanations and are not an undue limitation on the application. In the drawings:

[0066] Figure 1 is a flowchart of a torque distribution method provided by an embodiment of the present application;

[0067] Figure 2 is a structural schematic diagram of a double clutch transmission structure provided by an embodiment of the present application;

[0068] Figure 3 is a flow schematic diagram of another torque distribution method provided by an embodiment of the present application;

[0069] Figure 4 is a structural schematic diagram of a torque distribution device provided by an embodiment of the present application;

[0070] Figure 5 is a schematic diagram of a computer device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0071] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described below in connection with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0072] The terms "first", "second", "third", "fourth" and the like (if any) in the specification and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily indicate a specific order or a chronological sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0073] In the embodiments of the present application, the term "module" or "unit" refers to a computer program or a part of a computer program with a predetermined function, and works together with other related parts to achieve a predetermined target, and can be implemented entirely or partially by using software, hardware (such as a processing circuit or a memory) or a combination thereof. Similarly, one processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be a part of an integral module or unit that includes the functions of the module or unit.

[0074] It should be understood that in various embodiments of the present application, the size of the serial number of each process does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0075] It should be understood that in this application, "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product or device.

[0076] It should be understood that in this application, "multiple" refers to two or more. "And / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, "and / or B" can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "Contains A, B, and C", "Contains A, B, and C" means that all three A, B, and C are contained; "Contains A, B, or C" means that one of A, B, and C is contained; "Contains A, B, and / or C" means that any one, two, or three of A, B, and C are contained.

[0077] It should be understood that in this application, "B corresponding to A", "B corresponding to A", "A corresponds to B", or "B corresponds to A" means that B is associated with A, and B can be determined based on A. Determining B based on A does not mean determining B solely based on A; B can also be determined based on A and / or other information. Matching A and B is defined as a similarity between A and B that is greater than or equal to a preset threshold.

[0078] Depending on the context, "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection."

[0079] The data involved in this application may be data authorized by the tester or fully authorized by all parties. The collection, dissemination, and use of the data shall comply with the relevant laws, regulations and standards of the relevant countries and regions. The implementation methods / executives of this application may be combined with each other.

[0080] The technical solutions of this application will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0081] The present application will now be described in conjunction with the accompanying drawings and specific embodiments.

[0082] Please see Figure 1 , Figure 1 This is a schematic flowchart illustrating a torque distribution method provided in an embodiment of this application. Figure 1 As shown, it includes:

[0083] Step S101: Obtain vehicle data of a target vehicle, and calculate dynamic loads of wheels based on the vehicle data.

[0084] The target vehicle includes a front wheel motor and a rear wheel motor, and the rear wheel motor is connected with a clutch set on each side.

[0085] The vehicle data includes structural parameters and driving state data of the vehicle, and the structural parameters include but are not limited to mass, center of mass position, wheelbase, track, etc., and the driving state of the vehicle includes but is not limited to longitudinal acceleration and lateral acceleration, etc.

[0086] For calculating the dynamic loads of the wheels based on the vehicle data, the dynamic loads of the wheels are calculated according to the structural parameters and the driving state data of the vehicle, and the dynamic loads of the wheels include front wheel dynamic load, left rear wheel dynamic load and right rear wheel dynamic load.

[0087] Specifically, when performing torque distribution, the torque is distributed to each motor end according to the proportion of each dynamic load, i.e., the proportion of the front wheel dynamic load, the left rear wheel dynamic load and the right rear wheel dynamic load in the total load.

[0088] The calculation of the dynamic loads is based on the structural parameters of the vehicle, such as mass, center of mass position, wheelbase, track, and the driving state of the vehicle, such as longitudinal acceleration and lateral acceleration.

[0089] The calculation formulas of the front wheel dynamic load, the left rear wheel dynamic load and the right rear wheel dynamic load are as follows:

[0090]

[0091]

[0092] F z1，D , F z21，D , F z22，D are the front wheel dynamic load, the left rear wheel dynamic load and the right rear wheel dynamic load, respectively; m is the mass of the vehicle; a and b are the distances from the front axle and the rear axle to the center of mass (m); h g is the height of the center of mass; L is the wheelbase; L f is the track between the left and right wheels of the front axle; L r is the track between the left and right wheels of the rear axle; g is the acceleration of gravity; a x is the longitudinal acceleration of the vehicle; a y is the lateral acceleration of the vehicle.

[0093] It should be noted that the dynamic load can be a vertical dynamic load.

[0094] Step S102: distributing torque based on dynamic load, and outputting initial torque of wheel end.

[0095] The initial torque of the wheel end includes initial torque of the front wheel, initial torque of the left rear wheel and initial torque of the right rear wheel.

[0096] For distributing torque based on dynamic load and outputting initial torque of the wheel end, the required torque of the driver is first obtained, and then the initial torque of the front wheel is calculated based on the dynamic load of the front wheel, the dynamic load of the left rear wheel, the dynamic load of the right rear wheel and the required torque. The rear axle torque is calculated based on the required torque and the initial torque of the front wheel, so as to distribute the rear axle torque according to the dynamic load ratio, and obtain the initial torque of the left rear wheel and the initial torque of the right rear wheel.

[0097] Specifically, the calculation of the initial torque of the front wheel is based on the total required torque of the driver, and is distributed according to the proportion of the dynamic vertical load of the front wheel to the total dynamic load (the sum of the dynamic vertical loads of the left rear wheel and the right rear wheel). That is, the initial torque of the front wheel is equal to the total required torque of the driver multiplied by the ratio of the dynamic vertical load of the front wheel to the total dynamic load, so as to ensure that the torque distribution of the front wheel matches the actual adhesion.

[0098] The total torque of the rear axle is the total required torque of the driver minus the initial torque of the front wheel, and represents the total torque amount to be borne by the rear axle, which is the basis for subsequent inter-wheel torque distribution of the rear wheels. The initial torque of the left rear wheel is calculated based on the total torque of the rear axle, according to the proportion of the dynamic vertical load of the left rear wheel to the total dynamic load of the rear axle (the sum of the dynamic vertical loads of the left rear wheel and the right rear wheel). That is, the initial torque of the left rear wheel is equal to the total torque of the rear axle multiplied by the ratio of the dynamic vertical load of the left rear wheel to the total dynamic load of the rear axle. The initial torque of the right rear wheel is also calculated based on the total torque of the rear axle, according to the proportion of the dynamic vertical load of the right rear wheel to the total dynamic load of the rear axle. That is, the initial torque of the right rear wheel is equal to the total torque of the rear axle multiplied by the ratio of the dynamic vertical load of the right rear wheel to the total dynamic load of the rear axle, so as to realize accurate matching of the torque of the rear wheels and their respective adhesion.

[0099] Step S103: when the wheels are slipping, the initial torque of the wheel end is corrected through the wheel speed difference, and the corrected torque of the wheel end is output.

[0100] For correcting the initial torque of the wheel end through the wheel speed difference and outputting the corrected torque of the wheel end, the axle speed difference is first calculated based on the average wheel speed of the front axle and the average wheel speed of the rear axle, and then the rear wheel speed difference is calculated based on the left rear wheel speed and the right rear wheel speed. If the axle speed difference and the rear wheel speed difference meet the first preset condition, the initial torque of the wheel end is corrected through the rear wheel speed difference to obtain a first torque transfer amount, wherein the first torque transfer amount includes an inter-wheel torque transfer amount of the rear axle and a front-rear axle inter-torque transfer amount. Thus, the corrected torque of the wheel end is calculated through the initial torque of the wheel end and the first torque transfer amount.

[0101] The first preset condition set by the vehicle is that the absolute value of the axle speed difference is greater than or equal to a first preset value, and the absolute value of the rear wheel speed difference is greater than or equal to a second preset value. The first preset value and the second preset value can be set according to specific conditions, and are not specifically limited here.

[0102] Specifically, the vehicle has completed initial torque distribution based on dynamic load, and the vehicle monitors the rotation speeds of the wheels in real time through a wheel speed sensor to trigger a wheel speed difference torque correction process.

[0103] The vehicle wheel speed sensor detects the rotation speeds of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, and then calculates the average wheel speeds of the front axle and the rear axle. The average wheel speed of the front axle is the average of the rotation speeds of the left front wheel and the right front wheel, and the average wheel speed of the rear axle is the average of the rotation speeds of the left rear wheel and the right rear wheel.

[0104] Then, the axle speed difference and the rear wheel speed difference are calculated. The axle speed difference is the difference between the average wheel speed of the front axle and the average wheel speed of the rear axle, and the rear wheel speed difference is the difference between the rotation speed of the left rear wheel and the rotation speed of the right rear wheel.

[0105] Then, according to the direction and size of the speed difference, the torque transfer amount is calculated through PD control logic. Because the average wheel speed of the rear axle is higher than that of the front axle (the rear axle has a tendency to slip), part of the torque of the rear axle needs to be transferred to the front axle. Combined with the size of the speed difference, the torque transfer amount between the front axle and the rear axle is calculated. Because the rotation speed of the left rear wheel is higher than that of the right rear wheel (the left rear wheel slips more obviously), the torque of the left rear wheel needs to be transferred to the right rear wheel. Combined with the size of the rear wheel speed difference, the torque transfer amount between the wheels of the rear axle is calculated.

[0106] Further, the first torque transfer amount is superimposed on the initial torque to obtain a corrected torque. The front wheel corrected torque is the front wheel initial torque plus the torque transferred between the front axle and the rear axle, the left rear wheel corrected torque is the left rear wheel initial torque minus the torque transferred between the wheels of the rear axle (part of the torque is transferred to the right rear wheel), and the right rear wheel corrected torque is the right rear wheel initial torque plus the torque transferred between the wheels of the rear axle.

[0107] After the correction of the embodiments of the present application, the total torque of the rear axle decreases, reducing the risk of rear axle slip; at the same time, the torque of the left rear wheel decreases and the torque of the right rear wheel increases, alleviating the problem of left rear wheel slip alone and ensuring the dynamic stability of the vehicle when turning.

[0108] Step S104: When the vehicle is understeering or oversteering, the corrected torque of the wheel end is corrected by the difference between the ideal yaw rate and the actual yaw rate, and the target torque of the wheel end is output.

[0109] The correction torque of the wheel end is corrected by a difference between the ideal yaw rate and the actual yaw rate, and a target torque of the wheel end is output. If the difference between the ideal yaw rate and the actual yaw rate meets a second preset condition, a second torque transfer amount is calculated according to the difference between the ideal yaw rate and the actual yaw rate, wherein the second torque transfer amount includes torque transfer amounts of each wheel. The target torque of the wheel end is calculated by the correction torque of the wheel end and the second torque transfer amount.

[0110] The second preset condition is that the absolute value of the difference between the yaw rates is greater than or equal to a third preset threshold, the preset condition is met, and torque correction is triggered (based on the torque distribution module of the ideal yaw rate). The third preset threshold is set according to specific conditions, which is not limited here.

[0111] Specifically, the vehicle monitors and calculates the yaw state in real time through the yaw rate sensor and the dynamics model, and triggers the torque correction process based on the difference between the yaw rates.

[0112] The actual yaw rate is detected in real time by the vehicle yaw rate sensor, and the ideal yaw rate is calculated based on the vehicle dynamics model (combining the front wheel cornering stiffness, the rear wheel cornering stiffness, the wheelbase, the center of mass position, the current vehicle speed, and the front wheel steering angle) to obtain the ideal yaw rate (the theoretical rotation rate that the vehicle should reach when it is stable during cornering) under the working condition.

[0113] The calculation formula of the ideal yaw rate is:

[0114]

[0115] Cf is the front wheel cornering stiffness, C F Cf is the front wheel cornering stiffness, C R L is the distance from the front axle to the center of mass, L F L is the distance from the front axle to the center of mass, L R L is the distance from the front axle to the center of mass, L cog m is the vehicle mass, v cog v is the reference vehicle speed, J z J is the rotational inertia of the vehicle coordinate system Z axis, and β is the center of mass cornering angle, is the yaw rate, δ F is the front wheel steering angle, and δ R is the rear wheel steering angle.

[0116] Then, after the difference between the ideal yaw rate and the actual yaw rate is calculated, the second torque transfer amount needs to be calculated. According to the understeering characteristic (the yaw moment needs to be increased to reduce the turning radius), the torque transfer amount of each wheel is calculated by proportional control logic (P control).

[0117] To enhance the yaw moment when right turning, the torque of the outer wheel (right rear wheel) needs to be increased and the torque of the inner wheel (left rear wheel) needs to be reduced. The torque transfer amount between the rear wheels is calculated according to the difference.

[0118] To further improve the steering response, part of the front wheel torque needs to be transferred to the rear axle (the adjustment of the rear axle torque has a more significant impact on the yaw moment), and the torque transfer amount between the front and rear axles is calculated.

[0119] Finally, the second torque transfer amount is added to the torque after the wheel speed difference correction to obtain the final target torque. The front wheel target torque is the front wheel correction torque minus the torque transferred between the front and rear axles, the left rear wheel target torque is the left rear wheel correction torque minus the torque transferred between the rear wheels, and the right rear wheel target torque is the right rear wheel correction torque plus the torque transferred between the rear wheels and between the front and rear axles.

[0120] After the correction of the embodiment, the right rear wheel torque of the vehicle is increased, and the left rear wheel and front wheel torques are reasonably reduced. The vehicle yaw moment is improved by enhancing the driving force of the outer side of the rear axle, the actual yaw angular velocity gradually approaches the ideal value, the understeering problem is effectively alleviated, and the over-bend stability is ensured to be consistent with the driver's expectation.

[0121] Please refer to Figure 2 , Figure 2 A schematic diagram of a double clutch transmission structure is provided for the embodiment of the present application. As shown in Figure 2 , it includes:

[0122] VCU, MCU and double clutch controller;

[0123] VCU interacts with MCU and double clutch controller. The front / rear motor target torque calculated by VCU is sent to MCU, and the output torque of the front / rear drive motor is controlled through MCU. The left / right rear wheel end target torque calculated by VCU is sent to the double clutch controller, and the left / right rear wheel end target torque is realized by relying on the pressure of the left and right friction plate groups. Considering that the friction plate group needs to be compressed to realize torque transmission, there is a certain delay time, in order to ensure the control accuracy as much as possible, the communication period between VCU, MCU and double clutch controller needs to be controlled within 10 ms.

[0124] Please refer to Figure 3 , Figure 3 A flowchart of another torque distribution method provided for the embodiment of the present application. As shown in Figure 3 , it includes:

[0125] Step S301: When the wheels slip, calculate the actual slip and the target slip.

[0126] The actual slip includes the actual slip of the front axle and the actual slip of the rear axle, while the target slip includes the target slip of the front axle and the target slip of the rear axle.

[0127] The calculation of actual slip includes: obtaining the reference speed of the target vehicle; calculating the actual slip of the front axle based on the reference speed, the speed of the left front wheel, and the speed of the right front wheel; and calculating the actual slip of the rear axle based on the reference speed, the speed of the left rear wheel, and the speed of the right rear wheel.

[0128] The calculation of the target slip includes: obtaining the front axle road adhesion coefficient and the rear axle road adhesion coefficient based on the road conditions of the target vehicle; obtaining the slip corresponding to the front axle road adhesion coefficient by looking up a table to obtain the front axle target slip; and obtaining the slip corresponding to the rear axle road adhesion coefficient by looking up a table to obtain the rear axle target slip.

[0129] Specifically, when there is no wheel slippage, torque control is based on the driver's intention; when wheel slippage occurs, adaptive torque control is achieved using the TCS function. Simultaneously, the output torque of the rear axle dual-clutch transmission is adaptively adjusted based on the current road conditions to maximize road grip.

[0130] The TCS (Total Calibration Control System) is an adaptive torque control system designed for wheel slippage scenarios during vehicle operation. It monitors wheel slippage in real time and adjusts drive torque to suppress excessive slippage, ensuring vehicle dynamic stability and driving safety. This function is particularly suitable for vehicles equipped with dual-clutch transmissions, enabling precise wheel-end torque control based on road conditions.

[0131] The TCS function adopts an overall architecture of motor control + independent dual-clutch torque control. Motor control obtains the PID torque at the front / rear motor shaft end, and independent dual-clutch torque control obtains the differential torque transmitted by the dual clutch.

[0132] The TCS function includes calculating the actual slip and the target slip.

[0133] The formula for calculating the actual slip is as follows:

[0134] Actual front axle slippage = (left front wheel speed + right front wheel speed) - reference vehicle speed;

[0135] Rear axle actual slippage = max{left rear wheel speed, right rear wheel speed} - reference vehicle speed.

[0136] The reference vehicle speed is calculated in real time based on signals such as wheel speed collected by wheel speed sensors, longitudinal acceleration collected by IMU sensors, and throttle depth.

[0137] Step S302: When the actual slip and the target slip meet the third preset condition, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip and the target slip to control the target torque at the wheel end.

[0138] For the TCS function to be activated when the actual slip and the target slip meet the third preset condition, and PID calculation to be performed in real time according to the difference between the actual slip and the target slip to control the target torque at the wheel end, a preset deviation value needs to be obtained. The actual slip of the front axle is greater than the sum of the target slip of the front axle and the preset deviation value, the actual slip of the rear axle is greater than the sum of the target slip of the rear axle and the preset deviation value, and the TCS function is activated after a preset time duration. PID calculation is performed in real time according to the difference between the actual slip and the target slip to control the target torque at the wheel end.

[0139] The preset deviation value can be set according to specific conditions, which is not limited here.

[0140] The PID calculation in real time according to the difference between the actual slip and the target slip to control the target torque at the wheel end includes: calculating the proportional term output, the integral term output, and the differential term output according to the difference between the actual slip and the target slip; adding the proportional term output, the integral term output, and the differential term output to obtain the motor shaft end torque adjustment amount; limiting the amplitude of the motor shaft end torque adjustment amount and superimposing the feedforward compensation torque to generate the final motor torque instruction to control the target torque at the wheel end.

[0141] Specifically, the third preset condition is that the actual slip of the front / rear axle > the target slip of the front / rear axle + the deviation value and lasts for a certain delay time.

[0142] After the above third preset condition is met, the TCS function is activated, the difference between the actual slip and the target slip is calculated, and PID calculation is performed in real time according to the difference between the actual slip and the target slip to control the target torque at the wheel end.

[0143] After the difference between the actual slip and the target slip is calculated, the proportional term output, the integral term output, and the differential term output are calculated according to the difference between the actual slip and the target slip, then the proportional term output, the integral term output, and the differential term output are added to obtain the motor shaft end torque adjustment amount, and then the motor shaft end torque adjustment amount is limited in amplitude and superimposed with the feedforward compensation torque to generate the final motor torque instruction to control the target torque at the wheel end to stabilize the actual motor speed at the desired motor speed.

[0144] In addition, the application also monitors in real time the double clutch mechanism controller sent double clutch structure fault conditions and double clutch mechanism controller signal abnormal, loss, and wheel speed sensor sent wheel speed signal abnormal, loss and the like. When judging that the system is faulty, the TCS control needs to be stopped.

[0145] In an embodiment, further comprising:

[0146] When the road surface working condition of the target vehicle is the target road surface working condition, the double clutch torque distribution coefficient is calculated according to the difference between the actual wheel speed difference and the target wheel speed difference.

[0147] The target road surface working condition refers to special working conditions, such as split road surface, climbing working condition, and being stuck.

[0148] When the vehicle is in a split road surface and the like and needs to form a differential torque, the VCU needs to send a signal to the double clutch controller to make the double clutch group generate different torques to adapt to the vehicle driving demand. Specifically, the actual wheel speed difference of the left and right rear wheels needs to be monitored, and the deviation value between the actual wheel speed difference and the target wheel speed difference is output to the PID controller to calculate the double clutch torque distribution coefficient. The target of the P term is to quickly reduce the left and right wheel speed difference, the target of the I term is to form a stable differential torque for the left and right wheels, and the target of the D term is to control the calculation rate of the differential torque to adapt to the adjustment ability of the double clutch.

[0149] It should be noted that when the motor torque adjustment PID and the double clutch torque adjustment PID are calculated at the same time, in order to avoid mutual influence, the torque distribution coefficient output by the double clutch torque adjustment PID needs to be fixed at a proper time, which is when the calculation value of the torque distribution coefficient adjustment PID reaches the system allowed differential torque value. The system allowed differential torque is obtained by looking up according to the current road surface type, vehicle speed, driving mode and the like, which represents the maximum differential torque allowed to avoid excessive vehicle yaw.

[0150] In an embodiment, further comprising:

[0151] When the target road surface working condition is a non-split road surface, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor shaft end PID torque.

[0152] When the target road surface working condition is a split road surface, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor shaft end PID torque and the double clutch torque distribution coefficient.

[0153] Specifically, when it is a non-split road surface:

[0154] The left rear wheel torque distribution coefficient is set to be equal to the right rear wheel torque distribution coefficient, i.e. 0.5.

[0155] The target torque of the left rear wheel = the rear motor shaft end PID torque * the left rear wheel torque distribution coefficient;

[0156] The target torque of the right rear wheel = the rear motor shaft end PID torque * the right rear wheel torque distribution coefficient.

[0157] When it is currently an open road,

[0158] The left rear wheel torque distribution coefficient and the right rear wheel torque distribution coefficient are determined by the above-mentioned torque distribution coefficient adjustment PID calculation value;

[0159] When it is determined to be left low and right high open:

[0160] The target torque of the left rear wheel = the rear motor shaft end PID torque * the left rear wheel torque distribution coefficient;

[0161] The target torque of the right rear wheel = the rear motor shaft end PID torque * (1-the left rear wheel torque distribution coefficient).

[0162] When it is determined to be left high and right low open:

[0163] The target torque of the right rear wheel = the rear motor shaft end PID torque * the right rear wheel torque distribution coefficient;

[0164] The target torque of the left rear wheel = the rear motor shaft end PID torque * (1-the right rear wheel torque distribution coefficient).

[0165] Therefore, the VCU will calculate the front / rear motor shaft end PID torque, perform transmission ratio processing, and send it to the MCU, and send the left / right rear wheel end target torque to the dual clutch controller.

[0166] The embodiment of the application provides a torque distribution method, device, equipment, medium, product and vehicle, which comprises the following steps: obtaining vehicle data of a target vehicle, and calculating a dynamic load of a wheel based on the vehicle data, wherein the target vehicle comprises a front wheel motor and a rear wheel motor, one clutch group is connected to the left side and the right side of the rear wheel motor respectively, and the dual clutch group is used for transmitting torque to the rear wheel through an adjusted compression force, then torque distribution is performed based on the dynamic load, an initial torque of the wheel end is output, when the wheel slips, the initial torque of the wheel end is corrected through a wheel speed difference, a corrected torque of the wheel end is output, and when the vehicle is understeering or oversteering, the corrected torque of the wheel end is corrected through a difference value between an ideal yaw rate and an actual yaw rate, and a target torque of the wheel end is output. The application can meet the torque demand of the driver, and improve the lateral dynamic performance and stability of the vehicle.

[0167] Please refer to Figure 4 , Figure 4 A structural schematic diagram of a torque distribution device provided by the embodiment of the application is shown in the figure. Figure 4 as shown.

[0168] The load calculation module 401 is configured to acquire vehicle data of a target vehicle and calculate dynamic loads of wheels based on the vehicle data, wherein the target vehicle comprises a front wheel motor and a rear wheel motor, and the rear wheel motor is connected with a clutch set on each of left and right sides, and the double clutch sets are used to transmit torque to the rear wheels through adjusted compression force;

[0169] The torque calculation module 402 is configured to perform torque distribution based on the dynamic loads and output initial torques of wheel ends;

[0170] The torque correction module 403 is configured to correct the initial torques of the wheel ends through a wheel speed difference when the wheels are slipping and output corrected torques of the wheel ends;

[0171] The torque distribution module 404 is configured to correct the corrected torques of the wheel ends through a difference between an ideal yaw rate and an actual yaw rate when the vehicle is understeering or oversteering and output target torques of the wheel ends.

[0172] In an embodiment, the vehicle data comprises structural parameters and driving state data of the vehicle;

[0173] The load calculation module 401 is further configured to calculate the dynamic loads of the wheels according to the structural parameters and the driving state data of the vehicle, wherein the dynamic loads of the wheels comprise a front wheel dynamic load, a left rear wheel dynamic load and a right rear wheel dynamic load.

[0174] In an embodiment, the initial torques of the wheel ends comprise initial torques of the front wheels, the left rear wheels and the right rear wheels;

[0175] The torque calculation module 402 is further configured to acquire a demand torque of a driver;

[0176] The initial torques of the front wheels are calculated based on the front wheel dynamic load, the left rear wheel dynamic load, the right rear wheel dynamic load and the demand torque;

[0177] The rear axle torque is calculated based on the demand torque and the initial torques of the front wheels;

[0178] The rear axle torque is distributed in proportion to the dynamic loads to obtain the initial torques of the left rear wheels and the right rear wheels.

[0179] In an embodiment, the torque correction module 403 is further configured to calculate an axle speed difference based on an average front axle speed and an average rear axle speed;

[0180] A rear wheel speed difference is calculated based on a left rear wheel speed and a right rear wheel speed;

[0181] If the shaft speed difference and the rear wheel speed difference satisfy a first preset condition, the initial torque at the wheel end is corrected by the rear wheel speed difference to obtain a first torque transfer amount, wherein the first torque transfer amount includes a rear axle wheel torque transfer amount and a front-rear axle torque transfer amount;

[0182] The corrected torque at the wheel end is calculated by the initial torque at the wheel end and the first torque transfer amount.

[0183] In an embodiment, the torque distribution module 404 is further configured to, if a difference between the ideal yaw rate and the actual yaw rate satisfies a second preset condition, calculate a second torque transfer amount according to the difference between the ideal yaw rate and the actual yaw rate, wherein the second torque transfer amount includes a torque transfer amount of each wheel;

[0184] The target torque at the wheel end is calculated by the corrected torque at the wheel end and the second torque transfer amount.

[0185] In an embodiment, the method further comprises:

[0186] determining whether a current hardware capability of the target vehicle satisfies a third preset condition;

[0187] If not, a torque upper limit limiting signal is fed back to the vehicle controller;

[0188] If yes, a torque response rate is fed back to the vehicle controller for slope limitation.

[0189] In an embodiment, the method further comprises:

[0190] When the wheels are slipping, an actual slip amount and a target slip amount are calculated, wherein the actual slip amount includes a front axle actual slip amount and a rear axle actual slip amount, and the target slip amount includes a front axle target slip amount and a rear axle target slip amount;

[0191] When the actual slip amount and the target slip amount satisfy a third preset condition, a TCS function is activated, and a PID calculation is performed in real time according to a difference between the actual slip amount and the target slip amount to control the target torque at the wheel end.

[0192] In an embodiment, the actual slip amount is calculated by:

[0193] a reference vehicle speed of the target vehicle is obtained;

[0194] a front axle actual slip amount is calculated based on the reference vehicle speed, a left front wheel speed and a right front wheel speed;

[0195] a rear axle actual slip amount is calculated based on the reference vehicle speed, a left rear wheel speed and a right rear wheel speed.

[0196] In an embodiment, the target slip amount is calculated by:

[0197] obtain the front axle road adhesion coefficient and the rear axle road adhesion coefficient based on the road working condition of the target vehicle;

[0198] obtain the front axle target slip ratio by looking up the slip ratio corresponding to the front axle road adhesion coefficient;

[0199] obtain the rear axle target slip ratio by looking up the slip ratio corresponding to the rear axle road adhesion coefficient.

[0200] In an embodiment, when the actual slip ratio and the target slip ratio meet a third preset condition, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip ratio and the target slip ratio to control the target torque at the wheel end, including:

[0201] obtain a preset deviation value;

[0202] When the front axle actual slip ratio is greater than the sum of the front axle target slip ratio and the preset deviation value, the rear axle actual slip ratio is greater than the sum of the rear axle target slip ratio and the preset deviation value, and this state lasts for a preset time length, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip ratio and the target slip ratio to control the target torque at the wheel end.

[0203] In an embodiment, PID calculation is performed in real time according to the difference between the actual slip ratio and the target slip ratio to control the target torque at the wheel end, including:

[0204] calculate the proportional term output, the integral term output and the differential term output according to the difference between the actual slip ratio and the target slip ratio;

[0205] add the proportional term output, the integral term output and the differential term output to obtain the motor shaft end torque adjustment amount;

[0206] amplitude limit the motor shaft end torque adjustment amount, and superimpose the feedforward compensation torque to generate a final motor torque instruction to control the target torque at the wheel end.

[0207] In an embodiment, it further includes:

[0208] When the road working condition of the target vehicle is the target road working condition, calculate the double clutch torque distribution coefficient according to the difference between the actual wheel speed difference and the target wheel speed difference.

[0209] In an embodiment, it further includes:

[0210] When the target road working condition is a non-split road, calculate the target torque of the left rear wheel and the target torque of the right rear wheel based on the rear motor shaft end PID torque.

[0211] When the target road surface is a split road surface, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the PID torque at the rear motor shaft end and the torque distribution coefficient of the dual clutch.

[0212] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0213] This application Figure 5 A schematic diagram of a computer device is provided. (Example) Figure 5 As shown, the computer device 5 in this embodiment includes a processor 501, a memory 502, and a computer program 503 stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program 503, it implements the steps in the various torque distribution method embodiments described above, for example... Figure 1 Steps 101-104 shown, or, when executing computer program 503, implementing the modules in the various torque distribution device embodiments described above, for example... Figure 4 The modules shown are 401-404.

[0214] This application also provides a readable storage medium storing a computer program, which, when executed by a processor, is used to implement the torque distribution method provided in the various embodiments described above.

[0215] The readable storage medium can be a computer storage medium or a communication medium. A communication medium includes any medium that facilitates the transfer of computer programs from one location to another. A computer storage medium can be any available medium accessible to a general-purpose or special-purpose computer. For example, a readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application-Specific Integrated Circuit (ASIC). Alternatively, the ASIC can be located in a user device. Of course, the processor and the readable storage medium can also exist as discrete components in a communication device. The readable storage medium can be a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0216] The application also provides a program product including execution instructions stored in a readable storage medium. At least one processor of a device can read the execution instructions from the readable storage medium, and the at least one processor executes the execution instructions to enable the device to implement the torque distribution method provided by various embodiments described above.

[0217] In the embodiments of the above device, it should be understood that the processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the application can be directly embodied as execution completed by a hardware processor, or executed by a combination of hardware and software modules in the processor.

[0218] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A torque distribution method, characterized by, The method comprises the following steps: acquiring vehicle data of a target vehicle, and calculating dynamic loads of wheels based on the vehicle data, wherein the target vehicle comprises a front wheel motor and a rear wheel motor, and the rear wheel motor is connected with a clutch set on each of the left and right sides, and the double clutch sets are used to transmit torque to the rear wheels through an adjusted compression force; performing torque distribution based on the dynamic loads, and outputting initial torques of the wheel ends; when the wheels are slipping, correcting the initial torques of the wheel ends through wheel speed differences, and outputting corrected torques of the wheel ends; when the vehicle is understeering or oversteering, correcting the corrected torques of the wheel ends through a difference between an ideal yaw rate and an actual yaw rate, and outputting target torques of the wheel ends.

2. The method of claim 1, wherein, The vehicle data comprises structural parameters and running state data of the vehicle. The step of calculating the dynamic loads of the wheels based on the vehicle data comprises the following steps: calculating the dynamic loads of the wheels according to the structural parameters and the running state data of the vehicle, wherein the dynamic loads of the wheels comprise front wheel dynamic loads, left rear wheel dynamic loads and right rear wheel dynamic loads.

3. The method of claim 2, wherein, The initial torques of the wheel ends comprise initial torques of the front wheels, initial torques of the left rear wheels and initial torques of the right rear wheels. The step of performing torque distribution based on the dynamic loads, and outputting initial torques of the wheel ends comprises the following steps: acquiring a required torque of a driver; calculating the initial torques of the front wheels based on the front wheel dynamic loads, the left rear wheel dynamic loads, the right rear wheel dynamic loads and the required torque; calculating a rear axle torque based on the required torque and the initial torques of the front wheels; distributing the rear axle torque according to a dynamic load ratio to obtain the initial torques of the left rear wheels and the initial torques of the right rear wheels.

4. The method of claim 1, wherein, The step of correcting the initial torques of the wheel ends through wheel speed differences, and outputting corrected torques of the wheel ends comprises the following steps: calculating an axle speed difference based on an average front axle speed and an average rear axle speed; calculating a rear wheel speed difference based on a left rear wheel speed and a right rear wheel speed; if the axle speed difference and the rear wheel speed difference satisfy a first preset condition, correcting the initial torques of the wheel ends through the rear wheel speed difference to obtain a first torque transfer amount, wherein the first torque transfer amount comprises a rear axle inter-wheel torque transfer amount and a front-rear axle inter-wheel torque transfer amount; calculating the corrected torques of the wheel ends through the initial torques of the wheel ends and the first torque transfer amount.

5. The method of claim 1, wherein, The step of correcting the corrected torques of the wheel ends through a difference between an ideal yaw rate and an actual yaw rate, and outputting target torques of the wheel ends comprises the following steps: if the difference between the ideal yaw rate and the actual yaw rate satisfies a second preset condition, calculating a second torque transfer amount according to the difference between the ideal yaw rate and the actual yaw rate, wherein the second torque transfer amount comprises torque transfer amounts of the wheels; calculating the target torques of the wheel ends through the corrected torques of the wheel ends and the second torque transfer amount.

6. The method of claim 1, wherein, The method further comprises the following steps: judging whether a current hardware capability of the target vehicle satisfies a third preset condition: if not, feeding back a torque upper limit limiting signal to a vehicle controller; if yes, feeding back a torque response rate to the vehicle controller for slope limitation.

7. The method of claim 1, wherein, Also comprising: When the wheels slip, the actual slip amount and the target slip amount are calculated, wherein the actual slip amount includes front axle actual slip amount and rear axle actual slip amount, and the target slip amount includes front axle target slip amount and rear axle target slip amount; When the actual slip amount and the target slip amount meet the third preset condition, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip amount and the target slip amount, so as to control the target torque at the wheel end.

8. The method of claim 7, wherein, The calculation of the actual slip amount includes: Obtaining the reference speed of the target vehicle; Based on the reference speed, the left front wheel speed and the right front wheel speed, the front axle actual slip amount is calculated; Based on the reference speed, the left rear wheel speed and the right rear wheel speed, the rear axle actual slip amount is calculated.

9. The method of claim 7, wherein, The calculation of the target slip amount includes: Based on the road condition of the target vehicle, the front axle road adhesion coefficient and the rear axle road adhesion coefficient are obtained; The front axle target slip amount is obtained by looking up the slip amount corresponding to the front axle road adhesion coefficient through a table; The rear axle target slip amount is obtained by looking up the slip amount corresponding to the rear axle road adhesion coefficient through a table.

10. The method of claim 7, wherein, When the actual slip amount and the target slip amount meet the third preset condition, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip amount and the target slip amount, so as to control the target torque at the wheel end, including: Obtaining a preset deviation value; When the front axle actual slip amount is greater than the sum of the front axle target slip amount and the preset deviation value, the rear axle actual slip amount is greater than the sum of the rear axle target slip amount and the preset deviation value, and the condition lasts for a preset time, the TCS function is activated, and PID calculation is performed in real time according to the difference between the actual slip amount and the target slip amount, so as to control the target torque at the wheel end.

11. The method of claim 10, wherein, According to the difference between the actual slip amount and the target slip amount, PID calculation is performed in real time to control the target torque at the wheel end, including: According to the difference between the actual slip amount and the target slip amount, the proportional term output, the integral term output and the differential term output are calculated; The proportional term output, the integral term output and the differential term output are added to obtain the motor shaft end torque adjustment amount; The motor shaft end torque adjustment amount is subjected to amplitude limiting processing, and a feedforward compensation torque is superimposed to generate a final motor torque instruction, so as to control the target torque at the wheel end.

12. The method of claim 7, wherein, Also comprising: When the road condition of the target vehicle is the target road condition, the double clutch torque distribution coefficient is calculated according to the difference between the actual wheel speed difference and the target wheel speed difference.

13. The method of claim 12, wherein, Also comprising: When the target road condition is a non-split road, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor shaft end PID torque; When the target road condition is a split road, the target torque of the left rear wheel and the target torque of the right rear wheel are calculated based on the rear motor shaft end PID torque and the double clutch torque distribution coefficient.

14. A torque distribution device characterized by, Comprising: The load calculation module is configured to acquire vehicle data of a target vehicle and calculate a dynamic load of a wheel based on the vehicle data, wherein the target vehicle comprises a front wheel motor and a rear wheel motor, and each of the left and right sides of the rear wheel motor is connected with a clutch set, and the double clutch sets are configured to transmit torque to the rear wheel by adjusting a compression force; The torque calculation module is configured to perform torque distribution based on the dynamic load and output an initial torque of a wheel end; The torque correction module is configured to correct the initial torque of the wheel end by a wheel speed difference when the wheel slips and output a corrected torque of the wheel end; The torque distribution module is configured to correct the corrected torque of the wheel end by a difference between an ideal yaw rate and an actual yaw rate when the vehicle is understeering or oversteering and output a target torque of the wheel end.

15. A computer device, comprising: The computer device comprises a memory and one or more processors connected in communication with the memory; The memory stores instructions executable by the one or more processors, and the instructions are executed by the one or more processors to cause the one or more processors to implement the torque distribution method according to any one of claims 1-13.

16. A computer-readable storage medium, characterized in that, The computer program or instructions, when executed on a computer, implement the torque distribution method according to any one of claims 1-13.

17. A computer program product, characterised in that, The computer program, when executed by a processor, implements the torque distribution method according to any one of claims 1-13.

18. A vehicle characterized by comprising: The vehicle comprises the torque distribution device according to claim 14 or the computer device according to claim 15.

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