Torque distribution method, electronic device, and vehicle

Abstract

The embodiment of the application provides a torque distribution method, an electronic device and a vehicle, the torque of the vehicle is distributed based on the driving scene of the vehicle by determining the driving scene of the vehicle, wherein the driving scene comprises a first driving scene or a second driving scene, the first driving scene is used to represent power demand priority, and the second driving scene is used to represent stability demand priority, so that the torque of the vehicle can be distributed according to the driving scene of the vehicle, specifically, the torque of the vehicle can be distributed based on the scene of power demand priority, thereby improving the power of the vehicle, or the torque of the vehicle can be distributed based on the scene of stability demand priority, thereby improving the stability of the vehicle, so that the effect of torque distribution of the vehicle can be improved, and the riding experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a torque distribution method, electronic equipment, and vehicle. Background Technology

[0002] In related technologies, the target yaw moment can be calculated when the vehicle is turning based on the vehicle's condition information parameters, and then the vehicle's torque can be distributed to meet the target yaw moment.

[0003] However, the inventors' long-term research revealed that the related technologies were not effective in distributing torque to vehicles. Summary of the Invention

[0004] This application provides a torque distribution method, electronic device, and vehicle, aiming to improve the technical problem of poor torque distribution effect in related technologies, improve the torque distribution effect of the vehicle, and enhance the riding experience.

[0005] In a first aspect, embodiments of this application propose a torque distribution method, comprising: determining a driving scenario of a vehicle; and distributing the torque of the vehicle based on the driving scenario, wherein the driving scenario includes a first driving scenario or a second driving scenario, the first driving scenario being used to indicate priority of power demand, and the torque distribution strategy corresponding to the first driving scenario including: satisfying the power torque corresponding to the power demand, and then satisfying the yaw torque corresponding to the stability demand, the second driving scenario being used to indicate priority of stability demand, and the torque distribution strategy corresponding to the second driving scenario including: satisfying the yaw torque corresponding to the stability demand.

[0006] In this embodiment, the driving scenario of the vehicle is determined; based on the driving scenario, the torque of the vehicle is allocated. The driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario indicates a priority in power demand, and the second driving scenario indicates a priority in stability demand. This allows the torque of the vehicle to be allocated according to the driving scenario. Specifically, the torque can be allocated based on a scenario prioritizing power demand, thereby improving the vehicle's power performance, or based on a scenario prioritizing stability demand, thereby improving the vehicle's stability. This improves the effectiveness of the torque allocation and is beneficial to enhancing the riding experience.

[0007] In one possible implementation, determining the driving scenario of the vehicle includes: acquiring vehicle parameters, which reflect the vehicle's driving speed; if the vehicle parameters meet a set parameter threshold, then the driving scenario of the vehicle is determined to be a first driving scenario; if the vehicle parameters do not meet the parameter threshold, then the driving scenario of the vehicle is determined to be a second driving scenario.

[0008] In this embodiment, vehicle parameters are acquired, which reflect the vehicle's driving speed. If the vehicle parameters meet the set parameter threshold, the driving scenario of the vehicle is determined to be the first driving scenario. If the vehicle parameters do not meet the parameter threshold, the driving scenario of the vehicle is determined to be the second driving scenario. In this way, the driving scenario of the vehicle can be determined by comparing the vehicle speed with the parameter threshold, which can improve the efficiency of determining the driving scenario of the vehicle.

[0009] In one possible implementation, the vehicle includes a first axle, a second axle, a first wheel, and a second wheel. The first axle is a drive axle and is connected to both the first and second wheels. Based on the vehicle's driving scenario, torque is distributed, including: determining a first torque parameter for the first wheel and a second torque parameter for the second wheel. The first torque parameter includes a first pre-distributed torque and a first torque range, and the second torque parameter includes a second pre-distributed torque and a second torque range. The first and second pre-distributed torques are determined based on the power demand torque and the target yaw moment of the first axle; determining a first torque transfer amount and a second torque transfer amount based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter. The first torque transfer amount represents the torque transfer amount between the first and second wheels, and the second torque transfer amount represents the torque transfer amount between the first and second axles; and distributing the torque of the first and second wheels based on the first and second torque transfer amounts, such that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

[0010] In this embodiment, by determining a first torque parameter for the first wheel and a second torque parameter for the second wheel, the first torque parameter includes a first pre-distributed torque and a first torque range, and the second torque parameter includes a second pre-distributed torque and a second torque range. The first and second pre-distributed torques are determined based on the power demand torque and the target yaw moment of the first axle. Based on the vehicle's driving scenario, the first and second torque parameters, a first torque transfer amount and a second torque transfer amount are determined. The first torque transfer amount represents the torque transfer amount between the first and second wheels, and the second torque transfer amount represents the torque transfer amount between the first and second axles. The torque of the first and second wheels is distributed based on the first and second torque transfer amounts so that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range. This ensures that the torque of the first wheel and the torque of the second wheel are both within the first and second torque ranges, thereby improving the vehicle's driving stability.

[0011] In one possible implementation, the first torque transfer amount and the second torque transfer amount are determined based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter. This includes: if the driving scenario is the first driving scenario, then the first torque transfer amount is determined to be zero, and the second torque transfer amount is determined based on the first torque parameter and the second torque parameter, so as to satisfy the yaw torque corresponding to the stability requirement after satisfying the power torque corresponding to the power requirement.

[0012] In this embodiment, if the driving scenario is the first driving scenario, it can be determined that the power demand takes priority. Therefore, the first torque transfer amount is determined to be zero, and the second torque transfer amount is determined based on the first torque parameter and the second torque parameter. In this way, the power can be made as strong as possible, which is beneficial to improving the power performance of the vehicle.

[0013] In one possible implementation, determining the second torque transfer amount based on the first torque parameter and the second torque parameter includes: determining the first reference torque transfer amount based on a comparison result between the first pre-allocated torque and the first torque range; determining the second reference torque transfer amount based on a comparison result between the second pre-allocated torque and the second torque range; and determining the second torque transfer amount based on the first reference torque transfer amount and the second reference torque transfer amount.

[0014] In this embodiment, a first reference torque transfer amount is determined based on the comparison result between the first pre-allocated torque and the first torque range; a second reference torque transfer amount is determined based on the comparison result between the second pre-allocated torque and the second torque range; and the second torque transfer amount is determined based on the first reference torque transfer amount and the second reference torque transfer amount. This improves the efficiency of determining the second torque transfer amount.

[0015] In one possible implementation, the first torque transfer amount and the second torque transfer amount are determined based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, including: if the driving scenario is the second driving scenario, then the first torque transfer amount and the second torque transfer amount are determined based on the first torque parameter and the second torque parameter to meet the yaw moment corresponding to the stability requirements.

[0016] In this embodiment, if the driving scenario is the second driving scenario, the first torque transfer amount and the second torque transfer amount are determined based on the first torque parameter and the second torque parameter, so that the stability of the vehicle can be improved as much as possible.

[0017] In one possible implementation, determining the first torque transfer amount and the second torque transfer amount based on the first torque parameter and the second torque parameter includes: determining the maximum yaw moment that the first axle can provide based on the first torque range and the second torque range; taking the smaller of the maximum yaw moment and the target yaw moment as the executed yaw moment; determining a first target torque of the first wheel and a second target torque of the second wheel based on the executed yaw moment, the first torque range, and the second torque range, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range; and determining the first torque transfer amount and the second torque transfer amount based on the first pre-allocated torque, the second pre-allocated torque, the first target torque, and the second target torque.

[0018] In this embodiment, the maximum yaw moment that the first axle can provide is determined based on a first torque range and a second torque range; the smaller of the maximum yaw moment and the target yaw moment is taken as the executed yaw moment; based on the executed yaw moment, the first torque range, and the second torque range, a first target torque and a second target torque of the second wheel are determined, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range; based on the first pre-distributed torque, the second pre-distributed torque, the first target torque, and the second target torque, a first torque transfer amount and a second torque transfer amount are determined. This ensures that a suitable yaw moment is provided while avoiding vehicle slippage, which is beneficial for further improving vehicle stability.

[0019] In one possible implementation, determining the first torque parameter of the first wheel and the second torque parameter of the second wheel includes: determining the first pre-distributed torque of the first wheel and the second pre-distributed torque of the second wheel based on the power demand torque and the target yaw moment of the first axle; for the first wheel, determining the first minimum torque and the first maximum torque based on the characteristics of the motor connected to the first wheel, and determining the second maximum torque when the first wheel slips and the second minimum torque when the first wheel locks up, and determining the first torque range of the first wheel based on the first minimum torque, the first maximum torque, the second minimum torque and the second maximum torque; for the second wheel, determining the third minimum torque and the third maximum torque based on the characteristics of the motor connected to the second wheel, and determining the fourth maximum torque when the second wheel slips and the fourth minimum torque when the second wheel locks up, and determining the second torque range of the second wheel based on the third minimum torque, the third maximum torque, the fourth minimum torque and the fourth maximum torque.

[0020] In this embodiment, a first pre-distributed torque for the first wheel and a second pre-distributed torque for the second wheel are determined based on the power demand torque and the target yaw moment of the first axle. For the first wheel, a first minimum torque and a first maximum torque are determined based on the characteristics of the motor connected to the first wheel, and a second maximum torque when the first wheel slips and a second minimum torque when the first wheel locks are determined. A first torque range for the first wheel is also determined based on the first minimum torque, the first maximum torque, the second minimum torque, and the second maximum torque. For the second wheel, a third minimum torque and a third maximum torque are determined based on the characteristics of the motor connected to the second wheel, and a second torque range is determined when the second wheel slips. The fourth maximum torque during slippage and the fourth minimum torque during wheel lockup, along with the third minimum torque, third maximum torque, fourth minimum torque, and fourth maximum torque, determine the second torque range for the second wheel. This allows for the determination of the first pre-distributed torque and the second pre-distributed torque for the second wheel by combining the power demand torque and the target yaw moment of the first axle. This improves the accuracy of determining the first and second pre-distributed torques. Furthermore, the torque range determined based on the characteristics of the motor connected to the wheel and the slippage / lockup torque further enhances the accuracy of the determined torque range, thus improving the accuracy of the vehicle's torque distribution.

[0021] Secondly, embodiments of this application propose a torque distribution device, comprising: a driving scenario determination module for determining the driving scenario of a vehicle; and a torque distribution module for distributing the torque of the vehicle based on the driving scenario, wherein the driving scenario includes a first driving scenario or a second driving scenario, the first driving scenario being used to indicate priority in power demand, and the torque distribution strategy corresponding to the first driving scenario including: satisfying the power torque corresponding to the power demand, and then satisfying the yaw torque corresponding to the stability demand; the second driving scenario being used to indicate priority in stability demand, and the torque distribution strategy corresponding to the second driving scenario including: satisfying the yaw torque corresponding to the stability demand.

[0022] Thirdly, embodiments of this application propose an electronic device, including a processor and a memory, wherein: the memory is used to store computer programs; and the processor is used to execute the programs stored in the memory to implement the method of the first aspect.

[0023] Fourthly, embodiments of this application propose a vehicle that includes the electronic equipment of the third aspect.

[0024] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the method of the first aspect. Attached Figure Description

[0025] Figure 1This is a schematic flowchart illustrating a torque distribution method according to an embodiment of this application.

[0026] Figure 2 This is a schematic flowchart illustrating a torque distribution method according to another embodiment of this application.

[0027] Figure 3 This is a schematic flowchart illustrating a torque distribution method according to another embodiment of this application.

[0028] Figure 4 This is a schematic diagram illustrating a comparison of torque distribution and changes in vehicle parameters according to an embodiment of this application.

[0029] Figure 5 This is a structural block diagram of a torque distribution device according to an embodiment of this application.

[0030] Figure 6 This is a structural diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0032] In related technologies, the target yaw moment can be calculated when the vehicle is turning based on the vehicle's condition information parameters, and then the vehicle's torque can be distributed to meet the target yaw moment.

[0033] However, the inventors' long-term research revealed that related technologies primarily consider the target yaw moment to help mitigate understeer or oversteer tendencies, without taking into account the vehicle's driving scenarios. For example, at low speeds when cornering, the risk of loss of control is lower, requiring greater emphasis on vehicle dynamics. At high speeds, the focus is more on maximizing the target yaw moment to reduce spatial and temporal risks. However, the related technologies' sole focus on maximizing the target yaw moment results in ineffective torque distribution. Furthermore, these technologies, limited by factors such as motor characteristics or insufficient ground adhesion, do not explore how to rationally distribute the yaw moment to maximize its execution.

[0034] In view of this, embodiments of this application propose a torque distribution method, electronic device, and vehicle. The method involves determining the vehicle's driving scenario and distributing torque based on that scenario. The driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario indicates a priority in power performance, while the second driving scenario indicates a priority in stability performance. This allows for torque distribution based on the driving scenario. Specifically, torque distribution can be prioritized based on a scenario prioritizing power performance to improve vehicle power, or it can be prioritized based on a scenario prioritizing stability to improve vehicle stability. This enhances the effectiveness of torque distribution and improves the passenger experience.

[0035] The terminology used in the embodiments of this application will be explained below.

[0036] Terminology Explanation: Target yaw moment: This is one of the control targets in vehicle dynamics control. Optionally, the driver or intelligent driving system inputs the desired driving trajectory via the steering wheel, accelerator, and brake. The vehicle's electronic control system calculates the "desired yaw rate" (i.e., the speed at which the vehicle body should rotate) in real time and compares it with the "actual yaw rate." When a deviation occurs, the system generates a target yaw moment as a control command to correct the deviation, using braking, power distribution, and other methods to dynamically return the vehicle body to the desired trajectory.

[0037] Power demand torque refers to the torque value that the driver expects to output to the vehicle's drive wheels through operations such as accelerator and brake, or the torque value that the intelligent driving system expects. It can be calculated based on driver input or intelligent driving system input, combined with vehicle status and environmental conditions, to meet the power demand.

[0038] Distributed drive: This refers to a drive architecture where the power units (motors) are distributed around the wheels. Compared to traditional centralized drive, it eliminates intermediate transmission components, allowing for independent and precise torque control of each wheel. Distributed drive can be divided into Distributed Front-Wheel Drive (D-FF), Distributed Rear-Wheel Drive (D-FR), and Distributed 4-Wheel Drive (D-4WD). Distributed Front-Wheel Drive: Each of the left and right wheels on the front axle has one motor, driving only the front wheels. Distributed Rear-Wheel Drive: Each of the left and right wheels on the rear axle has one motor, driving only the rear wheels. Distributed 4-Wheel Drive: Each of the four wheels has one motor (or two motors on each of the front and rear axles), driving all four wheels independently. The torque distribution methods are explained in detail below.

[0039] Please see Figure 1, Figure 1 This is a schematic flowchart illustrating a torque distribution method according to an embodiment of this application. Figure 1 The method shown can be executed by an electronic device, which may include a terminal or a server. The terminal can be a smartphone, tablet, laptop, desktop computer, smart TV, smart home device, in-vehicle terminal, etc., without specific limitations. The server can be a standalone physical server, a server cluster consisting of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Figure 1 The methods shown may include: S110. Determine the driving scenario of the vehicle.

[0040] Among them, the vehicle's driving scenario is used to represent the current scenario in which the vehicle is located.

[0041] S120. Based on the vehicle's driving scenario, the torque of the vehicle is allocated. The driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario is used to indicate that the power demand is prioritized, and the torque allocation strategy corresponding to the first driving scenario includes: after satisfying the power torque corresponding to the power demand, the yaw torque corresponding to the stability demand is then satisfied. The second driving scenario is used to indicate that the stability demand is prioritized, and the torque allocation strategy corresponding to the second driving scenario includes: satisfying the yaw torque corresponding to the stability demand.

[0042] In this embodiment, the driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario indicates a priority in power performance, while the second driving scenario indicates a priority in stability performance. That is, the vehicle's torque can be allocated based on a scenario prioritizing power performance to meet power requirements; or the torque can be allocated based on a scenario prioritizing stability performance to meet stability requirements. Optionally, scenarios prioritizing power performance may include, but are not limited to, low-speed, hill-climbing, and overtaking scenarios. Scenarios prioritizing stability performance may include, but are not limited to, slippery roads, icy roads, or cornering scenarios, and are not restricted in this regard.

[0043] In one possible implementation, the driving scenario of the vehicle is determined, including: Obtain vehicle parameters, which reflect the vehicle's driving speed; if the vehicle parameters meet the set parameter thresholds, the driving scenario is determined to be the first driving scenario; if the vehicle parameters do not meet the parameter thresholds, the driving scenario is determined to be the second driving scenario.

[0044] In this embodiment, if the vehicle parameters meet the set parameter thresholds, it can be considered as low speed; if the vehicle parameters do not meet the parameter thresholds, it can be considered as high speed. The vehicle parameters in this embodiment may include, but are not limited to, vehicle speed, torque, or throttle opening. The vehicle speed in this embodiment can be a center-of-gravity reference speed, which refers to the actual vehicle speed calculated by the vehicle controller. Correspondingly, the parameter thresholds may include, but are not limited to, vehicle speed thresholds, torque thresholds, or throttle opening thresholds. The parameter thresholds can be set as needed; for example, the vehicle speed threshold can be set to 30 km / h.

[0045] It should be noted that higher vehicle speeds mean greater throttle opening and lower torque. Therefore, if vehicle parameters include speed, the set parameter thresholds are: speed not exceeding the speed threshold. If vehicle parameters include torque, the set parameter thresholds are: torque exceeding the torque threshold. If vehicle parameters include throttle opening, the set parameter thresholds are: throttle opening not exceeding the throttle opening threshold.

[0046] In another possible implementation, the driving scenario of the vehicle can be determined by combining factors such as the curvature of the curve and the road surface conditions. For example, if the vehicle parameters do not meet the parameter thresholds, or if the road surface is wet, slippery, or icy, the driving scenario of the vehicle can be determined as a second driving scenario, which can improve the accuracy of the driving scenario determination.

[0047] In one possible implementation, the vehicle includes a first axle, a second axle, a first wheel, and a second wheel. The first axle is a drive axle and is connected to both the first and second wheels. Based on the vehicle's driving scenario, torque is distributed across the vehicle, including: A first torque parameter for the first wheel and a second torque parameter for the second wheel are determined. The first torque parameter includes a first pre-distributed torque and a first torque range. The second torque parameter includes a second pre-distributed torque and a second torque range. The first and second pre-distributed torques are determined based on the power demand torque and the target yaw moment of the first axle. Based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, a first torque transfer amount and a second torque transfer amount are determined. The first torque transfer amount represents the torque transfer amount between the first and second wheels, and the second torque transfer amount represents the torque transfer amount between the first and second axles. The torque of the first and second wheels is distributed based on the first and second torque transfer amounts so that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

[0048] In this embodiment, the second axle can be either a driven axle or a drive axle. If the second axle is a drive axle, the vehicle can include distributed four-wheel drive; if the second axle is a driven axle, and the first axle is a front axle, the vehicle can include distributed front-wheel drive; if the first axle is a rear axle, the vehicle can include distributed rear-wheel drive. The first pre-allocated torque and the second pre-allocated torque can be determined based on the power demand torque and the target yaw moment of the first axle. The minimum torque value in the first torque range is used as the minimum torque boundary, and the maximum torque value in the first torque range is used as the maximum torque boundary. The first torque range can be understood as the torque range where the first wheel is expected to be located, or as the torque range that the first wheel can withstand. The minimum torque value in the second torque range is used as the minimum torque boundary, and the maximum torque value in the second torque range is used as the maximum torque boundary. The second torque range can be understood as the torque range where the second wheel is expected to be located, or as the torque range that the second wheel can withstand. The torque distribution between the first wheel and the second wheel based on the first torque transfer amount and the second torque transfer amount can be done by distributing the torque between the first wheel and the second wheel according to the first torque transfer amount and the second torque transfer amount. The first wheel and the second wheel can be the left and right wheels of the vehicle. Based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, the first torque transfer amount and the second torque transfer amount are determined to ensure that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

[0049] In another possible implementation, it is also possible to not need to consider the first torque range and the second torque range, which can improve the efficiency of torque distribution.

[0050] In one possible implementation, determining the first torque parameter of the first wheel and the second torque parameter of the second wheel includes: Based on the power demand torque and the target yaw moment of the first axle, a first pre-distributed torque for the first wheel and a second pre-distributed torque for the second wheel are determined. For the first wheel, a first minimum torque and a first maximum torque are determined based on the characteristics of the motor connected to the first wheel, and a second maximum torque when the first wheel slips and a second minimum torque when the first wheel locks up are determined. Based on the first minimum torque, the first maximum torque, the second minimum torque, and the second maximum torque, a first torque range for the first wheel is determined. For the second wheel, a third minimum torque and a third maximum torque are determined based on the characteristics of the motor connected to the second wheel, and a fourth maximum torque when the second wheel slips and a fourth minimum torque when the second wheel locks up are determined. Based on the third minimum torque, the third maximum torque, the fourth minimum torque, and the fourth maximum torque, a second torque range for the second wheel is determined.

[0051] In this embodiment, when determining the first pre-distributed torque of the first wheel and the second pre-distributed torque of the second wheel based on the power demand torque and the target yaw moment of the first axle, the target yaw moment can be pre-distributed to the first wheel and the second wheel (i.e., the left and right wheels) in a 5:5 ratio. The following example uses the first axle as the rear axle, the first wheel as the left wheel, and the second wheel as the right wheel.

[0052] The original torque demand of the driver on the rear axle is TorqDrvReq_raw_re; The target yaw moment of the rear axle is TorqDiff_tar_re, which is positive when looking down at the vehicle and counterclockwise. The pre-allocated target torques for the left and right wheels are TorqReqWhl_pre_rl and TorqReqWhl_pre_rr; TorqReqWhl_pre_rl (first pre-allocated torque) = TorqDrvReq_raw_re * 0.5 - TorqDiff_tar_re * 0.5; TorqReqWhl_pre_rr (second pre-allocated torque) = TorqDrvReq_raw_re * 0.5 + TorqDiff_tar_re * 0.5; Then, based on the motor's external characteristics and the torque boundary of the tire slippage feedback, the offset of the shaft end torque and the yaw torque after being limited are calculated.

[0053] The wheel-end external characteristic torques of the left and right motors are TorqMaxWhl_mot_rl (first maximum torque), TorqMinWhl_mot_rl (first minimum torque), TorqMaxWhl_mot_rr (third maximum torque), and TorqMinWhl_mot_rr (third minimum torque); Where Max represents the maximum value of the driving torque, which is positive; and Min represents the maximum value of the absolute value of the regenerative torque, which is negative. The wheel-end torque boundaries for feedback on left and right tire slippage or lockup are TorqMaxWhl_slip_rl (second maximum torque), TorqMinWhl_slip_rl (second minimum torque), TorqMaxWhl_slip_rr (fourth maximum torque), and TorqMinWhl_slip_rr (fourth minimum torque); Where Max represents the maximum value of the driving torque, which is positive; and Min represents the maximum value of the absolute value of the regenerative torque, which is negative. Combining the two boundaries mentioned above, we can obtain the final torque boundaries for the left and right wheels: TorqMaxWhl_rl / TorqMinWhl_rl, TorqMaxWhl_rr / TorqMinWhl_rr. TorqMaxWhl_rl (maximum torque value in the first torque range) = min(TorqMaxWhl_mot_rl, TorqMaxWhl_slip_rl); TorqMaxWhl_rr (maximum torque value in the second torque range) = min(TorqMaxWhl_mot_rr, TorqMaxWhl_slip_rr); TorqMinWhl_rl (minimum torque value in the first torque range) = max(TorqMinWhl_mot_rl, TorqMinWhl_slip_rl); TorqMinWhl_rr (minimum torque value in the second torque range) = max(TorqMinWhl_mot_rr, TorqMinWhl_slip_rr); Therefore, the first pre-distributed torque of the first wheel and the second pre-distributed torque of the second wheel can be obtained, as well as the first torque range of the first wheel and the second torque range of the second wheel.

[0054] It should be noted that if it is a distributed four-wheel drive, after the torque is transferred to the second axle according to the second torque transfer amount, the torque can be distributed between the third and fourth wheels connected to the second axle, thereby realizing the torque distribution of the whole vehicle.

[0055] In another possible implementation, the torsion range of at least a portion of the first and second wheels can be determined based on the characteristics of the motor connected to the wheel, or based on the torque range determined by slippage / locking torque. This can improve the efficiency of determining the torque range and is beneficial to improving the efficiency of torque distribution in the vehicle.

[0056] The following section explains how to determine the torque transfer amount in the first driving scenario and the torque transfer amount in the second driving scenario.

[0057] First, we will explain how to determine the torque transfer amount in the first driving scenario.

[0058] In one possible implementation, the first torque transfer amount and the second torque transfer amount are determined based on the vehicle's driving scenario, a first torque parameter, and a second torque parameter, including: If the driving scenario is the first driving scenario, the first torque transfer amount is determined to be zero, and the second torque transfer amount is determined based on the first torque parameter and the second torque parameter, so as to satisfy the yaw torque corresponding to the power torque required for power performance and then satisfy the yaw torque corresponding to the stability requirement.

[0059] In this embodiment, the first torque transfer amount is zero, meaning no torque transfer is required between the first wheel and the second wheel. Then, based on the first torque parameter and the second torque parameter, the amount of torque transferred to the second axle can be determined.

[0060] In another possible implementation, if the driving scenario is the first driving scenario, then the first torque transfer amount is determined to be greater than the first transfer amount threshold (a number greater than zero) and less than the second transfer amount threshold, and the second transfer amount threshold is greater than the first transfer amount threshold. This can improve vehicle stability to a certain extent.

[0061] In one possible implementation, determining the second torque transfer amount based on the first torque parameter and the second torque parameter includes: Based on the comparison between the first pre-allocated torque and the first torque range, a first reference torque transfer amount is determined; based on the comparison between the second pre-allocated torque and the second torque range, a second reference torque transfer amount is determined; based on the first reference torque transfer amount and the second reference torque transfer amount, a second torque transfer amount is determined.

[0062] In this embodiment, the comparison result between the first pre-allocated torque and the first torque range can determine whether the first pre-allocated torque is within or outside the first torque range. If it is within the first torque range, the torque transfer amount that the first wheel can bear is determined based on the difference between the first pre-allocated torque and the minimum and maximum torque values ​​of the first torque range. If it is outside the first torque range, the torque transfer amount that the first wheel needs to transfer is determined based on the difference between the first pre-allocated torque and the minimum or maximum torque value of the first torque range (taking the torque value closest to the first pre-allocated torque between the minimum and maximum torque values). This determines the first reference torque transfer amount (the amount of torque transfer borne or the amount of torque transfer to be transferred). The second pre-allocated torque and the second torque range... The comparison results determine whether the second pre-distributed torque is within or outside the second torque range. If it is within the range, the torque transfer amount that the second wheel can handle is determined based on the differences between the second pre-distributed torque and the minimum and maximum torque values ​​of the range. If it is outside the range, the torque transfer amount that the second wheel needs to transfer is determined based on the difference between the second pre-distributed torque and either the minimum or maximum torque value (the value closest to the pre-distributed torque). This determines the second reference torque transfer amount (the received torque transfer amount or the required torque transfer amount). Finally, by combining the first and second reference torque transfer amounts, the second torque transfer amount is determined.

[0063] Specifically, when determining the second torque transfer amount based on the first reference torque transfer amount and the second reference torque transfer amount, it can be determined whether the amount of torque that needs to be transferred from one of the first wheel and the second wheel can be borne by the other wheel. If it can, the second torque transfer amount can be zero. If it cannot, the torque transfer amount exceeding the portion that the other wheel can bear can be transferred to the second axle as the second torque transfer amount.

[0064] For example, we first calculate the amount of transfer from one side to the other between the first wheel and the second wheel of the first axle. The following explanation uses the first axle as the rear axle, the first wheel as the left wheel, and the second wheel as the right wheel.

[0065] If the left or right wheel is limited by max: The torque loss of the left wheel is TorqMaxLossWhl_rl (first reference torque transfer amount) = TorqMaxWhl_rl - TorqReqWhl_pre_rl, where TorqMaxLossWhl_rl is a negative value; The torque loss of the right wheel is TorqMaxLossWhl_rr (second reference torque transfer amount) = TorqMaxWhl_rr - TorqReqWhl_pre_rr, where TorqMaxLossWhl_rr is a negative value; If the accelerator pedal is currently depressed, the original driver-demanded torque on the rear axle is TorqDrvReq_raw_re>=0. Considering that the rear axle torque cannot become negative after being shifted downwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr>=0, will not become negative after being shifted upwards; then the torque transfer from the left wheel to the right wheel is TorqMaxTrans_rl2rr=max(TorqLossWhl_rl,(-1)*TorqDrvReq_raw_re-TorqLossWhl_rl); then the torque transfer from the right wheel to the left wheel is TorqMaxTrans_rr2rl=max(TorqLossWhl_rr,(-1)*TorqDrvReq_raw_re-TorqLossWhl_rr); If the accelerator pedal is not currently depressed, the original driver-demanded torque of the rear axle, TorqDrvReq_raw_re, is less than 0, and the rear axle torque will not reverse to become positive after being shifted downwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is less than 0, and the front axle torque cannot reverse to become positive after being shifted upwards; therefore, the torque transfer from the left wheel to the right wheel is TorqMaxTrans_rl2rr = max(TorqLossWhl_rl, TorqDrvReq_raw_fr - TorqLossWhl_rl); and the torque transfer from the right wheel to the left wheel is TorqMaxTrans_rr2rl = max(TorqLossWhl_rr, TorqDrvReq_raw_fr - TorqLossWhl_rr). If the left or right wheel is limited by min: The torque loss of the left wheel is TorqMinLossWhl_rl (first reference torque transfer amount) = TorqMinWhl_rl - TorqReqWhl_pre_rl, where TorqMinLossWhl_rl is a positive value; The torque loss of the right wheel is TorqMinLossWhl_rr (second reference torque transfer amount) = TorqMinWhl_rr - TorqReqWhl_pre_rr, where TorqMinLossWhl_rr is a positive value; If the accelerator pedal is not currently depressed, the original driver-demanded torque on the rear axle is TorqDrvReq_raw_re <= 0. Considering that the rear axle torque cannot become positive after being shifted upwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is less than or equal to 0, and the front axle torque will not become positive after being shifted downwards; then the torque transfer from the left wheel to the right wheel is TorqMinTrans_rl2rr = 2 * [min(TorqLossWhl_rl, (-1) * TorqDrvReq_raw_re - TorqLossWhl_rl)]; then the torque transfer from the right wheel to the left wheel is TorqMinTrans_rr2rl = min(TorqLossWhl_rr, (-1) * TorqDrvReq_raw_re - TorqLossWhl_rr); If the accelerator pedal is currently depressed, the original driver-demanded torque of the rear axle, TorqDrvReq_raw_re, is greater than 0, and the rear axle torque will not reverse to a negative value after being shifted upwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is greater than 0, and the front axle torque will not reverse to a negative value after being shifted downwards; therefore, the torque transfer from the left wheel to the right wheel, TorqMinTrans_rl2rr, is 2*[min(TorqLossWhl_rl, TorqDrvReq_raw_fr-TorqLossWhl_rl)]; and the torque transfer from the right wheel to the left wheel, TorqMinTrans_rl2rr, is min(TorqLossWhl_rr, TorqDrvReq_raw_fr-TorqLossWhl_rr). Then, calculate the wheel end torque after left and right shifts.

[0066] The wheel-end torque of the left wheel after the transfer is TorqDrvReq_trans_rl=min(max(TorqDrvReq_raw_re*0.5-TorqDiff_tar_re*0.5+TorqMaxTrans_rl2rr+TorqMinTrans_rl2rr,TorqMinWhl_rl),TorqMaxWhl_rl); The wheel-end torque of the right wheel after the transfer is TorqDrvReq_trans_rr=min(max(TorqDrvReq_raw_re*0.5+TorqDiff_tar_re*0.5+TorqMaxTrans_rr2rl+TorqMinTrans_rr2rl,TorqMinWhl_rr),TorqMaxWhl_rr); Then, the offset of the shaft end torque and the yaw moment after being restricted are calculated.

[0067] If the current scenario prioritizes performance, then: The torque offset TorqAxlOffset_re=0 means that there is no torque transfer between the left and right wheels of the rear axle; The offset of the front axle torque, TorqAxlOffset_fr, is calculated as follows: TorqMaxLossWhl_rl - TorqMaxLossWhl_rr. The maximum yaw moment is set to TorqDiffMax_lim_re = sign(TorqDiff_tar_re) * (DiffMax_cons); where DiffMax_cons is the maximum absolute value of the allowed yaw moment, which can be calibrated, with a reference value of 2000 Nm. This expression means that only the maximum boundary limit is applied to the yaw moment. In scenarios where power performance is prioritized, the external characteristics of the motor and the slippage boundary do not cause torque transfer between the left and right motors, so there is no need to limit the yaw moment. The final amount of yaw moment depends on the result after power performance is prioritized.

[0068] Then, the torque is transferred between axes. This torque change needs to be transferred to another axis to ensure a response to the driver's torque requirements.

[0069] The required torque of the front axle after the inter-axle transfer is TorqAxl_trans_fr=TorqDrvReq_raw_fr+TorqAxlOffset_fr; The required torque of the rear axle after the inter-axle transfer is TorqAxl_trans_re = TorqDrvReq_raw_re + TorqAxlOffset_re; The final torques applied to the left and right rear axle wheels are as follows: TorqWhlFinal_rl=min(max((TorqDrvReq_raw_re+TorqAxlOffset_re)*0.5-TorqDiff_lim_re*0.5,TorqMinWhl_rl),TorqMaxWhl_rl); TorqWhlFinal_rr=min(max((TorqDrvReq_raw_re+TorqAxlOffset_re)*0.5+TorqDiff_lim_re*0.5,TorqMinWhl_rr),TorqMaxWhl_rr); The above formula can be used to calculate the ideal torque distribution value, and then the torque can be limited within the range of [TorqMinWhl, TorqMaxWhl] to avoid the torque exceeding the physical limits of the motor / tire.

[0070] TorqWhlFinal_rl / rr represents the final torque sent to the motor from the left / right rear wheels; TorqDrvReq_raw_re represents the driver's original total torque demand for the rear axle, excluding torque transfer and boundary constraints (e.g., 500 Nm for pressing the accelerator pedal); TorqAxlOffset_re represents the deviation between the total rear axle torque and the original demand, quantified as the yaw moment; and TorqDiff_lim_re represents the actual achievable yaw moment after constraints, i.e., Torq DrvReq_trans_rr-TorqDrvReq_trans_rl is the maximum feasible torque difference under the current boundary. TorqMinWhl_rl / rr indicates that the lower limit of the torque at the left / right wheel end is determined by max(lower limit of motor recovery torque, lower limit of tire anti-lock torque), which is a negative value representing the maximum recovery torque. TorqMaxWhl_rl / rr indicates that the upper limit of the torque at the left / right wheel end is determined by min(upper limit of motor drive torque, upper limit of tire anti-slip torque), which is a positive value representing the maximum drive torque.

[0071] Next, we will explain how to determine the torque transfer amount in the second driving scenario.

[0072] In one possible implementation, the first torque transfer amount and the second torque transfer amount are determined based on the vehicle's driving scenario, a first torque parameter, and a second torque parameter, including: If the driving scenario is the second driving scenario, then the first torque transfer amount and the second torque transfer amount are determined based on the first torque parameter and the second torque parameter to meet the yaw torque corresponding to the stability requirements.

[0073] In this embodiment, if the driving scenario is the second driving scenario, it can be determined that the stability requirement takes precedence. Therefore, the first torque transfer amount and the second torque transfer amount are determined based on the first torque parameter and the second torque parameter, so as to prioritize the guarantee of stability.

[0074] In one possible implementation, determining the first torque transfer amount and the second torque transfer amount based on the first torque parameter and the second torque parameter includes: Based on the first torque range and the second torque range, determine the maximum yaw moment that the first axle can provide; take the smaller of the maximum yaw moment and the target yaw moment as the executed yaw moment; based on the executed yaw moment, the first torque range, and the second torque range, determine the first target torque of the first wheel and the second target torque of the second wheel, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range; based on the first pre-distributed torque, the second pre-distributed torque, the first target torque, and the second target torque, determine the first torque transfer amount and the second torque transfer amount.

[0075] Based on a first torque range and a second torque range, the maximum yaw moment that the first axle can provide is determined. The smaller of the maximum yaw moment and the target yaw moment is taken as the yaw moment to be executed. That is, if the maximum yaw moment is greater than the target yaw moment, the target yaw moment is taken as the yaw moment to be executed; if the maximum yaw moment is less than the target yaw moment, the target yaw moment is taken as the yaw moment to be executed. The maximum yaw moment that the first axle can provide can be determined based on the minimum and maximum torque values ​​of the first torque range and the minimum and maximum torque values ​​of the second torque range. The direction of this maximum yaw moment is consistent with the direction of the target yaw moment. The first target torque and the second target torque can be target torques determined to achieve the executed yaw moment.

[0076] Then, when determining the first torque transfer amount and the second torque transfer amount based on the first pre-allocated torque, the second pre-allocated torque, the first target torque, and the second target torque, the difference between the first pre-allocated torque and the first target torque (the third reference torque transfer amount) and the difference between the second pre-allocated torque and the second target torque (the fourth reference torque transfer amount) can be used to determine the amount of torque that one of the first wheel and the second wheel needs to transfer and the amount of torque that the other wheel can bear. The portion of the torque that needs to be transferred that exceeds the amount of torque that can be bore is taken as the second torque transfer amount.

[0077] For example, if the current scenario in the judgment is where the yaw moment takes priority, then: The torque offset of the rear axle, TorqAxlOffset_re = TorqDrvReq_trans_rl + TorqDrvReq_trans_rr - TorqDrvReq_raw_re, represents the amount of torque transfer between the left and right wheels of the rear axle. The offset of the front axle torque, TorqAxlOffset_fr, is calculated as (-1) * TorqAxlOffset_re. The restricted yaw moment (i.e., the executed yaw moment) is: TorqDiff_lim_re=TorqDrvReq_trans_rr-TorqDrvReq_trans_rl; The transfer between axes can be referred to the description in the above embodiment, and will not be repeated here.

[0078] Based on the above embodiment, another embodiment is provided below for illustration.

[0079] Please see Figure 2 , Figure 2 This is a schematic flowchart illustrating a torque distribution method according to another embodiment of this application. Figure 2 The methods shown may include: S210. Obtain vehicle parameters. These parameters reflect the vehicle's speed, power demand torque, and target yaw moment.

[0080] S220. Determine the first torque parameter of the first wheel and the second torque parameter of the second wheel. The first torque parameter includes a first pre-distributed torque and a first torque range. The second torque parameter includes a second pre-distributed torque and a second torque range. The first pre-distributed torque and the second pre-distributed torque are determined based on the power demand torque and the target yaw moment of the first axle.

[0081] S230. If the vehicle parameters meet the set parameter thresholds, then the vehicle's driving scenario is determined to be the first driving scenario.

[0082] S240. Determine that the first torque transfer amount is zero, and determine the first reference torque transfer amount based on the comparison result between the first pre-allocated torque and the first torque range; determine the second reference torque transfer amount based on the comparison result between the second pre-allocated torque and the second torque range; determine the second torque transfer amount based on the first reference torque transfer amount and the second reference torque transfer amount.

[0083] S250. If the vehicle parameters do not meet the parameter threshold, the driving scenario of the vehicle is determined to be the second driving scenario.

[0084] S260. Based on the first torque range and the second torque range, determine the maximum yaw moment that the first axle can provide; take the smaller of the maximum yaw moment and the target yaw moment as the executed yaw moment; based on the executed yaw moment, the first torque range, and the second torque range, determine the first target torque of the first wheel and the second target torque of the second wheel, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range; based on the first pre-distributed torque, the second pre-distributed torque, the first target torque, and the second target torque, determine the first torque transfer amount and the second torque transfer amount.

[0085] S270. The torque of the first wheel and the second wheel are distributed based on the first torque transfer amount and the second torque transfer amount, so that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

[0086] This embodiment can be referred to the description of the above embodiment, and will not be repeated here.

[0087] The following description is based on the above embodiment, using a vehicle that includes a distributed rear-wheel drive system.

[0088] Please see Figure 3 , Figure 3 This is a schematic flowchart illustrating a torque distribution method according to another embodiment of this application. This embodiment uses a distributed rear axle as an example for explanation. Figure 3 The methods shown may include: S310, Begin.

[0089] S320, is the wheel end torque limited?

[0090] S330, is the center of gravity reference speed higher than 30km / h?

[0091] In S340, torque is not transferred between the left and right wheels of the rear axle. The execution of yaw moment depends on the result of prioritizing power, and the torque lost by the rear axle is transferred to the front axle.

[0092] S350, the torque is transferred between the left and right wheels of the rear axle, the yaw moment after the restriction is calculated, and the execution of the yaw moment is satisfied as much as possible. The torque lost by the rear axle is transferred to the front axle.

[0093] Specifically, this embodiment includes the following parts: Control flow diagram as follows Figure 1 As shown: 2.1.1 Based on the center of gravity reference vehicle speed, two scenarios are divided into two types: one prioritizing power performance and the other prioritizing yaw moment.

[0094] If the vehicle's center of gravity reference speed is lower than v_thd (which can be calibrated), then power performance takes priority.

[0095] If the vehicle's center of gravity reference speed is higher than v_thd (which can be calibrated), then the yaw moment takes priority.

[0096] --v_thd1 is the threshold parameter, which is usually around 30kph.

[0097] 2.1.2 Distribution and boundary constraints of yaw moment.

[0098] 2.1.2.1 The target yaw moment is first pre-distributed to the left and right wheels in a 5:5 ratio.

[0099] --The original driver-required torque for the rear axle is TorqDrvReq_raw_re; --The target yaw moment of the rear axle is TorqDiff_tar_re, which is positive when looking down at the vehicle and counterclockwise. --The pre-allocated target torques for the left and right wheels are TorqReqWhl_pre_rl and TorqReqWhl_pre_rr; TorqReqWhl_pre_rl=TorqDrvReq_raw_re*0.5-TorqDiff_tar_re*0.5; TorqReqWhl_pre_rr=TorqDrvReq_raw_re*0.5+TorqDiff_tar_re*0.5; 2.1.2.2 Calculate the offset of the shaft end torque and the limited yaw torque based on the external characteristics of the motor and the torque boundary of the feedback from tire slippage.

[0100] --The wheel-end characteristic torque of the left and right motors is TorqMaxWhl_mot_rl / TorqMinWhl_mot_rl,TorqMaxWhl_mot_rr / TorqMinWhl_mot_rr; where Max represents the maximum value of the driving torque, which is positive; Min represents the maximum value of the absolute value of the recovery torque, which is negative; --The wheel-end torque boundaries for feedback on left and right tire slippage or lock-up are TorqMaxWhl_slip_rl / TorqMinWhl_slip_rl, TorqMaxWhl_slip_rr / TorqMinWhl_slip_rr; where Max represents the maximum value of the driving torque, which is positive; and Min represents the maximum value of the absolute value of the recovery torque, which is negative. Combining the two boundaries mentioned above, we can obtain the final torque boundaries for the left and right wheels: TorqMaxWhl_rl / TorqMinWhl_rl, TorqMaxWhl_rr / TorqMinWhl_rr. TorqMaxWhl_rl=min(TorqMaxWhl_mot_rl,TorqMaxWhl_slip_rl); TorqMaxWhl_rr=min(TorqMaxWhl_mot_rr,TorqMaxWhl_slip_rr); TorqMinWhl_rl=max(TorqMinWhl_mot_rl,TorqMinWhl_slip_rl); TorqMinWhl_rr=max(TorqMinWhl_mot_rr,TorqMinWhl_slip_rr); 2.1.2.2.1. First, calculate the amount to be transferred to the other side.

[0101] If the left or right wheel is limited by max: The torque lost by the left wheel is TorqMaxLossWhl_rl = TorqMaxWhl_rl - TorqReqWhl_pre_rl, where TorqMaxLossWhl_rl is a negative value in this embodiment; The torque loss of the right wheel is TorqMaxLossWhl_rr = TorqMaxWhl_rr - TorqReqWhl_pre_rr, which is a negative value. In this embodiment, TorqMaxLossWhl_rr is a negative value. If the accelerator pedal is currently depressed, the original driver-demanded torque on the rear axle is TorqDrvReq_raw_re>=0. Considering that the rear axle torque cannot become negative after being shifted downwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr>=0, will not become negative after being shifted upwards; then the torque transfer from the left wheel to the right wheel is TorqMaxTrans_rl2rr=max(TorqLossWhl_rl,(-1)*TorqDrvReq_raw_re-TorqLossWhl_rl); then the torque transfer from the right wheel to the left wheel is TorqMaxTrans_rr2rl=max(TorqLossWhl_rr,(-1)*TorqDrvReq_raw_re-TorqLossWhl_rr); If the accelerator pedal is not currently depressed, the original driver-demanded torque of the rear axle, TorqDrvReq_raw_re, is less than 0, and the rear axle torque will not reverse to become positive after being shifted downwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is less than 0, and the front axle torque cannot reverse to become positive after being shifted upwards; therefore, the torque transfer from the left wheel to the right wheel is TorqMaxTrans_rl2rr = max(TorqLossWhl_rl, TorqDrvReq_raw_fr - TorqLossWhl_rl); and the torque transfer from the right wheel to the left wheel is TorqMaxTrans_rr2rl = max(TorqLossWhl_rr, TorqDrvReq_raw_fr - TorqLossWhl_rr). If the left or right wheel is limited by min: The torque loss of the left wheel is TorqMinLossWhl_rl = TorqMinWhl_rl - TorqReqWhl_pre_rl, where TorqMinLossWhl_rl is a positive value; The torque loss of the right wheel is TorqMinLossWhl_rr = TorqMinWhl_rr - TorqReqWhl_pre_rr, where TorqMinLossWhl_rr is a positive value; If the accelerator pedal is not currently depressed, the original driver-demanded torque on the rear axle is TorqDrvReq_raw_re <= 0. Considering that the rear axle torque cannot become positive after being shifted upwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is less than or equal to 0, and the front axle torque will not become positive after being shifted downwards; then the torque transfer from the left wheel to the right wheel is TorqMinTrans_rl2rr = 2 * [min(TorqLossWhl_rl, (-1) * TorqDrvReq_raw_re - TorqLossWhl_rl)]; then the torque transfer from the right wheel to the left wheel is TorqMinTrans_rr2rl = min(TorqLossWhl_rr, (-1) * TorqDrvReq_raw_re - TorqLossWhl_rr); If the accelerator pedal is currently depressed, the original driver-demanded torque of the rear axle, TorqDrvReq_raw_re, is greater than 0, and the rear axle torque will not reverse to a negative value after being shifted upwards; the original driver-demanded torque of the front axle, TorqDrvReq_raw_fr, is greater than 0, and the front axle torque will not reverse to a negative value after being shifted downwards; therefore, the torque transfer from the left wheel to the right wheel, TorqMinTrans_rl2rr, is 2*[min(TorqLossWhl_rl, TorqDrvReq_raw_fr-TorqLossWhl_rl)]; and the torque transfer from the right wheel to the left wheel, TorqMinTrans_rl2rr, is min(TorqLossWhl_rr, TorqDrvReq_raw_fr-TorqLossWhl_rr). 2.1.2.2.2. Calculate the wheel end torque after left and right shifts.

[0102] The wheel-end torque of the left wheel after the transfer is TorqDrvReq_trans_rl=min(max(TorqDrvReq_raw_re*0.5-TorqDiff_tar_re*0.5+TorqMaxTrans_rl2rr+TorqMinTrans_rl2rr,TorqMinWhl_rl),TorqMaxWhl_rl); The wheel-end torque of the right wheel after the transfer is TorqDrvReq_trans_rr=min(max(TorqDrvReq_raw_re*0.5+TorqDiff_tar_re*0.5+TorqMaxTrans_rr2rl+TorqMinTrans_rr2rl,TorqMinWhl_rr),TorqMaxWhl_rr); 2.1.2.2.3. Calculate the offset of the shaft end torque and the yaw moment after being restricted.

[0103] If the current scenario in 2.1.1 prioritizes performance, then: The torque offset TorqAxlOffset_re=0 means that there is no torque transfer between the left and right wheels of the rear axle; The offset of the front axle torque, TorqAxlOffset_fr, is calculated as follows: TorqMaxLossWhl_rl - TorqMaxLossWhl_rr. The maximum yaw moment is set to TorqDiffMax_lim_re = sign(TorqDiff_tar_re) * (DiffMax_cons); where DiffMax_cons is the maximum absolute value of the allowed yaw moment, which can be calibrated, with a reference value of 2000 Nm. This expression means that only the maximum boundary limit is applied to the yaw moment. In scenarios where power performance is prioritized, the external characteristics of the motor and the slippage boundary do not cause torque transfer between the left and right motors, so there is no need to limit the yaw moment. The final amount of yaw moment depends on the result after power performance is prioritized.

[0104] If the current scenario in 2.1.1 prioritizes yaw moment, then: The torque offset of the rear axle, TorqAxlOffset_re = TorqDrvReq_trans_rl + TorqDrvReq_trans_rr - TorqDrvReq_raw_re, represents the amount of torque transfer between the left and right wheels of the rear axle. The offset of the front axle torque, TorqAxlOffset_fr, is calculated as (-1) * TorqAxlOffset_re. The yaw moment after being restricted is: TorqDiff_lim_re=TorqDrvReq_trans_rr-TorqDrvReq_trans_rl; 2.1.3 Inter-axle transfer of driver-demand torque. Since 2.1.2 will cause changes in the driver-demand torque on the axle where the distributed drive is located, this torque change needs to be transferred to another axle to ensure the response of the driver-demand torque.

[0105] The required torque of the front axle after the inter-axle transfer is TorqAxl_trans_fr=TorqDrvReq_raw_fr+TorqAxlOffset_fr; The required torque of the rear axle after the inter-axle transfer is TorqAxl_trans_re = TorqDrvReq_raw_re + TorqAxlOffset_re; The final torques applied to the left and right rear axle wheels are as follows: TorqWhlFinal_rl=min(max((TorqDrvReq_raw_re+TorqAxlOffset_re)*0.5-TorqDiff_lim_re*0.5,TorqMinWhl_rl),TorqMaxWhl_rl); TorqWhlFinal_rr=min(max((TorqDrvReq_raw_re+TorqAxlOffset_re)*0.5+TorqDiff_lim_re*0.5,TorqMinWhl_rr),TorqMaxWhl_rr); Among them, TorqWhlFinal_rl / rr represents the final torque executed by the left / right rear wheels; TorqDrvReq_raw_re represents the driver's original total torque demand on the rear axle, that is, the basic demand based on the accelerator / brake pedal (e.g., 500Nm corresponding to pressing the accelerator); TorqAxlOffset_re represents the rear axle torque offset, which compensates for the deviation of the total rear axle torque caused by the yaw moment; TorqDiff_lim_re represents the actual achievable yaw moment after the constraint, i.e., TorqDrvReq_trans_rr - TorqDrvReq_trans_rl, which is the torque difference that the left and right wheels must ultimately achieve; TorqMinWhl_rl / rr represents the lower limit of the left / right wheel torque max (lower limit of motor regenerative torque, lower limit of tire anti-lock torque), which is a negative value representing the maximum regenerative torque; and TorqMaxWhl_rl / rr represents the upper limit of the left / right wheel torque min (upper limit of motor drive torque, upper limit of tire anti-slip torque), which is a positive value representing the maximum drive torque.

[0106] Specifically, in the 5:5 pre-distribution of the target yaw moment (ideal state distribution) in 2.1, without considering any physical boundaries, the torque demand and yaw moment demand of the rear axle are initially allocated as follows: the driver's total torque demand for the rear axle, TorqDrvReq_raw_re, is first evenly distributed to the left and right wheels (50% each); the target yaw moment, TorqDiff_tar_re (counter-clockwise is positive), is distributed to the left and right wheels in the opposite direction: the left wheel is reduced, and the right wheel is increased (because when the torque of the right wheel is greater than that of the left wheel, the vehicle will yaw counter-clockwise). The physical meaning of the final pre-distribution torque formula is: left wheel pre-distribution torque = basic torque - yaw moment contribution, right wheel pre-distribution torque = basic torque + yaw moment contribution. Essentially, the target yaw moment is achieved through the torque difference between the left and right wheels.

[0107] In section 2.2: Wheel-end Torque Boundary Calculation (Physical Safety Constraints), the pre-allocation is an ideal value, but the actual output must adhere to two hard boundaries. The more stringent one is taken as the final boundary: Motor external characteristic boundary: the maximum driving torque (positive) and maximum regenerative torque that the motor itself can output (negative, the larger the absolute value, the stronger the regenerative torque); Tire slippage / lock-up boundary: the maximum torque limit that the tire can withstand to prevent tire slippage (during driving) or lock-up (during regenerative braking). Upper limit of driving torque (Max): the smaller value between the motor and tire limits (to avoid motor over-range or tire slippage); Lower limit of regenerative torque (Min): the larger value between the motor and tire limits (regenerative torque is negative; a larger value means a smaller absolute value, avoiding excessive regenerative braking that could lead to tire lock-up).

[0108] In section 2.3: Torque Transfer Calculation (Compensation After Boundary Exceeding Limits), if the pre-allocated torque exceeds the aforementioned boundary, it is necessary to transfer a portion of the torque from the exceeding side to the opposite side, while ensuring that the transferred torque does not reverse (e.g., the driving torque does not become the regenerative torque). There are two types of exceeding scenarios: 2.3.1 If limited by Max (pre-allocated torque > drive limit, insufficient drive), first calculate the lost torque (negative value, representing the less torque output by that wheel); then calculate the transfer amount based on the accelerator pedal status (rear axle torque requirement positive or negative): Accelerator pedal depressed (rear axle requirement ≥ 0): The transfer amount must ensure that the total rear axle torque does not become negative (drive does not turn, regeneration); Accelerator pedal not depressed (rear axle requirement < 0): The transfer amount must ensure that the total rear axle torque does not become positive (regeneration does not turn, drive). Core principle: Prioritize ensuring that the torque direction is consistent with the driver's operation, and then try to compensate for the yaw moment requirement.

[0109] 2.3.2 If the recovery torque is limited by Min (pre-distributed torque < recovery lower limit, recovery is too strong), first calculate the lost torque (positive value, representing the extra torque recovered by that wheel); similarly, calculate the transfer amount in combination with the accelerator pedal state, and multiply the transfer amount of the left wheel by 2 (engineering compensation design, prioritizing the control accuracy of yaw moment); core: limit the absolute value of recovery torque to avoid tire lock-up, while maintaining the difference in yaw moment as much as possible.

[0110] In section 2.4: Calculation of wheel end torque after transfer (actual value after over-limit compensation), the pre-distributed torque can be added to the transfer amount, and then the final wheel end boundary can be used for clamping (limited between Max / Min) to obtain the actual output wheel end torque after transfer - this is an intermediate value that takes into account both the boundary and yaw moment.

[0111] In section 2.5: Offset and Yaw Moment Limits under Scenario Priority (Core Strategy Switching), the final limits for torque offset and yaw moment can be determined based on the vehicle control strategy (power priority / yaw moment priority). 2.5.1 In scenarios prioritizing power (such as rapid acceleration or high-speed overtaking), no torque transfer is performed between the left and right rear wheels (offset = 0), prioritizing the driver's power needs; the torque lost by the rear axle is transferred to the front axle for compensation (front axle offset = - total lost torque); the yaw moment is only limited by its maximum absolute value (reference 2000 Nm), and the yaw moment is not limited due to exceeding the boundary limit, prioritizing power output.

[0112] 2.5.2 In scenarios where yaw moment is prioritized (such as low-speed steering and stability control on slippery surfaces), the rear axle offset = total torque of the left and right wheels after transfer - original required torque (representing the total torque transfer within the rear axle); the front axle compensates for this offset in the opposite direction (ensuring that the total torque of the vehicle remains unchanged); the yaw moment is taken as the difference between the torques of the left and right wheels after transfer (i.e., the actual yaw moment that can be achieved), prioritizing the stability of the vehicle's attitude.

[0113] In section 2.6: Inter-axle torque transfer (ensuring driver demand response), the total demand torque of the rear axle changes due to torque transfer, and this change needs to be transferred to the front axle: final front axle demand = original front axle demand + front axle offset; final rear axle demand = original rear axle demand + rear axle offset; core: the total torque demand of the vehicle is consistent with the driver's operation, and there will be no insufficient power / braking response due to the yaw moment control inside the rear axle.

[0114] In section 2.7: Final Wheel-End Execution Torque (Final Landing Value), the rear axle offset and the constrained yaw moment are combined, and the wheel-end boundary is clamped again to obtain the final execution torque of the left and right wheels of the rear axle: ensuring the control effect of the yaw moment (torque difference between the left and right wheels) without exceeding the physical boundary of the motor / tire.

[0115] The method described in this embodiment can be deployed as a submodule within the power domain control system. It takes the target yaw moment, the center-of-gravity reference vehicle speed, and the driver's required torque on the front and rear axles as inputs. After calculation, it outputs the corrected required torque for the front motor wheels and the required torque at the wheel ends of the rear left and rear right motors.

[0116] This embodiment proposes methods to distinguish between two scenarios: prioritizing power performance and prioritizing handling stability. In the power performance-priority scenario, a torque distribution method that prioritizes power performance is proposed, maximizing the achievement of the limited limits for each wheel. In the handling stability-priority scenario, a response torque distribution method that prioritizes satisfying the target yaw moment is proposed, ensuring the target yaw moment is executed to the greatest extent possible even when torque at one or more wheel ends is limited, thereby improving vehicle handling stability.

[0117] In summary, this embodiment relates to yaw moment control in a distributed drive vehicle. During cornering, it utilizes the yaw moment control of the left and right motors to mitigate understeer or oversteer caused by higher vehicle speeds, ensuring vehicle handling stability. This method primarily addresses the issue that, due to limitations such as motor external characteristics or insufficient ground adhesion, a 5:5 yaw moment distribution strategy on the left and right wheels cannot fully meet the demand, resulting in an inability to effectively suppress understeer or oversteer tendencies. The technical solution is as follows: First, based on the center of gravity reference vehicle speed, two scenarios are distinguished: one prioritizing power and the other prioritizing yaw moment. Second, the distribution and boundary constraints of yaw moment. First, a 5:5 pre-distribution is made to the left and right wheels. Then, based on the motor external characteristics and the torque boundary feedback from tire slippage, the offset of the axle-end torque and the constrained yaw moment are calculated. Third, the inter-axle transfer of the driver's required torque. Since the second step causes a change in the driver's required torque on the axle where the distributed drive is located, this torque change needs to be transferred to another axle to ensure the response of the driver's required torque. The technical solution of this embodiment takes into account both longitudinal power and lateral handling stability. In scenarios where power is the priority, the wheel-end torque response to the driver's needs is prioritized to ensure vehicle power. In scenarios where yaw moment is the priority, the response of yaw moment is guaranteed as much as possible when the motor torque of a single wheel is limited, thereby reducing the tendency of understeer or oversteer and improving the vehicle's handling and stability performance.

[0118] This solves the following technical problems: When the driver's longitudinal dynamics requirements and lateral stability requirements conflict, a method is proposed to handle the priority relationship between the two, and to make trade-offs between the vehicle's dynamics and lateral handling stability in different scenarios.

[0119] Due to limitations such as motor external characteristics or insufficient ground adhesion, the execution of the target yaw torque may be compromised, affecting vehicle handling stability. This embodiment proposes a torque distribution strategy to rationally allocate the yaw torque, maximizing its execution and thus ensuring the vehicle's lateral handling stability.

[0120] To better understand the technical effects of the embodiments of this application, the following description is provided in conjunction with vehicle parameters.

[0121] Please see Figure 4 , Figure 4 This is a schematic diagram illustrating a comparison of torque distribution and changes in vehicle parameters according to an embodiment of this application.

[0122] like Figure 4 (a) in the diagram is a schematic diagram illustrating the changes in torque distribution and vehicle parameters in related technologies. For example... Figure 4 As shown in (a), the top diagram is the torque command diagram. The yellow line (VCU_IDURR_Tor) represents the torque command from the vehicle controller (VCU) to the left motor (IDURR), the red line (VCU_DCU2_Torq) represents the torque command from the VCU to the right motor (DCU2), and the gray line (VCU_DCU_TorqSet) represents the total target torque set by the VCU. In this diagram, the yellow / red curves fluctuate significantly, and the actual output torque deviates noticeably from the target torque (gray), indicating slow motor torque response, unstable output, and lag in power transmission.

[0123] The middle graph shows the motor speed. The purple line (icbc_vWHIFrnLAct) represents the actual speed of the front end of the left motor; the red line (ICDC_vWHIFrnRAct) represents the actual speed of the front end of the right motor; the orange line (ICDC_vWHIReLAct) represents the actual speed of the rear end of the left motor; and the light blue line (ICDC_vWHIReRAct) represents the actual speed of the rear end of the right motor. In this graph, the speed increases slowly and fluctuates greatly, and the speed curves of the left and right motors are separated, indicating unstable power output, poor synchronization of the transmission system, and overall lag in power response.

[0124] The bottom graph shows the VCU performance utilization rate. The black line (vpc_percApp) represents the VCU performance utilization rate (reflecting the system load / power utilization rate). In this graph, the curve rises rapidly at first and then drops sharply, indicating that the system cannot stably maintain a high load state, the power output is not continuous, and the acceleration process is prone to decay.

[0125] like Figure 4 (b) in the figure is a schematic diagram of the torque distribution and changes in vehicle parameters according to an embodiment of this application, as shown in Figure (b). Figure 4As shown in (b), the top graph is a graph of torque feedback versus target torque. The white line (VCU_IDURR_TorqRet) represents the actual feedback torque of the left motor, the green line (VCU_DCU2_TorqSet_Hvb) represents the target torque of the right motor (powered by the high-voltage battery), and the yellow line (VCU_DCU_TorqSet_Hvb) represents the total target torque (powered by the high-voltage battery). In this graph, the white curve (actual torque) rises rapidly and remains stable at a high level. The target torque and the actual torque are closely matched, indicating that the motor torque response is faster, the output is more stable, and the power transmission is more direct.

[0126] The middle graph is a wheel speed / vehicle speed graph. The purple line (BCS_RLWheelSpd) represents the left rear wheel speed, the blue line (BCS_RRWheelSpd) represents the right rear wheel speed, the orange line (BCS_FRWheelSpd) represents the right front wheel speed, and the black line (BCS_FLWheelSpd) represents the left front wheel speed. In this graph, all four curves rise rapidly and synchronously, with the vehicle speed increasing from 0 to approximately 18 kph within 5 seconds (time axis 10s→15s) (the label indicates it stabilizes in the 17.7~21 kph range). The wheel speed curves show no significant separation, indicating even power distribution between the left and right wheels, high transmission efficiency, and low power loss.

[0127] The bottom image shows the accelerator pedal opening. The red line (AccPedalPsnFlIRR) represents the accelerator pedal opening (reflecting driver demand). In this image, the pedal opening is consistently around 2.744% (smaller input), indicating that under the same driver demand, the powertrain output is stronger, and efficiency is significantly improved.

[0128] By comparison Figure 4 (a) and Figure 4 As shown in (b), after optimization using the solution of this embodiment, the vehicle speed increases from 0 to 18 kph after pressing the accelerator for 5 seconds, and the power performance under this condition is improved by about 80%. Please see Figure 5 , Figure 5 This is a structural block diagram of a torque distribution device according to an embodiment of this application. Figure 5 The device can be applied to electronic devices, such as Figure 5 The device may include a driving scenario determination module 510 and a torque distribution module 520, wherein: The driving scenario determination module 510 is used to determine the driving scenario of the vehicle; the torque distribution module 520 is used to distribute the torque of the vehicle based on the driving scenario. The driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario is used to indicate that the power demand is prioritized, and the torque distribution strategy corresponding to the first driving scenario includes: satisfying the power torque corresponding to the power demand, and then satisfying the yaw torque corresponding to the stability demand. The second driving scenario is used to indicate that the stability demand is prioritized, and the torque distribution strategy corresponding to the second driving scenario includes: satisfying the yaw torque corresponding to the stability demand.

[0129] In one possible implementation, when the driving scenario determination module 510 determines the driving scenario of the vehicle, it is used to: acquire vehicle parameters, which are used to reflect the vehicle's driving speed; if the vehicle parameters meet the set parameter threshold, the driving scenario of the vehicle is determined to be the first driving scenario; if the vehicle parameters do not meet the parameter threshold, the driving scenario of the vehicle is determined to be the second driving scenario.

[0130] In one possible implementation, the vehicle includes a first axle, a second axle, a first wheel, and a second wheel. The first axle is a drive axle and is connected to both the first and second wheels. The torque distribution module 520, based on the vehicle's driving scenario, distributes torque by: determining a first torque parameter for the first wheel and a second torque parameter for the second wheel. The first torque parameter includes a first pre-distributed torque and a first torque range. The second torque parameter includes a second pre-distributed torque and a second torque range. The first and second pre-distributed torques are determined based on the power demand torque and the target yaw moment of the first axle. Based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, the module determines a first torque transfer amount and a second torque transfer amount. The first torque transfer amount represents the torque transfer amount between the first and second wheels, and the second torque transfer amount represents the torque transfer amount between the first and second axles. Based on the first and second torque transfer amounts, the module distributes torque between the first and second wheels so that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

[0131] In one possible implementation, when the torque distribution module 520 determines the first torque transfer amount and the second torque transfer amount based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, it is used to: if the driving scenario is the first driving scenario, determine that the first torque transfer amount is zero, and determine the second torque transfer amount based on the first torque parameter and the second torque parameter, so as to satisfy the yaw torque corresponding to the stability requirement after satisfying the power torque corresponding to the power requirement.

[0132] In one possible implementation, when the torque distribution module 520 determines the second torque transfer amount based on the first torque parameter and the second torque parameter, it is used to: determine the first reference torque transfer amount based on the comparison result between the first pre-allocated torque and the first torque range; determine the second reference torque transfer amount based on the comparison result between the second pre-allocated torque and the second torque range; and determine the second torque transfer amount based on the first reference torque transfer amount and the second reference torque transfer amount.

[0133] In one possible implementation, when the torque distribution module 520 determines the first torque transfer amount and the second torque transfer amount based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter, it is used to: if the driving scenario is the second driving scenario, determine the first torque transfer amount and the second torque transfer amount based on the first torque parameter and the second torque parameter to meet the yaw torque corresponding to the stability requirements.

[0134] In one possible implementation, when the torque distribution module 520 determines the first torque transfer amount and the second torque transfer amount based on the first torque parameter and the second torque parameter, it is used to: determine the maximum yaw moment that the first axle can provide based on the first torque range and the second torque range; take the smaller of the maximum yaw moment and the target yaw moment as the executed yaw moment; determine the first target torque of the first wheel and the second target torque of the second wheel based on the executed yaw moment, the first torque range, and the second torque range, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range; and determine the first torque transfer amount and the second torque transfer amount based on the first pre-allocated torque, the second pre-allocated torque, the first target torque, and the second target torque.

[0135] In one possible implementation, when the torque distribution module 520 determines the first torque parameter of the first wheel and the second torque parameter of the second wheel, it is used to: determine the first pre-distributed torque of the first wheel and the second pre-distributed torque of the second wheel based on the power demand torque and the target yaw moment of the first axle; for the first wheel, determine the first minimum torque and the first maximum torque based on the characteristics of the motor connected to the first wheel, and determine the second maximum torque when the first wheel slips and the second minimum torque when the first wheel locks up, and determine the first torque range of the first wheel based on the first minimum torque, the first maximum torque, the second minimum torque and the second maximum torque; for the second wheel, determine the third minimum torque and the third maximum torque based on the characteristics of the motor connected to the second wheel, and determine the fourth maximum torque when the second wheel slips and the fourth minimum torque when the second wheel locks up, and determine the second torque range of the second wheel based on the third minimum torque, the third maximum torque, the fourth minimum torque and the fourth maximum torque.

[0136] The apparatus in this embodiment can be described with reference to the above method, and will not be repeated here.

[0137] This application also provides an electronic device, please refer to... Figure 6 , Figure 6 The electronic device 500 shown includes a processor 510 and a memory 520, wherein the memory 510 is used to store computer programs; and the processor 520 is used to execute the programs stored in the memory 510 to implement the methods described in any embodiment of this application.

[0138] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any embodiment of this application.

[0139] In this application, "multiple" refers to two or more.

[0140] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0141] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0142] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0143] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if a method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if a method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0144] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A torque distribution method, characterized in that, include: Determine the driving scenario for the vehicle; Based on the driving scenario of the vehicle, the torque of the vehicle is allocated. The driving scenario includes a first driving scenario or a second driving scenario. The first driving scenario is used to indicate that the power demand is prioritized, and the torque allocation strategy corresponding to the first driving scenario includes: after satisfying the power torque corresponding to the power demand, then satisfying the yaw torque corresponding to the stability demand. The second driving scenario is used to indicate that the stability demand is prioritized, and the torque allocation strategy corresponding to the second driving scenario includes: satisfying the yaw torque corresponding to the stability demand.

2. The method according to claim 1, characterized in that, The determined driving scenario for the vehicle includes: Obtain vehicle parameters, which reflect the vehicle's speed; If the vehicle parameters meet the set parameter threshold, then the driving scenario of the vehicle is determined to be the first driving scenario. If the vehicle parameters do not meet the parameter threshold, then the driving scenario of the vehicle is determined to be the second driving scenario.

3. The method according to claim 1 or 2, characterized in that, The vehicle includes a first axle, a second axle, a first wheel, and a second wheel. The first axle is a drive axle and is connected to both the first wheel and the second wheel. The torque distribution of the vehicle based on the driving scenario includes: A first torque parameter of the first wheel and a second torque parameter of the second wheel are determined. The first torque parameter includes a first pre-distributed torque and a first torque range. The second torque parameter includes a second pre-distributed torque and a second torque range. The first pre-distributed torque and the second pre-distributed torque are determined based on the power demand torque and the target yaw moment of the first axle. Based on the driving scenario of the vehicle, the first torque parameter and the second torque parameter, a first torque transfer amount and a second torque transfer amount are determined. The first torque transfer amount is used to represent the torque transfer amount between the first wheel and the second wheel, and the second torque transfer amount is used to represent the torque transfer amount between the first axle and the second axle. The torque of the first wheel and the second wheel are distributed based on the first torque transfer amount and the second torque transfer amount, so that the torque of the first wheel is within the first torque range and the torque of the second wheel is within the second torque range.

4. The method according to claim 3, characterized in that, Determining the first torque transfer amount and the second torque transfer amount based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter includes: If the driving scenario is the first driving scenario, then the first torque transfer amount is determined to be zero, and the second torque transfer amount is determined based on the first torque parameter and the second torque parameter, so as to satisfy the yaw torque corresponding to the power requirement after satisfying the power torque corresponding to the power requirement.

5. The method according to claim 4, characterized in that, Determining the second torque transfer amount based on the first torque parameter and the second torque parameter includes: Based on the comparison result between the first pre-allocated torque and the first torque range, the first reference torque transfer amount is determined; Based on the comparison results between the second pre-allocated torque and the second torque range, the second reference torque transfer amount is determined; The second torque transfer amount is determined based on the first reference torque transfer amount and the second reference torque transfer amount.

6. The method according to claim 3, characterized in that, Determining the first torque transfer amount and the second torque transfer amount based on the vehicle's driving scenario, the first torque parameter, and the second torque parameter includes: If the driving scenario is the second driving scenario, then the first torque transfer amount and the second torque transfer amount are determined based on the first torque parameter and the second torque parameter to meet the yaw torque corresponding to the stability requirements.

7. The method according to claim 6, characterized in that, Determining the first torque transfer amount and the second torque transfer amount based on the first torque parameter and the second torque parameter includes: Based on the first torque range and the second torque range, determine the maximum yaw moment that the first axle can provide; The smaller of the maximum yaw moment and the target yaw moment shall be used as the yaw moment to be executed; Based on the yaw moment, the first torque range, and the second torque range, a first target torque of the first wheel and a second target torque of the second wheel are determined, wherein the first target torque is located within the first torque range and the second target torque is located within the second torque range. Based on the first pre-allocated torque, the second pre-allocated torque, the first target torque, and the second target torque, the first torque transfer amount and the second torque transfer amount are determined.

8. The method according to claim 3, characterized in that, Determining the first torque parameter of the first wheel and the second torque parameter of the second wheel includes: Based on the power demand torque and the target yaw moment of the first axle, the first pre-distributed torque of the first wheel and the second pre-distributed torque of the second wheel are determined. For the first wheel, a first minimum torque and a first maximum torque are determined based on the characteristics of the motor connected to the first wheel, and a second maximum torque and a second minimum torque are determined when the first wheel slips and when the first wheel locks up. Based on the first minimum torque, the first maximum torque, the second minimum torque and the second maximum torque, a first torque range of the first wheel is determined. For the second wheel, a third minimum torque and a third maximum torque are determined based on the characteristics of the motor connected to the second wheel, and a fourth maximum torque and a fourth minimum torque are determined when the second wheel slips and when the second wheel locks up. Based on the third minimum torque, the third maximum torque, the fourth minimum torque and the fourth maximum torque, a second torque range for the second wheel is determined.

9. An electronic device, characterized in that, Includes processor and memory, of which: Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1-8.

10. A vehicle, characterized in that, Including the electronic device as described in claim 9.

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