Cooperative torque control method for hub motor automobile

Abstract

The invention discloses a cooperative torque control method for a hub motor automobile, relates to the technical field of electric automobile control, and aims to solve the technical problem that the existing hub motor automobile is poor in torque coordination, so that the running stability of the automobile is insufficient. According to the method, residual theoretical available torques of hub motors of front and rear axles, left and right residual theoretical available torques, single-side reduced available total torque and left and right increased available torques are calculated in sequence, and then executable increased and decreased torques and theoretical yaw torques of the hub motors and additional yaw torques executed by the whole vehicle are determined; and finally, through calculation of the torque target difference, the target difference ratio and the torque variation, the transient execution torque of each hub motor at the current moment is obtained. The method ensures that the dynamic target torques of all the motors synchronously reach the steady-state target torque, remarkably improves the driving stability of the vehicle, is suitable for the multi-motor-driven hub motor vehicle, and has good practicability and popularization value.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle control technology, and in particular to a method for coordinated torque control of in-wheel motors in automobiles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, multi-motor drive has become an important development trend for electric vehicles. Among them, hub motor drive has received widespread attention and research due to its significant advantages such as saving vehicle space and improving power performance. However, multi-motor driven vehicles face many challenges at the control level, especially due to the limitations of torque variation in overall vehicle comfort and power, as well as the differences in torque variation capabilities of each motor. This leads to poor torque coordination in hub motor vehicles. This torque incoordination causes the time it takes for each motor to reach the steady-state target torque during dynamic adjustment to be inconsistent, thus affecting the vehicle's driving stability and potentially causing safety hazards in severe cases.

[0003] Currently, there is no effective technical solution to solve the above problems. Therefore, there is an urgent need for a scientific and reasonable method for in-wheel motor vehicle coordinated torque control to improve vehicle driving stability and handling safety. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art, and proposes a method for coordinated torque control of in-wheel motors in automobiles.

[0005] In a first aspect, embodiments of the present invention provide a method for coordinated torque control of a wheel hub motor in an automobile, comprising:

[0006] The remaining theoretically available torque of each hub motor on the front and rear axles is calculated based on the maximum allowable torque of each hub motor and the driving torque of the front and rear axles based on the throttle opening.

[0007] The remaining theoretical available torque on the left and right sides is calculated based on the remaining theoretical available torque of the hub motors on the front and rear axles.

[0008] The reduction in total available torque on one side is calculated by distributing the driving torque between the front and rear axles based on throttle opening.

[0009] The increase in available torque on the left and right sides is calculated based on the reduction of total available torque on one side and the remaining theoretical available torque on the left and right sides.

[0010] Based on the increased available torque on the left and right sides, the remaining theoretical available torque of each hub motor on the front and rear axles, and the calculation of the increased torque and decreased torque that each hub motor on the front and rear axles can execute, based on the throttle opening and the distribution of driving drive torque to the front and rear axles;

[0011] The theoretical yaw torque with left-increase and right-decrease torques are calculated based on the increased torque and decreased torque that can be executed by the hub motors of the front and rear axles.

[0012] The additional yaw torque executed by the vehicle is calculated based on the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, and the additional yaw torque required by the vehicle.

[0013] Based on the yaw torque of the entire vehicle, the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, the increase torque that can be executed by the hub motors of the front and rear axles, and the decrease torque that can be executed by the hub motors of the front and rear axles, the actual increase torque and decrease torque of the hub motors of the front and rear axles are calculated.

[0014] The target execution torque of each wheel hub motor on the front and rear axles is calculated based on the additional yaw torque required by the vehicle as a whole, the driving drive torque of the front and rear axles is calculated based on the throttle opening, the actual increase torque of each wheel hub motor on the front and rear axles, and the actual decrease torque of each wheel hub motor on the front and rear axles.

[0015] The target torque difference of each hub motor on the front and rear axles is calculated based on the target execution torque of each hub motor on the front and rear axles and the transient execution torque of each hub motor on the front and rear axles at the previous moment.

[0016] Calculate the target difference ratio of each hub motor on the front and rear axles based on the target torque difference of each hub motor on the front and rear axles;

[0017] The torque variation of each hub motor on the front and rear axles is calculated based on the target difference ratio of each hub motor on the front and rear axles and the vehicle torque anti-impact limit. The torque variation of each hub motor on the front and rear axles is equal to the target difference ratio of each hub motor on the front and rear axles multiplied by the vehicle torque anti-impact limit.

[0018] The transient execution torque of each hub motor on the front and rear axles at the current moment is calculated based on the transient execution torque of each hub motor on the front and rear axles at the previous moment, the torque change of each hub motor on the rear axle, and the target execution torque of each hub motor on the front and rear axles.

[0019] Furthermore, the remaining theoretically available torque of each hub motor on the front axle is equal to the maximum permissible remaining available torque of each hub motor on the front axle minus half of the driving torque allocated to the front axle based on throttle opening; the remaining theoretically available torque of each hub motor on the rear axle is equal to the maximum permissible remaining available torque of each hub motor on the rear axle minus half of the driving torque allocated to the rear axle based on throttle opening; the calculation formula is:

[0020]

[0021] in: This is the maximum permissible torque for the left front wheel hub motor; This is the maximum permissible torque for the right front wheel hub motor; This is the maximum permissible torque for the left rear wheel hub motor; This is the maximum permissible torque for the right rear wheel hub motor; To calculate and distribute the front axle driving drive torque based on throttle opening; To calculate and distribute the rear axle driving drive torque based on the throttle opening; This represents the remaining theoretically available torque of the left front wheel hub motor. This represents the remaining theoretically available torque of the right front wheel hub motor. This represents the remaining theoretically available torque of the left rear wheel hub motor. This represents the remaining theoretically available torque of the right rear wheel hub motor.

[0022] Furthermore, the remaining theoretically available torque on the left side is equal to the remaining theoretically available torque of the left front hub motor and the left rear hub motor; the remaining theoretically available torque on the right side is equal to the remaining theoretically available torque of the right front hub motor and the right rear hub motor; the calculation formula is:

[0023]

[0024] in: The remaining theoretically available torque on the left side; The remaining theoretically available torque on the right side;

[0025] The reduction in total available torque on one side is equal to the sum of half of the front axle driving torque calculated based on throttle opening and half of the rear axle driving torque calculated based on throttle opening; the calculation formula is:

[0026]

[0027] in: This reduces the total available torque on one side.

[0028] Furthermore, the increase in available torque on the left side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the left side; the increase in available torque on the right side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the right side; the calculation formula is:

[0029]

[0030] in: Add available torque to the left side; Add available torque to the right side.

[0031] Furthermore, the increase torque that each hub motor on the front and rear axles can execute includes the increase torque that the left front hub motor can execute, the increase torque that the right front hub motor can execute, the increase torque that the left rear hub motor can execute, and the increase torque that the right rear hub motor can execute; the decrease torque that each hub motor on the front and rear axles can execute includes the decrease torque that the left front hub motor can execute, the decrease torque that the right front hub motor can execute, the decrease torque that the left rear hub motor can execute, and the decrease torque that the right rear hub motor can execute.

[0032] The increased torque that the left front hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left front hub motor; the increased torque that the left rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left rear hub motor; the increased torque that the right front hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right front hub motor; the increased torque that the right rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right rear hub motor.

[0033] The torque reduction that the left front hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the left rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening. The torque reduction that the right front hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the right rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening.

[0034] Furthermore, the theoretical yaw torque with left-increase and right-decrease torque, and the theoretical yaw torque with left-decrease and right-increase torque, are calculated using the following formulas:

[0035]

[0036] in: The theoretical yaw torque is the torque that increases on the left and decreases on the right. This is the theoretical yaw torque, which decreases on the left and increases on the right.

[0037] Furthermore, the specific methods for calculating the additional yaw torque performed by the entire vehicle include:

[0038] When the additional yaw torque required by the vehicle is greater than or equal to zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; when the additional yaw torque required by the vehicle is less than zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the smaller value of the absolute value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; the calculation formula is:

[0039]

[0040] in: Additional yaw torque applied to the entire vehicle; Additional yaw torque is required to meet the overall vehicle requirements.

[0041] Furthermore, the actual increase in torque of each hub motor on the front and rear axles includes the actual increase in torque of the left front hub motor, the actual increase in torque of the right front hub motor, the actual increase in torque of the left rear hub motor, and the actual increase in torque of the right rear hub motor; the actual decrease in torque of each hub motor on the front and rear axles includes the actual decrease in torque of the left front hub motor, the actual decrease in torque of the right front hub motor, the actual decrease in torque of the left rear hub motor, and the actual decrease in torque of the right rear hub motor.

[0042] The actual increase in torque of the left front hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the increase in torque that the left front hub motor can execute; the actual increase in torque of the left rear hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the increase in torque that the left rear hub motor can execute; the actual increase in torque of the right front hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the increase in torque that the right front hub motor can execute; the actual increase in torque of the right rear hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the increase in torque that the right rear hub motor can execute.

[0043] The actual torque reduction of the left front hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left front hub motor can execute; the actual torque reduction of the left rear hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left rear hub motor can execute; the actual torque reduction of the right front hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right front hub motor can execute; the actual torque reduction of the right rear hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right rear hub motor can execute.

[0044] Furthermore, the target execution torque of each hub motor on the front and rear axles includes the target execution torque of the left front hub motor, the target execution torque of the left rear hub motor, the target execution torque of the right front hub motor, and the target execution torque of the right rear hub motor. When the vehicle requires an additional yaw torque greater than or equal to zero, the target execution torque of the left front hub motor is equal to half of the front axle driving drive torque calculated based on the throttle opening plus the actual increased torque of the left front hub motor; the target execution torque of the left rear hub motor is equal to half of the rear axle driving drive torque calculated based on the throttle opening plus the actual increased torque of the left rear hub motor; the target execution torque of the right front hub motor is equal to half of the front axle driving drive torque calculated based on the throttle opening minus the actual decreased torque of the right front hub motor; and the target execution torque of the right rear hub motor is... The target torque is equal to half of the rear axle driving torque calculated based on throttle opening minus the actual reduction torque of the right rear hub motor. When the vehicle's required additional yaw torque is less than zero, the target torque of the left front hub motor is half of the front axle driving torque calculated based on throttle opening minus the actual reduction torque of the left front hub motor; the target torque of the left rear hub motor is half of the rear axle driving torque calculated based on throttle opening minus the actual reduction torque of the left rear hub motor; the target torque of the right front hub motor is half of the front axle driving torque calculated based on throttle opening plus the actual increase torque of the right front hub motor; and the target torque of the right rear hub motor is half of the rear axle driving torque calculated based on throttle opening plus the actual increase torque of the right rear hub motor.

[0045] Furthermore, the target torque difference for each hub motor on the front and rear axles includes the target torque difference for the left front hub motor, the target torque difference for the left rear hub motor, the target torque difference for the right front hub motor, and the target torque difference for the right rear hub motor; the target torque for each hub motor on the front and rear axles is equal to the absolute value of the difference between its target execution torque and its transient execution torque at the previous moment; the calculation formula is:

[0046]

[0047] in: The target difference in torque for the left front wheel hub motor; The target difference in torque for the right front wheel hub motor; The target difference in torque for the left rear wheel hub motor; The target difference in torque for the right rear wheel hub motor; The target execution torque for the left front wheel hub motor; The target execution torque for the right front wheel hub motor; The target execution torque for the left rear wheel hub motor; The target execution torque for the right rear wheel hub motor. This represents the transient execution torque of the left front wheel hub motor at the previous moment. This represents the transient execution torque of the right front wheel hub motor at the previous moment. This represents the transient execution torque of the left rear wheel hub motor at the previous moment. This represents the transient execution torque of the right rear wheel hub motor at the previous moment.

[0048] This invention discloses a method for coordinated torque control in in-wheel motor vehicles. Addressing the technical problem of poor torque coordination in existing in-wheel motor vehicles, which leads to insufficient vehicle stability, this method sequentially calculates the remaining theoretical available torque of each in-wheel motor on the front and rear axles, the remaining theoretical available torque on the left and right sides, the total available torque reduced on one side, and the available torque increased on the left and right sides. This determines the executable torque increase / decrease for each in-wheel motor, the theoretical yaw torque, and the additional yaw torque executed by the entire vehicle. Finally, by calculating the torque target difference, target difference ratio, and torque change, the transient execution torque of each in-wheel motor at the current moment is obtained. This invention ensures that the dynamic target torque of all motors synchronously reaches the steady-state target torque, significantly improving vehicle driving stability. It is applicable to multi-motor driven in-wheel motor vehicles and has good practicality and promotional value.

[0049] Compared with existing technologies, it has the following beneficial effects:

[0050] (1) This invention ensures that the time required for all motors to change from the current dynamic target torque to the steady-state target torque is equal through multi-step and refined torque calculation and distribution. This avoids the problem of torque incoordination caused by different times when each motor reaches the steady-state target torque, significantly improves the driving stability of the vehicle, and effectively reduces the safety risks caused by poor torque coordination.

[0051] (2) The control method of the present invention fully considers the maximum allowable torque of each motor, the torque variation capability, and the driving and yaw stability requirements of the whole vehicle. Under the premise of meeting the vehicle's power performance, it realizes the coordinated control of torque, taking into account the vehicle's power, comfort and safety.

[0052] (3) The control method of the present invention has clear logic, rigorous calculation process, interconnection between each step and accurate data transmission. It has good operability and feasibility and can be directly applied to the control system of hub motor automobiles. It does not require large-scale modification of vehicle hardware, has low application cost and has broad promotion prospects. Attached Figure Description

[0053] Figure 1 This is a flowchart illustrating a wheel hub motor-assisted torque control method for automobiles, provided in an embodiment of the present invention. Detailed Implementation

[0054] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0055] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0056] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0057] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0058] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0059] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0060] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a method for in-wheel motor-assisted torque control in automobiles.

[0061] This embodiment discloses a method for coordinated torque control of in-wheel motors in automobiles, such as... Figure 1 ,include:

[0062] S100. Calculate the remaining theoretically available torque of each hub motor on the front and rear axles based on the maximum allowable torque of each hub motor on the front and rear axles and the driving drive torque of the front and rear axles based on the throttle opening.

[0063] In this embodiment, the remaining theoretically usable torque of each front axle hub motor is equal to the maximum permissible remaining usable torque of each front axle hub motor minus half of the driving torque allocated to the front axle based on throttle opening; the remaining theoretically usable torque of each rear axle hub motor is equal to the maximum permissible remaining usable torque of each rear axle hub motor minus half of the driving torque allocated to the rear axle based on throttle opening; the calculation formula is:

[0064]

[0065] in: This is the maximum permissible torque for the left front wheel hub motor; This is the maximum permissible torque for the right front wheel hub motor; This is the maximum permissible torque for the left rear wheel hub motor; This is the maximum permissible torque for the right rear wheel hub motor; To calculate and distribute the front axle driving drive torque based on throttle opening; To calculate and distribute the rear axle driving drive torque based on the throttle opening; This represents the remaining theoretically available torque of the left front wheel hub motor. This represents the remaining theoretically available torque of the right front wheel hub motor. This represents the remaining theoretically available torque of the left rear wheel hub motor. This represents the remaining theoretically available torque of the right rear wheel hub motor.

[0066] S200. Calculate the remaining theoretical available torque on the left and right sides based on the remaining theoretical available torque of the hub motors on the front and rear axles;

[0067] In this embodiment, the remaining theoretical available torque on the left side is equal to the remaining theoretical available torque of the left front hub motor and the remaining theoretical available torque of the left rear hub motor; the remaining theoretical available torque on the right side is equal to the remaining theoretical available torque of the right front hub motor and the remaining theoretical available torque of the right rear hub motor; the calculation formula is:

[0068]

[0069] in: The remaining theoretically available torque on the left side; The remaining theoretically available torque on the right side;

[0070] S300. Calculates the reduction of total available torque on one side by distributing the driving torque between the front and rear axles based on throttle opening;

[0071] In this embodiment, the reduction in total available torque on one side is equal to the sum of half of the front axle driving drive torque calculated based on throttle opening and half of the rear axle driving drive torque calculated based on throttle opening; the calculation formula is:

[0072]

[0073] in: This reduces the total available torque on one side.

[0074] S400. Calculate the increase in available torque on the left and right sides based on the reduction of total available torque on one side and the remaining theoretical available torque on the left and right sides.

[0075] In this embodiment, the increase in available torque on the left side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the left side; the increase in available torque on the right side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the right side; the calculation formula is:

[0076]

[0077] in: Add available torque to the left side; Add available torque to the right side.

[0078] S500. Based on the available torque added on the left and right sides, the remaining theoretical available torque of each hub motor on the front and rear axles, and the calculation of the distribution of driving drive torque on the front and rear axles based on throttle opening, calculate the increase torque that each hub motor on the front and rear axles can execute and the decrease torque that each hub motor on the front and rear axles can execute.

[0079] In this embodiment, the increase in torque that can be executed by each hub motor on the front and rear axles includes the increase in torque that can be executed by the left front hub motor, the right front hub motor, the left rear hub motor, and the right rear hub motor. The decrease in torque that can be executed by each hub motor on the front and rear axles includes the decrease in torque that can be executed by the left front hub motor, the right front hub motor, the left rear hub motor, and the right rear hub motor.

[0080] The increased torque that the left front hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left front hub motor; the increased torque that the left rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left rear hub motor; the increased torque that the right front hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right front hub motor; the increased torque that the right rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right rear hub motor. The formulas for calculating the increased torque that each hub motor on the front and rear axles can execute are as follows:

[0081]

[0082] In the formula: Increased torque that can be applied to the left front wheel hub motor; Increased torque that can be actuated by the right front wheel hub motor; Increased torque that can be generated by the left rear wheel hub motor; To increase the torque that the right rear wheel hub motor can perform;

[0083] The torque reduction that the left front hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the left rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening. The torque reduction that the right front hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the right rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening.

[0084] The formulas for calculating the torque reduction that can be performed by the hub motors on the front and rear axles are as follows:

[0085]

[0086] In the formula: This reduces torque that can be achieved by the left front wheel hub motor; This reduces torque that can be achieved by the left rear wheel hub motor; This reduces torque that can be achieved by the right front wheel hub motor; This reduces torque that can be achieved by the right rear wheel hub motor.

[0087] S600. Calculate the theoretical yaw torque with left-increase and right-decrease torque based on the increased torque and decreased torque that can be executed by the hub motors of the front and rear axles.

[0088] In this embodiment, the theoretical yaw torque with left-increase and right-decrease torque and the theoretical yaw torque with left-decrease and right-increase torque are calculated using the following formulas:

[0089]

[0090] in: The theoretical yaw torque is the torque that increases on the left and decreases on the right. This is the theoretical yaw torque, which decreases on the left and increases on the right.

[0091] S700. Calculate the additional yaw torque performed by the vehicle based on the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, and the additional yaw torque required by the vehicle.

[0092] In this embodiment, the specific method for calculating the additional yaw torque performed by the vehicle includes:

[0093] When the additional yaw torque required by the vehicle is greater than or equal to zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; when the additional yaw torque required by the vehicle is less than zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the smaller value of the absolute value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; the calculation formula is:

[0094]

[0095] in: Additional yaw torque applied to the entire vehicle; Additional yaw torque is required to meet the overall vehicle requirements.

[0096] Entering a place, This indicates that for overall vehicle yaw stability control, the torque of the left hub motor should be increased, while the torque of the right hub motor should be decreased. This indicates that for overall vehicle yaw stability control, the torque of the left hub motor should be reduced, while the torque of the right hub motor should be increased. It is calculated based on the yaw rate of the entire vehicle.

[0097] S800. Based on the yaw torque of the attachments executed by the whole vehicle, the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, the increase torque that can be executed by the hub motors of the front and rear axles, and the decrease torque that can be executed by the hub motors of the front and rear axles, calculate the actual increase torque and decrease torque of the hub motors of the front and rear axles.

[0098] In this embodiment, the actual increase in torque of each hub motor on the front and rear axles includes the actual increase in torque of the left front hub motor, the right front hub motor, the left rear hub motor, and the right rear hub motor. The actual decrease in torque of each hub motor on the front and rear axles includes the actual decrease in torque of the left front hub motor, the right front hub motor, the left rear hub motor, and the right rear hub motor.

[0099] The actual increased torque of the left front hub motor equals the quotient of the vehicle's total additional yaw torque and the theoretical yaw torque (left-increase, right-decrease), multiplied by the increased torque that the left front hub motor can execute. The actual increased torque of the left rear hub motor equals the quotient of the vehicle's total additional yaw torque and the theoretical yaw torque (left-increase, right-decrease), multiplied by the increased torque that the left rear hub motor can execute. The actual increased torque of the right front hub motor equals the quotient of the vehicle's total additional yaw torque and the theoretical yaw torque (left-decrease, right-increase), multiplied by the increased torque that the right front hub motor can execute. The actual increased torque of the right rear hub motor equals the quotient of the vehicle's total additional yaw torque and the theoretical yaw torque (left-decrease, right-increase), multiplied by the increased torque that the right rear hub motor can execute. The formulas for calculating the actual increased torque of each hub motor on the front and rear axles are as follows:

[0100]

[0101] in: This represents the actual increase in torque for the left front wheel hub motor; This represents the actual increase in torque for the right front wheel hub motor; This represents the actual increase in torque for the left rear wheel hub motor; This represents the actual increase in torque for the right rear wheel hub motor;

[0102] The actual torque reduction of the left front hub motor equals the quotient of the additional yaw torque executed by the entire vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left front hub motor can execute. The actual torque reduction of the left rear hub motor equals the quotient of the additional yaw torque executed by the entire vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left rear hub motor can execute. The actual torque reduction of the right front hub motor equals the quotient of the additional yaw torque executed by the entire vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right front hub motor can execute. The actual torque reduction of the right rear hub motor equals the quotient of the additional yaw torque executed by the entire vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right rear hub motor can execute. The formulas for calculating the actual torque reduction of each hub motor on the front and rear axles are as follows:

[0103]

[0104] in: This represents the actual reduction in torque for the left front wheel hub motor; This represents the actual reduction in torque for the left rear wheel hub motor; This represents the actual reduction in torque for the right front wheel hub motor; This represents the actual reduction in torque for the right rear wheel hub motor.

[0105] S900. Based on the vehicle's demand for additional yaw torque, and based on the throttle opening, calculates and distributes the driving torque of the front and rear axles, as well as the actual increased torque and decreased torque of each hub motor on the front and rear axles, and calculates the target execution torque of each hub motor on the front and rear axles.

[0106] In this embodiment, the target execution torque of each hub motor on the front and rear axles includes the target execution torque of the left front hub motor, the left rear hub motor, the right front hub motor, and the right rear hub motor. When the vehicle requires an additional yaw torque greater than or equal to zero, the target execution torque of the left front hub motor is equal to half of the front axle driving drive torque calculated based on the throttle opening plus the actual increased torque of the left front hub motor; the target execution torque of the left rear hub motor is equal to half of the rear axle driving drive torque calculated based on the throttle opening plus the actual increased torque of the left rear hub motor; the target execution torque of the right front hub motor is equal to half of the front axle driving drive torque calculated based on the throttle opening minus the actual decreased torque of the right front hub motor; and the target execution torque of the right rear hub motor is equal to half of the rear axle driving drive torque calculated based on the throttle opening minus the actual decreased torque of the right rear hub motor. Torque reduction: When the vehicle's required additional yaw torque is less than zero, the target execution torque of the left front hub motor is calculated based on half of the front axle driving torque allocated to it (based on throttle opening) minus the actual reduction torque of the left front hub motor. The target execution torque of the left rear hub motor is calculated based on half of the rear axle driving torque allocated to it (based on throttle opening) minus the actual reduction torque of the left rear hub motor. The target execution torque of the right front hub motor is calculated based on half of the front axle driving torque allocated to it (based on throttle opening) plus the actual increase torque of the right front hub motor. The target execution torque of the right rear hub motor is calculated based on half of the rear axle driving torque allocated to it (based on throttle opening) plus the actual increase torque of the right rear hub motor. The calculation formula is:

[0107]

[0108] in: The target execution torque for the left front wheel hub motor; The target execution torque for the right front wheel hub motor; The target execution torque for the left rear wheel hub motor; The target execution torque for the right rear wheel hub motor.

[0109] S1000. Calculate the target torque difference of each hub motor on the front and rear axles based on the target execution torque of each hub motor on the front and rear axles and the transient execution torque of each hub motor on the front and rear axles at the previous moment;

[0110] In this embodiment, the target torque difference for each hub motor on the front and rear axles includes the target torque difference for the left front hub motor, the left rear hub motor, the right front hub motor, and the right rear hub motor. The target torque for each hub motor on the front and rear axles is equal to the absolute value of the difference between its target execution torque and its transient execution torque at the previous moment. The calculation formula is:

[0111]

[0112] in: The target difference in torque for the left front wheel hub motor; The target difference in torque for the right front wheel hub motor; The target difference in torque for the left rear wheel hub motor; The target difference in torque for the right rear wheel hub motor; This represents the transient execution torque of the left front wheel hub motor at the previous moment. This represents the transient execution torque of the right front wheel hub motor at the previous moment. This represents the transient execution torque of the left rear wheel hub motor at the previous moment. This represents the transient execution torque of the right rear wheel hub motor at the previous moment.

[0113] S1100. Calculate the target difference ratio of each hub motor on the front and rear axles based on the target difference of the torque of each hub motor on the front and rear axles;

[0114] In this embodiment, the target difference ratio of each hub motor on the front and rear axles is equal to the ratio of the target torque difference of each hub motor to the sum of the target torque differences of all hub motors on the front and rear axles. The calculation formula is:

[0115]

[0116] in: The target difference ratio for the left front wheel hub motor; The target difference ratio for the right front wheel hub motor; The target difference ratio for the left rear wheel hub motor; The target difference ratio for the right rear wheel hub motor.

[0117] S1200. Calculate the torque variation of each hub motor on the front and rear axles based on the target difference ratio of each hub motor on the front and rear axles and the vehicle torque anti-impact limit; the torque variation of each hub motor on the front and rear axles is equal to the target difference ratio of each hub motor on the front and rear axles multiplied by the vehicle torque anti-impact limit.

[0118] In this embodiment, the torque variation of each hub motor on the front and rear axles is equal to the target difference ratio of each hub motor on the front and rear axles multiplied by the overall vehicle torque to prevent impact limiting. The calculation formula is:

[0119]

[0120] in: This represents the change in torque of the left front wheel hub motor. This represents the change in torque of the right front wheel hub motor. This represents the torque variation of the left rear wheel hub motor. The torque variation of the right rear wheel hub motor

[0121] S1300. Calculate the current instantaneous execution torque of each hub motor on the front and rear axles based on the previous instantaneous execution torque of each hub motor on the front and rear axles, the torque change of each hub motor on the rear axle, and the target execution torque of each hub motor on the front and rear axles.

[0122] In this embodiment, the transient execution torque of each hub motor on the front and rear axles at the current moment is calculated. The calculation formula is:

[0123]

[0124] in: The instantaneous execution torque of the left front wheel hub motor at the current moment; The instantaneous execution torque of the right front wheel hub motor at the current moment; The instantaneous execution torque of the left rear wheel hub motor at the current moment; The instantaneous execution torque of the right rear wheel hub motor at the current moment; for Symbols and signs; for Symbols and signs; for Symbols and signs; for Symbols and signs;

[0125] Furthermore, it is defined as:

[0126]

[0127] Furthermore, , , , for , , , The value of the previous time step; and , , , The initial values ​​are all 0.

[0128] By using the above method, the time required for all motors to change from their current dynamic target torque to their steady-state target torque is made equal. In other words, the current dynamic target torque of all motors reaches its steady-state target torque simultaneously, avoiding the problem that the timing of the motors reaching their steady-state target torque differs during the dynamic adjustment process, which could lead to poor vehicle stability. This improves the vehicle's driving stability.

[0129] This embodiment discloses a method for coordinated torque control in in-wheel motor vehicles. Addressing the technical problem of poor torque coordination in existing in-wheel motor vehicles, which leads to insufficient vehicle stability, this method sequentially calculates the remaining theoretical available torque of each in-wheel motor on the front and rear axles, the remaining theoretical available torque on the left and right sides, the total available torque reduced on one side, and the available torque increased on the left and right sides. This determines the executable torque increase / decrease for each in-wheel motor, the theoretical yaw torque, and the additional yaw torque executed by the entire vehicle. Finally, by calculating the torque target difference, target difference ratio, and torque change, the transient execution torque of each in-wheel motor at the current moment is obtained. This invention ensures that the dynamic target torque of all motors synchronously reaches the steady-state target torque, significantly improving vehicle driving stability. It is applicable to multi-motor driven in-wheel motor vehicles and has good practicality and promotional value.

[0130] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0131] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0132] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0133] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0134] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0135] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0136] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0137] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0138] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0139] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A method for coordinated torque control of a hub motor in an automobile, characterized in that, include: The remaining theoretically available torque of each hub motor on the front and rear axles is calculated based on the maximum allowable torque of each hub motor and the driving torque of the front and rear axles based on the throttle opening. The remaining theoretical available torque on the left and right sides is calculated based on the remaining theoretical available torque of the hub motors on the front and rear axles. The reduction in total available torque on one side is calculated by distributing the driving torque between the front and rear axles based on throttle opening. The increase in available torque on the left and right sides is calculated based on the reduction of total available torque on one side and the remaining theoretical available torque on the left and right sides. Based on the increased available torque on the left and right sides, the remaining theoretical available torque of each hub motor on the front and rear axles, and the calculation of the increased torque and decreased torque that each hub motor on the front and rear axles can execute, based on the throttle opening and the distribution of driving drive torque to the front and rear axles; The theoretical yaw torque with left-increase and right-decrease torques are calculated based on the increased torque and decreased torque that can be executed by the hub motors of the front and rear axles. The additional yaw torque executed by the vehicle is calculated based on the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, and the additional yaw torque required by the vehicle. Based on the yaw torque of the entire vehicle, the theoretical yaw torque with left-increase and right-decrease torque, the theoretical yaw torque with left-decrease and right-increase torque, the increase torque that can be executed by the hub motors of the front and rear axles, and the decrease torque that can be executed by the hub motors of the front and rear axles, the actual increase torque and decrease torque of the hub motors of the front and rear axles are calculated. The target execution torque of each wheel hub motor on the front and rear axles is calculated based on the additional yaw torque required by the vehicle as a whole, the driving drive torque of the front and rear axles is calculated based on the throttle opening, the actual increase torque of each wheel hub motor on the front and rear axles, and the actual decrease torque of each wheel hub motor on the front and rear axles. The target torque difference of each hub motor on the front and rear axles is calculated based on the target execution torque of each hub motor on the front and rear axles and the transient execution torque of each hub motor on the front and rear axles at the previous moment. Calculate the target difference ratio of each hub motor on the front and rear axles based on the target torque difference of each hub motor on the front and rear axles; The torque variation of each hub motor on the front and rear axles is calculated based on the target difference ratio of each hub motor on the front and rear axles and the vehicle torque anti-impact limit. The torque variation of each hub motor on the front and rear axles is equal to the target difference ratio of each hub motor on the front and rear axles multiplied by the vehicle torque anti-impact limit. The transient execution torque of each hub motor on the front and rear axles at the current moment is calculated based on the transient execution torque of each hub motor on the front and rear axles at the previous moment, the torque change of each hub motor on the rear axle, and the target execution torque of each hub motor on the front and rear axles.

2. The control method according to claim 1, characterized in that, The remaining theoretically available torque of each hub motor on the front axle is equal to the maximum permissible remaining available torque of each hub motor on the front axle minus half of the driving torque allocated to the front axle based on the throttle opening; the remaining theoretically available torque of each hub motor on the rear axle is equal to the maximum permissible remaining available torque of each hub motor on the rear axle minus half of the driving torque allocated to the rear axle based on the throttle opening. The calculation formula is: in: This is the maximum permissible torque for the left front wheel hub motor; This is the maximum permissible torque for the right front wheel hub motor; This is the maximum permissible torque for the left rear wheel hub motor; This is the maximum permissible torque for the right rear wheel hub motor; To calculate and distribute the front axle driving drive torque based on throttle opening; To calculate and distribute the rear axle driving drive torque based on the throttle opening; This represents the remaining theoretically available torque of the left front wheel hub motor. This represents the remaining theoretically available torque of the right front wheel hub motor. This represents the remaining theoretically available torque of the left rear wheel hub motor. This represents the remaining theoretically available torque of the right rear wheel hub motor.

3. The control method according to claim 2, characterized in that, The remaining theoretically available torque on the left side is equal to the remaining theoretically available torque of the left front hub motor and the left rear hub motor; the remaining theoretically available torque on the right side is equal to the remaining theoretically available torque of the right front hub motor and the right rear hub motor; the calculation formula is: in: The remaining theoretically available torque on the left side; The remaining theoretically available torque on the right side; The reduction in total available torque on one side is equal to the sum of half of the front axle driving torque calculated based on throttle opening and half of the rear axle driving torque calculated based on throttle opening; the calculation formula is: in: This reduces the total available torque on one side.

4. The control method according to claim 3, characterized in that, The increase in available torque on the left side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the left side; the increase in available torque on the right side is equal to the smaller of the decrease in total available torque on one side and the remaining theoretical available torque on the right side; the calculation formula is: in: Add available torque to the left side; Add available torque to the right side.

5. The control method according to claim 1, characterized in that, The increased torque that each hub motor on the front and rear axles can execute includes the increased torque that the left front hub motor can execute, the increased torque that the right front hub motor can execute, the increased torque that the left rear hub motor can execute, and the increased torque that the right rear hub motor can execute; the decreased torque that each hub motor on the front and rear axles can execute includes the decreased torque that the left front hub motor can execute, the decreased torque that the right front hub motor can execute, the decreased torque that the left rear hub motor can execute, and the decreased torque that the right rear hub motor can execute. The increased torque that the left front hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left front hub motor; the increased torque that the left rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the remaining theoretical available torque on the left side multiplied by the maximum allowable torque of the left rear hub motor; the increased torque that the right front hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right front hub motor; the increased torque that the right rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the remaining theoretical available torque on the right side multiplied by the maximum allowable torque of the right rear hub motor. The torque reduction that the left front hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the left rear hub motor can execute is equal to the quotient of the increased available torque on the right side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening. The torque reduction that the right front hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the front axle based on throttle opening. The torque reduction that the right rear hub motor can execute is equal to the quotient of the increased available torque on the left side and the total reduced available torque on one side, multiplied by half of the driving torque allocated to the rear axle based on throttle opening.

6. The control method according to claim 4, characterized in that, The theoretical yaw torque with left-increase and right-decrease torque and the theoretical yaw torque with left-decrease and right-increase torque; the calculation formula is: in: The theoretical yaw torque is the torque that increases on the left and decreases on the right. This is the theoretical yaw torque, which decreases on the left and increases on the right.

7. The control method according to claim 6, characterized in that, The specific methods for calculating the additional yaw torque performed by the vehicle include: When the additional yaw torque required by the vehicle is greater than or equal to zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; when the additional yaw torque required by the vehicle is less than zero, the additional yaw torque executed by the vehicle is equal to the smaller value of the smaller value of the absolute value of the theoretical yaw torque (torque increasing from left to right) and the additional yaw torque required by the vehicle; the calculation formula is: in: Additional yaw torque applied to the entire vehicle; Additional yaw torque is required to meet the overall vehicle requirements.

8. The control method according to claim 1, characterized in that, The actual increase in torque of each hub motor on the front and rear axles includes the actual increase in torque of the left front hub motor, the actual increase in torque of the right front hub motor, the actual increase in torque of the left rear hub motor, and the actual increase in torque of the right rear hub motor; the actual decrease in torque of each hub motor on the front and rear axles includes the actual decrease in torque of the left front hub motor, the actual decrease in torque of the right front hub motor, the actual decrease in torque of the left rear hub motor, and the actual decrease in torque of the right rear hub motor. The actual increase in torque of the left front hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the increase in torque that the left front hub motor can execute; the actual increase in torque of the left rear hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the increase in torque that the left rear hub motor can execute; the actual increase in torque of the right front hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the increase in torque that the right front hub motor can execute; the actual increase in torque of the right rear hub motor is equal to the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the increase in torque that the right rear hub motor can execute. The actual torque reduction of the left front hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left front hub motor can execute; the actual torque reduction of the left rear hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque decreasing on the left and increasing on the right), multiplied by the torque reduction that the left rear hub motor can execute; the actual torque reduction of the right front hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right front hub motor can execute; the actual torque reduction of the right rear hub motor equals the quotient of the additional yaw torque executed by the whole vehicle and the theoretical yaw torque (torque increasing on the left and decreasing on the right), multiplied by the torque reduction that the right rear hub motor can execute.

9. The control method according to claim 1, characterized in that, The target execution torque of each hub motor on the front and rear axles includes the target execution torque of the left front hub motor, the left rear hub motor, the right front hub motor, and the right rear hub motor. When the vehicle requires an additional yaw torque greater than or equal to zero, the target execution torque of the left front hub motor is equal to half of the front axle driving drive torque calculated based on throttle opening plus the actual increased torque of the left front hub motor; the target execution torque of the left rear hub motor is equal to half of the rear axle driving drive torque calculated based on throttle opening plus the actual increased torque of the left rear hub motor; the target execution torque of the right front hub motor is equal to half of the front axle driving drive torque calculated based on throttle opening minus the actual decreased torque of the right front hub motor; and the target execution torque of the right rear hub motor is... The torque equals half of the rear axle driving torque calculated based on throttle opening minus the actual reduction torque of the right rear hub motor. When the vehicle's required additional yaw torque is less than zero, the target execution torque of the left front hub motor is half of the front axle driving torque calculated based on throttle opening minus the actual reduction torque of the left front hub motor; the target execution torque of the left rear hub motor is half of the rear axle driving torque calculated based on throttle opening minus the actual reduction torque of the left rear hub motor; the target execution torque of the right front hub motor is half of the front axle driving torque calculated based on throttle opening plus the actual increase torque of the right front hub motor; and the target execution torque of the right rear hub motor is half of the rear axle driving torque calculated based on throttle opening plus the actual increase torque of the right rear hub motor.

10. The control method according to claim 1, characterized in that, The target torque difference for each hub motor on the front and rear axles includes the target torque difference for the left front hub motor, the left rear hub motor, the right front hub motor, and the right rear hub motor. The target torque for each hub motor on the front and rear axles is equal to the absolute value of the difference between its target execution torque and its instantaneous execution torque at the previous moment. The calculation formula is: in: The target difference in torque for the left front wheel hub motor; The target difference in torque for the right front wheel hub motor; The target difference in torque for the left rear wheel hub motor; The target difference in torque for the right rear wheel hub motor; The target execution torque for the left front wheel hub motor; The target execution torque for the right front wheel hub motor; The target execution torque for the left rear wheel hub motor; The target execution torque for the right rear wheel hub motor. This represents the transient execution torque of the left front wheel hub motor at the previous moment. This represents the transient execution torque of the right front wheel hub motor at the previous moment. This represents the transient execution torque of the left rear wheel hub motor at the previous moment. This represents the transient execution torque of the right rear wheel hub motor at the previous moment.

Images