Torque distribution method for a distributed drive vehicle based on load centroid migration

Abstract

The application discloses a kind of distributed drive vehicle torque distribution methods based on load centroid migration, belong to vehicle torque distribution field, this method includes according to load change to real-time correction of vehicle centroid, obtain load-position migration index;According to load-position migration index and vehicle motion state, the equivalent real-time vertical load of each wheel is calculated;Based on the equivalent real-time vertical load of each wheel, define torque distribution weight matrix and the constraint boundary of each wheel;Based on torque distribution weight matrix and the constraint boundary of each wheel, the final execution torque of each wheel is obtained, and torque distribution is completed.The application solves the problems that the existing method is prone to inaccurate tracking of target longitudinal resultant force and target additional yaw moment, unbalanced utilization of tire adhesion, premature saturation of individual wheel output, increased slip rate and decreased vehicle stability.

Description

Technical Field

[0001] This invention belongs to the field of vehicle torque distribution, and particularly relates to a distributed drive vehicle torque distribution method based on load centroid migration. Background Technology

[0002] Distributed drive vehicles, especially differential steering vehicles, can directly adjust the longitudinal driving force and additional yaw moment of the vehicle through the independent drive torque of the four wheels. Therefore, the torque distribution strategy has a decisive impact on the vehicle's dynamics and yaw stability. Most existing torque distribution methods are based on fixed vehicle mass, fixed center of gravity position, and fixed wheel load parameters, assuming the vehicle is in a standard unloaded or calibrated load state. However, in actual use, vehicles often experience variable load conditions such as changes in occupants, cargo loading, offset loading, and high center of gravity loading. These conditions cause changes in the total vehicle mass, as well as the longitudinal, lateral, and height positions of the center of gravity, further altering the static load distribution between the front and rear axles, the load transfer patterns between the left and right wheels, and the available adhesion of each tire. If fixed parameters are still used for torque distribution, problems such as inaccurate tracking of the target longitudinal resultant force and target additional yaw moment, uneven tire adhesion utilization, premature saturation of output on individual wheels, increased slip ratio, and decreased vehicle stability are likely to occur.

[0003] Disadvantages of existing technology: ① Existing torque distribution methods typically use fixed vehicle mass, fixed center of gravity position, or fixed wheel load parameters, which cannot reflect changes in vehicle dynamic characteristics caused by changes in load mass, load offset, and high center of gravity loading.

[0004] ② Even if existing methods introduce dynamic load transfer, they mostly only make corrections based on longitudinal and lateral acceleration, without incorporating the longitudinal, lateral, and height migration of the center of gravity caused by variable loads into the wheel load estimation process.

[0005] ③ Under conditions of uneven loading, heavy loading, or high center of gravity, existing methods are prone to causing individual wheel overload, uneven distribution of driving force, increased tracking error of target yaw moment, and decreased vehicle stability, which is particularly detrimental to the precise control of differential steering vehicles.

[0006] ④ Existing methods often only optimize the target generalized force when constructing the distributor, without updating the weight matrix and torque boundary synchronously with the real-time wheel load, resulting in a mismatch between the output of each drive wheel and the actual adhesion capability. Summary of the Invention

[0007] To address the aforementioned shortcomings in existing technologies, this invention provides a distributed drive vehicle torque distribution method based on load centroid transfer, which solves the problems that existing methods easily encounter, such as inaccurate tracking of the target longitudinal resultant force and the target additional yaw moment, uneven tire adhesion utilization, premature saturation of individual wheel output, increased slip ratio, and decreased vehicle stability.

[0008] To achieve the aforementioned objectives, the present invention employs the following technical solution: a distributed drive vehicle torque distribution method based on load centroid migration, comprising: The vehicle's center of gravity is corrected in real time based on load changes to obtain the load-position migration index. The equivalent real-time vertical load of each wheel is calculated based on the load-position migration index and the vehicle motion state. The torque distribution weight matrix and the constraint boundaries of each wheel are defined based on the equivalent real-time vertical load of each wheel. Based on the torque distribution weight matrix and the constraint boundaries of each wheel, the final execution torque of each wheel is obtained, thus completing the torque distribution.

[0009] Furthermore, the obtained load-location migration index is specifically as follows: Calculate the vehicle's baseline gross mass based on the vehicle body mass and the unsprung mass of each wheel:

[0010] in, The vehicle's baseline gross mass; For vehicle body weight; The unsprung mass of a single wheel; superimposed front wheelbase and rear wheelbase The sum of the front and rear wheelbases is obtained. ; For front wheel track and rear wheel track The average of the sums is used to obtain the average wheelbase between the front and rear wheels. ; The mass of each additional load unit is superimposed The total additional load is obtained. ; Based on the vehicle's baseline gross mass Total front and rear wheelbase Average wheelbase (front and rear) and total additional load Construction load-location migration index:

[0011]

[0012]

[0013] in, This refers to the load-position migration index in the longitudinal direction; This refers to the load-position migration index in the lateral direction; The load-position migration index is defined in the height direction. For the first The mass of each additional load unit; This represents the total number of additional load units. For the first The horizontal coordinate of each additional load element; The x-coordinate of the reference centroid position; To prevent the use of tiny positive numbers with a denominator of zero; For the first The ordinate of each additional load element; The ordinate of the reference centroid position; For the first The vertical coordinate of each additional load element; The vertical coordinate of the reference centroid position.

[0014] Furthermore, the calculation of the equivalent real-time vertical load of each wheel based on the load-position migration index and the vehicle motion state specifically involves: The sign coefficient is defined according to the position of the wheel. and Two front wheels =-1, for both rear wheels =+1; Two revolvers =-1, the two right wheels =+1; Based on the load-position migration index and the sign coefficient of the wheel, the wheel load disturbance potential function of each wheel is calculated. Based on the wheel load perturbation potential function of each vehicle wheel, the predicted wheel load is obtained using a bounded nonlinear mapping:

[0015] in, For the first Estimated wheel load for each wheel; For the first The nominal vertical load of each wheel; This refers to the wheel load reconstruction gain coefficient; The estimated wheel loads of each wheel are uniformly normalized to obtain the equivalent real-time vertical loads of each wheel.

[0016] Furthermore, the expression for the wheel load disturbance potential function of each wheel is: ; in, For the first The wheel load disturbance potential function of each wheel; , , , and All of these are gain coefficients to be calibrated; This refers to the load-position migration index in the longitudinal direction; This refers to the load-position migration index in the lateral direction; The load-position migration index is defined in the height direction. It is longitudinal acceleration; It is lateral acceleration; This is the acceleration due to gravity.

[0017] Furthermore, the expression for the equivalent real-time vertical load of each wheel is as follows:

[0018] in, For the first The equivalent real-time vertical load of each wheel under the current working conditions; Wheel markings; This is the marking for the left front wheel; This is the marking for the right front wheel; This is the left rear wheel marking; This is the marking for the right rear wheel; For the first Estimated wheel load for each wheel; It is the acceleration due to gravity; The vehicle's baseline gross mass; This represents the total additional load.

[0019] Furthermore, the definition of the torque distribution weight matrix and the constraint boundaries of each wheel based on the equivalent real-time vertical load of each wheel is as follows: Based on the equivalent real-time vertical load, wheel slip ratio, and fault condition of each wheel, the distributability index of each wheel is constructed:

[0020] in, For the first The allocatability index of each wheel; For the first The nominal vertical load of each wheel; For the first The equivalent real-time vertical load of each wheel under the current working conditions; To prevent the use of tiny positive numbers with a denominator of zero; , , All are parameters to be calibrated; For the first The slip ratio of each wheel; For the first Failure attenuation of each wheel; Based on the assignability index of each wheel, a torque distribution weight matrix is ​​defined:

[0021] in, Assign a weight matrix to the torque; The assignability index for the left front wheel; The assignability index for the right front wheel; The assignability index for the left rear wheel; The assignability index for the right rear wheel; To prevent the use of tiny positive numbers with a denominator of zero; Define the basic limiting torque for each wheel:

[0022] in, For the first The basic limit torque of each wheel; For the first Maximum permissible torque for each wheel; The road surface adhesion coefficient; For the first The equivalent real-time vertical load of each wheel under the current working conditions; The radius of the wheel; For the first The maximum allowable torque for each wheel is determined by the slip constraint. Based on the torque distribution weight matrix and the basic limit torque and distributability index of each wheel, the adaptive constraint boundary of each wheel is determined:

[0023] in, For the first Adaptive constraint boundaries for each wheel; For the first The basic limit torque of each wheel; Wheel markings; This is the marking for the left front wheel; This is the marking for the right front wheel; This is the left rear wheel marking; This is the marking for the right rear wheel; For the first The allocatability index of each wheel; For the first The allocatability index of each wheel; To prevent tiny positive numbers with a denominator of zero.

[0024] Furthermore, based on the torque distribution weight matrix and the constraint boundaries of each wheel, the final execution torque of each wheel is obtained to complete the torque distribution. Specifically, this involves determining the total driving torque requirement and the differential torque requirement:

[0025]

[0026] in, This is the total drive torque requirement; The longitudinal resultant force for the target; The radius of the wheel; Add a yaw moment to the target; This is the equivalent wheelbase parameter; Define left and right symbols Left wheel =-1, right wheel =+1; Based on the total driving torque demand and differential torque demand, determine the target torque for each wheel; Based on the target torque of each wheel and the adaptive constraint boundary, the final execution torque of each wheel is determined:

[0027] in, For the first The final torque executed by each wheel; It is a saturation limiting function; For the first Target torque for each wheel; For the first Adaptive constraint boundaries for each wheel.

[0028] Furthermore, the expression for the target torque of each wheel is:

[0029] in, For the first Target torque for each wheel; For the first The allocatability index of each wheel; For the first The allocatability index of each wheel; To prevent the use of tiny positive numbers with a denominator of zero; For the first The symbols on the left and right sides of each wheel; For the first The symbols on the left and right sides of each wheel.

[0030] The beneficial effects of this invention are: this invention introduces a load-position migration index. , and This invention transforms the loaded mass and its spatial distribution into a dimensionless migration characteristic, avoiding direct allocation based solely on conventional centroid parameters. The invention constructs a wheel load perturbation potential function. Furthermore, bounded nonlinear mapping is used to obtain the equivalent real-time wheel load of the four wheels, enabling the influence of variable loads and the vehicle's longitudinal and lateral dynamic states to be jointly characterized within the same framework. The function implements bounded wheel load mapping, avoiding unreasonable unbounded increases under extreme conditions. Then, through normalization, the sum of the equivalent real-time wheel loads of the four wheels is made consistent with the current total vehicle weight, thus balancing control smoothness and physical conservation. Compared to traditional analytical wheel load formulas, this reconstruction method is more suitable for direct coupling with subsequent controllers, facilitating real-time control implementation. This invention proposes a method based on... The closed-loop four-wheel target torque generation formula enables the total drive demand and differential demand to be weighted and synthesized within the same distribution law. It features a compact structure, low computational complexity, and ease of engineering implementation. It utilizes the same distributability index. The system simultaneously updates the weight allocation and the output boundaries of each wheel. As a result, wheels with larger loads, smaller slippage, and normal conditions have lower allocation costs and wider output boundaries, while the output boundaries of wheels with smaller loads or abnormal conditions automatically shrink. It can automatically adjust wheel priorities based on wheel load, slippage, and fault status, avoiding the coarse allocation problems caused by relying solely on a single wheel load limit. This invention is applicable to distributed drive differential steering vehicles, and under complex conditions such as uneven loading, heavy loads, high center of gravity loading, and local wheel abnormalities, it can improve yaw stability, reduce tire saturation risk, and improve the rationality of four-wheel torque distribution. Attached Figure Description

[0031] Figure 1 This is a flowchart of the method of the present invention.

[0032] Figure 2 This is a schematic diagram of the load-position migration relationship under the additional load of the present invention.

[0033] Figure 3 This is a flowchart of the four-wheel equivalent real-time wheel load reconstruction process based on wheel load disturbance of the present invention.

[0034] Figure 4 This is a schematic diagram of the dynamic torque distribution process of the present invention.

[0035] Figure 5 This is a flowchart illustrating the execution of the target torque output of the differential steering wheel according to the present invention. Detailed Implementation

[0036] The specific embodiments of the present invention are described below to enable those skilled in the art to understand the present invention. However, it should be understood that the present invention is not limited to the scope of the specific embodiments. For those skilled in the art, various changes are obvious as long as they are within the spirit and scope of the present invention as defined and determined by the appended claims. All inventions utilizing the concept of the present invention are protected.

[0037] like Figure 1 As shown, in one embodiment of the present invention, a distributed drive vehicle torque distribution method based on load centroid migration is applicable to vehicle platforms with four-wheel independent drive and additional yaw moment generated by the difference in driving forces between the left and right wheels, and is particularly suitable for differential steering vehicles. The method mainly includes: load condition input, load-position migration index construction, wheel load disturbance potential function calculation, four-wheel equivalent real-time wheel load reconstruction, allocability index generation, online updating of allocation weights and constraint boundaries, and four-wheel target torque output.

[0038] The basic parameters required for the implementation of this invention include at least: vehicle body mass. Single wheel unsprung mass Total reference mass Front and rear wheelbase and Front and rear track width and Reference centroid position , , Wheel radius Road surface adhesion coefficient Maximum permissible torque of each drive wheel and slip ratio constraint threshold. Load condition parameters should include at least the following: Mass of each additional load unit and its longitudinal position in the vehicle coordinate system Horizontal position and height position During vehicle operation, longitudinal acceleration is acquired. lateral acceleration Target longitudinal force Additional yaw moment of the target slip ratio of each wheel and fault attenuation .

[0039] First, define the vehicle's baseline gross mass, total additional load, total wheelbase, and average track width: The vehicle's baseline gross weight is:

[0040] Total front and rear wheelbase for:

[0041] Average wheelbase for:

[0042] The total additional load is:

[0043] like Figure 2 As shown, to avoid directly using conventional centroid-weighted coordinates as the sole control quantity, this invention first constructs a load-position migration index:

[0044]

[0045]

[0046] in, To prevent tiny positive numbers with a denominator of zero. , and These are used to characterize the overall migration of the additional load relative to the baseline loading state in the longitudinal, lateral, and vertical directions, respectively.

[0047] The purpose of this step is to avoid using the conventional centroid coordinates as the sole input to the torque distributor. Instead, it transforms the mass change and spatial distribution of the additional load into three dimensionless migration indices, enabling the changes in load mass, load offset, and load height to enter the subsequent control link in a unified manner.

[0048] like Figure 3 As shown, the sign coefficient is defined according to the position of the wheel. and .

[0049] For the front wheels , ,have: ; For the rear wheel , ,have: ; For the left wheel , ,have: ; For the right wheel , ,have: ; Based on the load-position migration index and vehicle dynamic state, construct the first... The wheel load disturbance potential function of each wheel: ; in, , , , and The gain coefficient to be calibrated. This is the acceleration due to gravity. Used to uniformly characterize the effects of additional load migration and the longitudinal and lateral dynamic states of the vehicle on the first The combined effect of the vertical load-bearing trend of each wheel.

[0050] The purpose of this step is to project the load transfer effect and the vehicle's longitudinal and lateral dynamic states onto the wheel-level intermediate quantity in a unified manner. Instead of using the traditional separate expression of "static axle load + longitudinal load transfer + lateral load transfer", a unified load-bearing trend quantity that can be directly used for wheel load reconfiguration is formed.

[0051] like Figure 4 and Figure 5 As shown, let the first working condition be the reference condition. The nominal vertical load of each wheel is First, the predicted wheel load is obtained using a bounded nonlinear mapping:

[0052] in, This is the wheel load reconstruction gain coefficient.

[0053] Then, the total estimated wheel load of the four wheels is normalized to obtain the equivalent real-time wheel load of the four wheels:

[0054] in, Indicates the first The equivalent real-time vertical load of each wheel under the current working conditions.

[0055] The purpose of this step is to first utilize The function implements the bounded mapping of wheel loads to avoid unreasonable unbounded increases under extreme conditions. Then, through normalization, the sum of the equivalent real-time wheel loads of the four wheels is made consistent with the current total weight of the vehicle, thus taking into account both the smoothness of control and the conservation of total physical load. Compared with the traditional analytical wheel load formula, this reconstruction method is more suitable for direct coupling with the subsequent controller, which is beneficial to the realization of real-time control.

[0056] Based on the equivalent real-time wheel load, wheel slip ratio, and fault state, construct the first... Assignability index for each wheel:

[0057] in, , , For the parameters to be calibrated, For the first Wheel slip ratio, For the first Individual wheel failure attenuation. The larger the value, the more suitable the wheel is for bearing more driving force output under the current working conditions.

[0058] A higher relative wheel load indicates a stronger wheel load-bearing capacity; a higher slip ratio indicates a lower suitability for further torque distribution; and a greater fault decay indicates a weaker output capacity for that wheel. By combining exponential decay and the relative wheel load ratio, a unified description of wheel distribution suitability can be formed. Subsequent weight updates, boundary updates, and target torque generation can all be completed based on the same index, which facilitates consistency in distribution logic compared to using multiple independent judgment conditions in parallel.

[0059] The allocation weights and torque boundaries are updated synchronously using the assignability index. The dynamic allocation weight matrix can be defined as follows:

[0060] Redefining the first The basic limit torque of each wheel:

[0061] in, This represents the upper limit of the allowable torque corresponding to the slip constraint.

[0062] Further define the first The adaptive constraint boundary for each wheel is: .

[0063] The purpose of this step is to utilize the same allotropy index. Simultaneously, the allocation weights and output boundaries of each wheel are updated. As a result, wheels with larger loads, smaller slippage, and normal conditions have lower allocation costs and wider output boundaries, while the output boundaries of wheels with smaller loads or abnormal conditions automatically shrink. This allows for automatic adjustment of wheel priorities based on wheel load, slippage, and fault status, avoiding the coarse allocation problems caused by relying solely on a single wheel load limiter.

[0064] Based on the target longitudinal driving force and the target additional yaw moment, construct the target torque for the four wheels. Define the total driving torque requirement. and differential torque requirements :

[0065]

[0066] in, This is the equivalent wheelbase parameter; Further define the left and right side symbols For the left wheel , : ; For the right wheel , : ; Then the first The target torque for each wheel can be written as: ; The final executed torque is: ; in, This represents the saturation limiting function.

[0067] The left front wheel can be obtained using the above formula. Right front wheel Left rear wheel and the right rear wheel The final target torque is then obtained and sent to the corresponding drive motor for execution. In a preferred embodiment, the final target torque can be... It can also be used as an initial value weight, constraint correction factor or closed allocation coefficient in the torque optimization solver; as long as the four-wheel target torque is adaptively generated based on the load-position migration index, wheel load disturbance potential function and distributability index, it falls within the protection scope of this invention.

[0068] This invention does not use conventional centroid-weighted coordinates as direct assignment variables, but instead first constructs a load-position migration index. , and This is then used to drive subsequent wheel load reconfiguration and torque distribution. This invention introduces a wheel load disturbance potential function. Furthermore, by employing bounded nonlinear mapping and normalized reconstruction, the equivalent real-time wheel loads of the four wheels are obtained, forming a unified wheel load characterization method that differs from the traditional static axle load plus dynamic load transfer. This invention further constructs a wheel distributability index. This invention simultaneously applies to the allocation weights, output priorities, and torque constraint boundaries, achieving an integrated collaborative link of "load change—migration index—wheel load disturbance potential—assignability—target torque." The load-position migration index, wheel load disturbance potential function, assignability index, and corresponding gain parameters and equivalent mapping relationships can all be implemented using equivalent substitution. As long as the adaptive output of the four-wheel target torque of the differential steering vehicle is still based on the above three types of intermediate quantities, it falls within the scope of this invention. This invention proposes a closed-loop four-wheel target torque generation formula based on the assignability index, enabling the total drive demand and differential demand to be weighted and synthesized within a unified allocation law.

Claims

1. A distributed drive vehicle torque distribution method based on load centroid migration, characterized in that, include: The vehicle's center of gravity is corrected in real time based on load changes to obtain the load-position migration index. The equivalent real-time vertical load of each wheel is calculated based on the load-position migration index and the vehicle motion state. The torque distribution weight matrix and the constraint boundaries of each wheel are defined based on the equivalent real-time vertical load of each wheel. Based on the torque distribution weight matrix and the constraint boundaries of each wheel, the final execution torque of each wheel is obtained, thus completing the torque distribution.

2. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 1, characterized in that, The obtained load-location migration index is specifically as follows: Calculate the vehicle's baseline gross mass based on the vehicle body mass and the unsprung mass of each wheel: in, The vehicle's baseline gross mass; For vehicle body weight; The unsprung mass of a single wheel; superimposed front wheelbase and rear wheelbase The sum of the front and rear wheelbases is obtained. ; For front wheel track and rear wheel track The average of the sums is used to obtain the average wheelbase between the front and rear wheels. ; The mass of each additional load unit is superimposed The total additional load is obtained. ; Based on the vehicle's baseline gross mass Total front and rear wheelbase Average wheelbase (front and rear) and total additional load Construction load-location migration index: in, The load-position migration index is in the longitudinal direction; This refers to the load-position migration index in the lateral direction; The load-position migration index is defined in the height direction. For the first The mass of each additional load unit; This represents the total number of additional load units. For the first The horizontal coordinate of each additional load element; The x-coordinate of the reference centroid position; To prevent the use of tiny positive numbers with a denominator of zero; For the first The ordinate of each additional load element; The ordinate of the reference centroid position; For the first The vertical coordinate of each additional load element; The vertical coordinate of the reference centroid position.

3. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 1, characterized in that, The calculation of the equivalent real-time vertical load of each wheel based on the load-position migration index and the vehicle motion state is specifically as follows: The sign coefficient is defined according to the position of the wheel. and Two front wheels =-1, for both rear wheels =+1; Two revolvers =-1, the two right wheels =+1; Based on the load-position migration index and the sign coefficient of the wheel, the wheel load disturbance potential function of each wheel is calculated. Based on the wheel load perturbation potential function of each vehicle wheel, the predicted wheel load is obtained using a bounded nonlinear mapping: in, For the first Estimated wheel load for each wheel; For the first The nominal vertical load of each wheel; This refers to the wheel load reconstruction gain coefficient; The estimated wheel loads of each wheel are uniformly normalized to obtain the equivalent real-time vertical loads of each wheel.

4. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 3, characterized in that, The expression for the wheel load disturbance potential function of each wheel is: ； in, For the first The wheel load disturbance potential function of each wheel; , , , and All of these are gain coefficients to be calibrated; The load-position migration index is in the longitudinal direction; This refers to the load-position migration index in the lateral direction; The load-position migration index is defined in the height direction. It is longitudinal acceleration; It is lateral acceleration; This is the acceleration due to gravity.

5. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 3, characterized in that, The expression for the equivalent real-time vertical load of each wheel is: in, For the first The equivalent real-time vertical load of each wheel under the current working conditions; Wheel markings; This is the marking for the left front wheel; This is the marking for the right front wheel; This is the left rear wheel marking; This is the marking for the right rear wheel; For the first Estimated wheel load for each wheel; It is the acceleration due to gravity; The vehicle's baseline gross mass; This represents the total additional load.

6. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 1, characterized in that, The torque distribution weight matrix and constraint boundaries for each wheel are defined based on the equivalent real-time vertical load of each wheel, specifically as follows: Based on the equivalent real-time vertical load, wheel slip ratio, and fault condition of each wheel, the distributability index of each wheel is constructed: in, For the first The allocatability index of each wheel; For the first The nominal vertical load of each wheel; For the first The equivalent real-time vertical load of each wheel under the current working conditions; To prevent the use of tiny positive numbers with a denominator of zero; , , All are parameters to be calibrated; For the first The slip ratio of each wheel; For the first Failure attenuation of each wheel; Based on the assignability index of each wheel, a torque distribution weight matrix is ​​defined: in, Assign a weight matrix to the torque; The assignability index for the left front wheel; The assignability index for the right front wheel; The assignability index for the left rear wheel; The assignability index for the right rear wheel; To prevent the use of tiny positive numbers with a denominator of zero; Define the basic limiting torque for each wheel: in, For the first The basic limit torque of each wheel; For the first Maximum permissible torque for each wheel; The road surface adhesion coefficient; For the first The equivalent real-time vertical load of each wheel under the current working conditions; The radius of the wheel; For the first The maximum allowable torque for each wheel is determined by the slip constraint. Based on the torque distribution weight matrix and the basic limit torque and distributability index of each wheel, the adaptive constraint boundary of each wheel is determined: in, For the first Adaptive constraint boundaries for each wheel; For the first The basic limit torque of each wheel; Wheel markings; This is the marking for the left front wheel; This is the marking for the right front wheel; This is the left rear wheel marking; This is the marking for the right rear wheel; For the first The allocatability index of each wheel; For the first The allocatability index of each wheel; To prevent tiny positive numbers with a denominator of zero.

7. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 1, characterized in that, The torque allocation is completed by obtaining the final execution torque of each wheel based on the torque distribution weight matrix and the constraint boundaries of each wheel. Specifically, this involves determining the total driving torque requirement and the differential torque requirement. in, This is the total drive torque requirement; The longitudinal resultant force for the target; The radius of the wheel; Add a yaw moment to the target; This is the equivalent wheelbase parameter; Define left and right symbols Left wheel =-1, right wheel =+1; Based on the total driving torque demand and differential torque demand, determine the target torque for each wheel; Based on the target torque of each wheel and the adaptive constraint boundary, the final execution torque of each wheel is determined: in, For the first The final torque of each wheel; It is a saturation limiting function; For the first The target torque for each wheel; For the first Adaptive constraint boundaries for each wheel.

8. The distributed drive vehicle torque distribution method based on load centroid migration according to claim 7, characterized in that, The expression for the target torque of each wheel is: in, For the first The target torque for each wheel; For the first The allocatability index of each wheel; For the first The allocatability index of each wheel; To prevent the use of tiny positive numbers with a denominator of zero; For the first The symbols on the left and right sides of each wheel; For the first The symbols on the left and right sides of each wheel.

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