Torque distribution method for a distributed drive vehicle and related device

Abstract

The application discloses a torque distribution method and related device of a distributed drive vehicle, relates to the technical field of new energy vehicle control, and obtains original demand torques of a first driving wheel set and a second driving wheel set and performs amplitude limiting processing on the original demand torques; when a torque gap of the first driving wheel set is detected, the gap is actively transferred to the second driving wheel set; when there is still a remaining gap due to limitation of the second driving wheel set, the first driving wheel set is further compensated, bidirectional dynamic closed-loop transfer of inter-shaft torques is realized, and total driving torque is ensured not to be lost. Meanwhile, a multi-dimensional dynamic yaw constraint condition is introduced to determine a yaw torque limit value, the final target torque is corrected, driving capacity recovery and yaw stability control depth are deeply coupled, the disadvantages that stability is sacrificed to maintain driving or driving capacity is sacrificed to maintain stability are avoided, and optimal balance between driving performance and stability is realized under all working conditions.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle control technology, and in particular to a torque distribution method and related device for a distributed drive vehicle. Background Technology

[0002] In the control technology of new energy vehicles, especially distributed drive vehicles, torque distribution strategy directly determines the driving performance and driving stability of the whole vehicle.

[0003] In the existing technology, the torque distribution scheme for multi-motor independently driven vehicles usually adopts a passive closed-loop control strategy based on wheel speed difference or yaw rate deviation. That is, torque correction is triggered only when specific working conditions such as wheel slippage, understeer, or oversteer are detected and the deviation reaches a preset threshold.

[0004] However, this control method has an inherent response lag, and when the torque of the wheel-end motor is limited due to physical boundaries or thermal protection, it often cannot compensate for the resulting gap between the total drive torque and yaw torque in real time and in a closed loop.

[0005] Furthermore, existing solutions lack a coupling and coordination mechanism between driving capability and yaw stability during the dynamic transfer of torque between axles. This can easily lead to sacrificing yaw stability to maintain driving capability under extreme conditions, or causing a significant decrease in driving capability to maintain stability. It is difficult to achieve the optimal balance of vehicle performance across all operating conditions.

[0006] In summary, existing technologies suffer from several problems, including the inability to provide closed-loop compensation for the total drive and yaw torque gap when wheel-end torque is limited in distributed drive vehicles, and the lack of dynamic torque transfer coupling control between axles. Summary of the Invention

[0007] In view of the above problems, this application provides a torque distribution method and related device for distributed drive vehicles to achieve bidirectional iterative closed-loop compensation for inter-axle torque gap and multi-dimensional dynamic yaw stability assurance. The specific solution is as follows:

[0008] The first aspect of this application provides a torque distribution method for a distributed drive vehicle, the distributed drive vehicle including a first drive wheel set and a second drive wheel set, the method comprising:

[0009] Obtain the original required torque of each wheel in the first and second drive wheel sets;

[0010] The original required torque of the first drive wheel set is limited based on the preset torque limit boundary to determine the torque gap of the first drive wheel set, and the torque gap is transferred to the second drive wheel set to update the target torque of the second drive wheel set.

[0011] If there is still a remaining torque gap after the target torque of the second drive wheel set is limited, the remaining torque gap will be transferred back to the first drive wheel set to determine the final target torque of the first and second drive wheel sets.

[0012] The yaw torque limit value is determined based on the multi-dimensional dynamic yaw constraint conditions, and the final target torque is corrected based on the yaw torque limit value to output the final output torque of each wheel.

[0013] In one possible implementation, transferring the torque shortfall to the second drive wheel set to update the target torque of the second drive wheel set includes:

[0014] The torque gap is determined based on the difference between the original required torque and the preset torque limit boundary.

[0015] Under the premise of maintaining the global conservation of total driving torque and total yaw torque of distributed drive vehicles, the driving torque demand and yaw torque demand corresponding to the torque gap are superimposed on the original demand torque of the second drive wheel set to obtain the updated demand torque of the second drive wheel set.

[0016] The updated required torque is limited based on the preset torque limit boundary to obtain the target torque of the second drive wheel set.

[0017] In one possible implementation, the first drive wheel set includes a first wheel and a second wheel, and the second drive wheel set includes a third wheel and a fourth wheel;

[0018] The original torque requirement of the first drive wheel set is limited based on a preset torque limit boundary, including:

[0019] The output torque of the first and second wheels after amplitude limiting is determined by the following formula:

[0020] ;

[0021] ;

[0022] Transferring the torque shortfall to the second drive wheel set to update the target torque of the second drive wheel set includes:

[0023] The target torque for the third and fourth wheels is determined using the following formula:

[0024] ;

[0025] ;

[0026] The remaining torque shortfall is transferred back to the first drive wheel set, including:

[0027] The final target torque for the first and second wheels is redefined using the following formula:

[0028] ;

[0029] ;

[0030] in, , These are the original torque requirements for the first and second wheels, respectively. , These are the maximum allowable output torques for the first and second wheels, respectively. , These are the minimum allowable output torques for the first and second wheels, respectively. , The output torques of the first and second wheels are respectively. For the target total drive torque, For the target total yaw torque, , These are the torque transmission coefficients for the first wheel and the second wheel, respectively. , These are the maximum allowable output torques for the third and fourth wheels, respectively. , These are the minimum allowable output torques for the third and fourth wheels, respectively. , The target torques for the third and fourth wheels are respectively. , These are the torque transmission coefficients for the third and fourth wheels, respectively.

[0031] In one possible implementation, the yaw torque limit value is determined based on multi-dimensional dynamic yaw constraint conditions, including:

[0032] The basic yaw torque threshold is obtained by looking up a table based on the current driving state parameters of the distributed drive vehicle.

[0033] Based on the original required torque and the torque distribution ratio of the first and second drive wheel sets, calculate the limit yaw torque that a single wheel can generate.

[0034] The smaller value between the basic yaw torque threshold and the ultimate yaw torque is determined as the yaw torque limit value;

[0035] The actual yaw torque of the distributed drive vehicle is obtained, and the yaw torque limit is corrected in a closed loop based on the amplitude and direction of the actual yaw torque to obtain the final upper limit of yaw torque.

[0036] In one possible implementation, the current driving state parameters include vehicle speed and gradient;

[0037] The final target torque is corrected based on the yaw torque limit value, and the final output torque of each wheel is output, including:

[0038] The final torque limit for each wheel is determined using the following formula to constrain the final target torque:

[0039] ;

[0040] ;

[0041] ;

[0042] ;

[0043] in, , , , These are the final torque limits for the first, second, third, and fourth wheels, respectively. This is the yaw torque limit value. This represents the actual yaw torque of the first drive wheel assembly. This represents the actual yaw torque of a distributed drive vehicle. , , , These are the maximum torque limits for the first, second, third, and fourth wheels, respectively. , , , These are the torque transmission coefficients for the first, second, third, and fourth wheels, respectively.

[0044] In one possible implementation, obtaining the original required torque for each wheel in the first and second drive wheel sets includes:

[0045] Based on the vertical wheel load of each wheel in the first and second drive wheel sets, calculate the torque distribution ratio of the first drive wheel set.

[0046] Based on the torque distribution ratio, the target total drive torque of the distributed drive vehicle, and the target total yaw torque, the original torque demand of each wheel is determined using the following formula:

[0047] ;

[0048] ;

[0049] ;

[0050] ;

[0051] in, For torque distribution ratio, , These are the original torque requirements for the first and second wheels, respectively. , These are the original torque requirements for the third and fourth wheels, respectively. For the target total drive torque, For the target total yaw torque, , , , These are the torque transmission coefficients for the first, second, third, and fourth wheels, respectively.

[0052] In one possible implementation, the torque distribution ratio of the first drive wheel set is calculated based on the vertical wheel loads of each wheel in the first and second drive wheel sets, including:

[0053] The torque distribution ratio is calculated using the following formula:

[0054] ;

[0055] in, , The vertical loads on the first and second wheels are respectively. , The vertical loads on the third and fourth wheels are respectively;

[0056] The vertical load on the wheel is a static measurement value when the vehicle is stationary, or a dynamic estimate obtained based on the dynamic estimation of the vehicle's suspension condition.

[0057] The torque transmission coefficient is calculated based on the geometric relationship between the track width and wheelbase of a distributed drive vehicle.

[0058] A second aspect of this application provides a torque distribution device for a distributed drive vehicle, applied to a distributed drive vehicle, the device comprising:

[0059] At least one processor; and,

[0060] Memory that is communicatively connected to at least one processor;

[0061] The memory stores a computer program that can be executed by at least one processor, which enables the at least one processor to implement the torque distribution method for a distributed drive vehicle as described in the first aspect or any implementation thereof.

[0062] A third aspect of this application provides a distributed drive vehicle, comprising:

[0063] Vehicle body;

[0064] A distributed drive system, comprising multiple independently driven wheels mounted on the vehicle body; and,

[0065] The torque distribution device for the distributed drive vehicle described in the second aspect above is communicatively connected to the distributed drive system and is used to distribute torque to each wheel.

[0066] The fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method for a distributed drive vehicle described in the first aspect or any implementation thereof.

[0067] The torque distribution method and related device for distributed drive vehicles provided in this application acquire the original required torque of the first and second drive wheel sets and perform amplitude limiting processing. When a torque gap is detected in the first drive wheel set, the gap is actively transferred to the second drive wheel set. When the second drive wheel set is still constrained and has a remaining gap, the torque is further replenished to the first drive wheel set, realizing bidirectional dynamic closed-loop transfer of inter-axle torque and ensuring that the total drive torque is not lost. At the same time, multi-dimensional dynamic yaw constraint conditions are introduced to determine the yaw torque limit value and correct the final target torque. This deeply couples drive capability recovery with yaw stability control, avoiding the drawbacks of sacrificing stability to maintain drive or sacrificing drive capability to maintain stability, and achieving the optimal balance between drive performance and stability under all operating conditions. Attached Figure Description

[0068] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0069] Figure 1 A schematic flowchart illustrating the torque distribution method for a distributed drive vehicle provided in this application;

[0070] Figure 2 An example diagram of the torque distribution of the four wheels of a distributed drive vehicle provided in this application. Detailed Implementation

[0071] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0072] As will be known to those skilled in the art, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0073] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0074] In the actual driving process of distributed drive vehicles, the wheel-end motors of each wheel often face physical boundaries such as battery output power limitations, motor thermal protection, or low-friction road surfaces, resulting in the actual output torque being lower than the original required torque.

[0075] Existing passive closed-loop control strategies are typically triggered by wheel speed differences or yaw rate deviations, and corrections are only made when wheel slippage or steering instability occurs and the deviation reaches a threshold. This reactive logic introduces inherent lag into the system: the drive gap caused by torque limitation cannot be captured in real time initially, resulting in a sudden drop in total drive torque.

[0076] Meanwhile, when the first drive wheel set, such as the front axle, is limited due to constraints, traditional control is only limited to in-axle adjustment and cannot dynamically transfer the gap back to the second drive wheel set, such as the rear axle. Furthermore, it lacks a way to use yaw constraints for stability coupling during the transfer process, making it difficult for the vehicle to balance traction and stability under all operating conditions.

[0077] To address the aforementioned technical problems, this application provides a torque distribution method and related apparatus for a distributed drive vehicle.

[0078] See Figure 1 This application provides a schematic flowchart of a torque distribution method for a distributed drive vehicle.

[0079] This method solves the problem of reduced vehicle driving capability and difficulty in maintaining yaw stability when wheel-end torque is limited in the prior art by constructing a bidirectional iterative torque gap compensation method and a multi-dimensional dynamic yaw constraint system.

[0080] like Figure 2 As shown, the torque distribution method for this distributed drive vehicle mainly includes the following steps:

[0081] Step 101: Obtain the original required torque of each wheel in the first drive wheel set and the second drive wheel set.

[0082] It should be noted that the initial torque demand is the initial benchmark for torque distribution, which reflects the torque value that each wheel should theoretically output to achieve the target longitudinal driving force and target yaw moment under the current driver intention or autonomous driving command.

[0083] In this embodiment, the original required torque can be obtained based on the vehicle's accelerator pedal opening, steering wheel angle, vehicle speed, and other state parameters through upper-level kinematic calculations, or it can be obtained by directly receiving the torque request signal from the vehicle controller.

[0084] It is understood that the first drive wheel set and the second drive wheel set are abstract generalizations of the vehicle drive shaft. In practical applications, they can correspond to the front axle and rear axle of the vehicle, respectively, or to the left / right wheel set or other independent drive unit combinations. This application does not limit them in this regard.

[0085] In summary, this step, by obtaining the independent original torque requirements of each wheel, provides a data foundation for subsequent refined amplitude limiting and compensation for specific wheelsets.

[0086] Step 102: Based on the preset torque limit boundary, the original required torque of the first drive wheel set is limited to determine the torque gap of the first drive wheel set, and the torque gap is transferred to the second drive wheel set to update the target torque of the second drive wheel set.

[0087] It should be noted that the preset torque limit boundary refers to the real-time allowable output range determined by factors such as the physical characteristics of the motor itself, battery discharge power, tire adhesion limits, or thermal protection strategies. When the original torque demand of one or more wheels in the first drive wheel set exceeds this boundary, the system cuts it off to a safe range. The difference between the original demand and the actual allowable value after limiting is the torque gap.

[0088] This embodiment adopts a forward transfer method, which superimposes the drive and yaw requirements corresponding to the gap onto the second drive wheel set, rather than simply discarding or only passively reducing torque.

[0089] The core mechanism of this design lies in the fact that distributed drive vehicles have multi-actuator redundancy. When the first drive wheel set is limited by local conditions, such as low adhesion on one side or motor overheating, the second drive wheel set often still has remaining capacity. By actively transferring the gap, the system can maximize the use of the vehicle's redundant resources to maintain the achievement of the total drive and total yaw targets, avoiding the problem of linear degradation of vehicle performance caused by single-axle limitation in traditional unidirectional control methods.

[0090] Step 103: When there is still a remaining torque gap after the target torque of the second drive wheel set is limited, the remaining torque gap is transferred back to the first drive wheel set to determine the final target torque of the first drive wheel set and the second drive wheel set.

[0091] This step is the key closed loop of bidirectional iterative compensation. In step 102, after the second drive wheel set receives additional demand from the first drive wheel set, it may also reach its torque limit boundary, creating a new gap. If the process only remains at the unidirectional transfer stage at this point, this remaining gap will not be satisfied, resulting in the overall vehicle performance not reaching its optimal level.

[0092] Therefore, this embodiment introduces a reverse compensation method to transfer the remaining gap that the second drive wheel set cannot digest back to the first drive wheel set.

[0093] It should be noted that the replenishment at this time is not a simple numerical restoration, but a rebalancing after taking into account the current actual usable boundaries of both sides.

[0094] Through this bidirectional iteration, the system can repeatedly negotiate between the two drive wheel sets until it finds the globally optimal solution that satisfies their respective physical constraints, or until the gap converges to zero.

[0095] Compared to existing single-distribution or passive correction based on deviation triggering, this two-way closed-loop approach significantly improves the real-time performance and robustness of torque response, ensuring the maximum performance of the vehicle's dynamics under complex and extreme conditions.

[0096] Step 104: Determine the yaw torque limit value based on the multi-dimensional dynamic yaw constraint conditions, and correct the final target torque based on the yaw torque limit value to output the final output torque of each wheel.

[0097] After obtaining the final target torque that meets the driving requirements through the above two-way iteration, it is necessary to further verify its impact on the vehicle's lateral stability.

[0098] It should be noted that the yaw torque limit value in this embodiment is not a fixed constant, but is generated in real time based on multi-dimensional dynamic yaw constraint conditions.

[0099] The term "multi-dimensional" refers to the constraint's integration of information from multiple dimensions, including vehicle speed and gradient, road surface adhesion potential, and the physical limits under the current torque distribution ratio. The term "dynamic" means that the limit value is updated in real-time as these parameters change, rather than relying on a single calibrated threshold. For example, during low-speed, steep-gradient operations, the system may allow for greater yaw torque to assist steering; while during high-speed, flat-road driving, it automatically tightens the yaw limit to prevent instability.

[0100] By limiting the final target torque within the dynamically generated yaw torque limit value, the system effectively constructs a safety limit range that adapts to the operating conditions.

[0101] This approach effectively overcomes the shortcomings of traditional solutions where drive control and stability control are separated, enabling the vehicle to maintain a controllable and stable range while pursuing maximum driving force, thus achieving synergistic optimization of drive performance and driving safety.

[0102] It is understandable that although this embodiment describes the overall process of torque distribution in the order of steps 101 to 104, this is only a logical functional division. In actual engineering implementation, the above steps can be calculated in parallel within a control cycle or executed at different frequencies, as long as the core functions of bidirectional notch compensation and dynamic yaw constraint can be achieved.

[0103] Furthermore, this embodiment focuses on the functional description at the method level. The specific algebraic calculation of the torque gap, the definition of the transmission coefficient, and the specific lookup logic of the yaw constraint will be described in detail in subsequent embodiments with reference to the accompanying drawings.

[0104] In summary, the torque distribution method for distributed drive vehicles provided in this application acquires the original required torque of the first and second drive wheel sets and limits it. When a torque gap is detected in the first drive wheel set, the gap is actively transferred to the second drive wheel set. When the second drive wheel set still has a remaining gap due to limitations, the torque is further replenished to the first drive wheel set, achieving a bidirectional dynamic closed-loop transfer of inter-axle torque and ensuring that the total drive torque is not lost. Simultaneously, multi-dimensional dynamic yaw constraints are introduced to determine the yaw torque limit value, correcting the final target torque. This deeply couples drive capability recovery with yaw stability control, avoiding the drawbacks of sacrificing stability to maintain drive or vice versa, achieving an optimal balance between driveability and stability under all operating conditions.

[0105] Based on the first embodiment described above, this embodiment further details the specific implementation of bidirectional iterative torque compensation as a second embodiment.

[0106] As one implementation, transferring the torque shortfall to the second drive wheel set to update the target torque of the second drive wheel set includes:

[0107] The torque gap is determined based on the difference between the original required torque and the preset torque limit boundary. Under the premise of maintaining the global conservation of the total driving torque and total yaw torque of the distributed drive vehicle, the driving torque demand and yaw torque demand corresponding to the torque gap are superimposed on the original required torque of the second drive wheel set to obtain the updated required torque of the second drive wheel set. The updated required torque is limited based on the preset torque limit boundary to obtain the target torque of the second drive wheel set.

[0108] Specifically, the calculation basis for the torque gap is the original required torque minus the actual allowable output torque value after the amplitude limiting process. This difference accurately quantifies the power demand that the current drive wheel set cannot meet due to physical limitations.

[0109] During the transfer process, the system does not simply increase the torque value of the second drive wheel set, but strictly follows the vehicle dynamics balance equations, decomposing the gap into drive components and yaw components for separate compensation. This globally conserved transfer method ensures that regardless of how the torque is redistributed among the wheel sets, the sum of the longitudinal drive torque and the rotational torque around the Z-axis at the vehicle level remains constant. This avoids deviations in vehicle trajectory or loss of attitude caused by unilateral compensation, providing an accurate mathematical benchmark for subsequent closed-loop iterations.

[0110] To translate the aforementioned conservation transfer principle into an executable engineering algorithm, this application provides a specific algebraic implementation.

[0111] Specifically, the first drive wheel set includes a first wheel and a second wheel, and the second drive wheel set includes a third wheel and a fourth wheel. The original torque demand of the first drive wheel set is limited based on a preset torque limit boundary, including determining the limited output torque of the first and second wheels using the following formula:

[0112] ;

[0113] ;

[0114] in, , These are the original torque requirements for the first and second wheels, respectively. , These are the maximum allowable output torques for the first and second wheels, respectively. , These are the minimum allowable output torques for the first and second wheels, respectively. , These are the output torques of the first wheel and the second wheel, respectively.

[0115] The above formula uses The nested structure is essential for engineering purposes because it can simultaneously handle upper and lower limits, ensuring that the motor output torque is always kept within a safe operating window under any extreme conditions, preventing hardware damage caused by overcurrent, overheating, or reverse drag.

[0116] Based on this, the torque shortfall is transferred to the second drive wheel set to update the target torque of the second drive wheel set, including determining the target torque of the third and fourth wheels using the following formula:

[0117] ;

[0118] ;

[0119] in, For the target total drive torque, For the target total yaw torque, , These are the torque transmission coefficients for the first wheel and the second wheel, respectively. , These are the maximum allowable output torques for the third and fourth wheels, respectively. , These are the minimum allowable output torques for the third and fourth wheels, respectively. , The target torques for the third and fourth wheels are respectively. , These are the torque transmission coefficients for the third and fourth wheels, respectively.

[0120] It is understandable that the transmission coefficient in the formula to It is a constant calculated based on the geometric relationship between the wheelbase and track width of the distributed drive vehicle, rather than a variable parameter that changes with operating conditions. This setting ensures the structural stability of the control model, so that the torque distribution logic responds only to real-time torque demand and boundary conditions, and is not affected by transient changes in vehicle attitude.

[0121] From a physical perspective, the numerator of the above formula essentially constructs a system of decoupling equations:

[0122] This represents the remaining drive torque requirement after the first drive wheel set is limited. This represents the remaining yaw torque requirement after deducting the yaw torque already contributed by the first drive wheel set.

[0123] Through the transfer coefficient , By combining linear elements and normalizing the denominator, the system accurately maps the remaining demand in these two dimensions into the torque increments that the third and fourth wheels should each bear.

[0124] This algebraic structure is the optimal solution for achieving global conservation transfer. It not only satisfies the safety constraints of the motor itself, but also strictly follows the vehicle dynamics equilibrium equations, ensuring the numerical stability and physical reality of torque distribution under complex extreme conditions.

[0125] Similarly, when there is still a remaining torque gap after the second drive wheel set is subjected to amplitude limiting treatment, the process of transferring the remaining torque gap back to the first drive wheel set also adopts a symmetrical algebraic structure.

[0126] Specifically, this involves redetermining the final target torque for the first and second wheels using the following formula:

[0127] ;

[0128] ;

[0129] The backfilling formula is mathematically symmetrical to the aforementioned transfer formula, only the roles of the known quantity and the quantity to be determined are interchanged.

[0130] This symmetrical design not only simplifies code implementation and maintenance costs, but more importantly, it reflects the inherent consistency of the bidirectional iterative compensation method: whether the torque gap flows from the first drive wheel set to the second drive wheel set or flows back in the opposite direction, the conservation principle and decoupling logic it follows are exactly the same.

[0131] Through this rigorous two-way algebraic closed loop, the system can repeatedly negotiate between the two drive wheel sets until it finds the globally optimal solution that satisfies their respective physical constraints, thereby maximizing the power potential of the distributed drive vehicle.

[0132] Based on the first and second embodiments, this embodiment further details the specific implementation of the multi-dimensional dynamic yaw constraint as the third embodiment.

[0133] As one implementation method, the yaw torque limit value is determined based on multi-dimensional dynamic yaw constraint conditions, including:

[0134] The basic yaw torque threshold is obtained by looking up the current driving state parameters of the distributed drive vehicle. Based on the original demand torque and the torque distribution ratio of the first and second drive wheel sets, the limit yaw torque that a single wheel can generate is calculated. The smaller value between the basic yaw torque threshold and the limit yaw torque is determined as the yaw torque limit value. The actual yaw torque of the distributed drive vehicle is obtained, and the yaw torque limit value is corrected in a closed loop based on the amplitude and direction of the actual yaw torque to obtain the final yaw torque upper limit.

[0135] Specifically, the method for generating the yaw torque limit value is not to use a single fixed threshold or simple deviation feedback control, but to construct a three-layer constraint system that integrates working condition adaptability, physical limits and actual state feedback.

[0136] First, obtaining the basic yaw torque threshold relies on a two-dimensional lookup table of current driving state parameters.

[0137] In this embodiment, the current driving state parameters include vehicle speed and gradient. The physical basis for choosing these two dimensions as the lookup table index is that vehicle speed directly determines the vehicle's lateral stability margin, while gradient reflects the impact of longitudinal load transfer on tire lateral slip characteristics.

[0138] For example, in a specific implementation scenario, the lookup table matrix covers a vehicle speed range of 0 to 50 km / h and a gradient range of 0% to 30%. When the vehicle is in a low-speed, high-gradient condition, such as a speed of 5 km / h and a gradient of 25%, the system obtains a larger basic yaw torque threshold by looking up the table to allow the vehicle to generate sufficient yaw torque to assist steering or adjust its attitude. Conversely, when the vehicle is in a high-speed, flat condition, such as a speed of 40 km / h and a gradient of 0%, the threshold obtained from the lookup table is automatically tightened to prevent excessive yaw torque from causing sideslip or fishtailing.

[0139] This condition-based feedforward benchmark setting ensures that the yaw constraint is always matched to the vehicle's current dynamic environment.

[0140] Secondly, relying solely on the baseline threshold obtained from a lookup table is insufficient to handle all extreme situations, as the motor's torque output capability may far exceed the tire's current adhesion limit.

[0141] Therefore, this embodiment introduces a single-side wheel limit yaw torque calculated based on the original required torque according to the torque distribution ratio of the first and second drive wheel sets. This calculation logic aims to evaluate whether the theoretically maximum yaw moment that a single wheel can generate under the current torque distribution strategy exceeds a physically achievable or safe boundary.

[0142] By taking the smaller value between the basic yaw torque threshold and the ultimate yaw torque as the yaw torque limit, the system effectively performs a safety envelope screening: it excludes dangerous requests that exceed vehicle stability and also eliminates invalid requests that exceed the actuator's capabilities. This "smallest value" logic is one of the key features that distinguishes this solution from conventional PID control. It prevents the controller from issuing torque commands that are physically impossible or inevitably lead to instability, thereby improving the robustness and safety of the control system.

[0143] Furthermore, in order to overcome the lag in transient response caused by open-loop lookup table and physical limit calculation, this embodiment also introduces a closed-loop correction method based on the actual yaw state.

[0144] Specifically, this involves obtaining the actual yaw torque of the distributed drive vehicle, and performing a closed-loop correction on the yaw torque limit based on the amplitude and direction of the actual yaw torque to obtain the final upper limit of the yaw torque.

[0145] This correction process is not a simple addition or subtraction operation, but rather it is achieved by introducing the ratio of the actual yaw torque of the front axle to the actual yaw torque of the entire vehicle as a dynamic correction factor. This ratio reflects the actual contribution of the front axle to the yaw motion of the entire vehicle at the current moment, and can effectively identify whether the vehicle is in a critical state of understeer or oversteer. When the actual yaw response deviates from the expectation, this correction factor automatically adjusts the tightness of the yaw torque upper limit, thereby suppressing overshoot or oscillation of the yaw response without sacrificing driving performance.

[0146] In order to accurately implement the above-mentioned multi-dimensional dynamic yaw constraints to the torque output end of each wheel, this application provides a specific algebraic implementation.

[0147] The final target torque is corrected based on the yaw torque limit value, and the final output torque of each wheel is output, including determining the upper limit value of the final torque of each wheel to limit the final target torque using the following formula:

[0148] ;

[0149] ;

[0150] ;

[0151] ;

[0152] in, , , , These are the final torque limits for the first, second, third, and fourth wheels, respectively. The yaw torque limit value determined in the preceding steps, This represents the actual yaw torque of the first drive wheel assembly. This represents the actual yaw torque of a distributed drive vehicle. , , , These are the maximum torque limits for the first, second, third, and fourth wheels, respectively. , , , These are the torque transmission coefficients for the first, second, third, and fourth wheels, respectively.

[0153] From a physical perspective, the above set of formulas achieves a precise mapping of the yaw torque constraint at the vehicle level to the upper limit of the wheel-end torque.

[0154] In the numerator of the formula The term represents the effective yaw torque budget after closed-loop correction. This term dynamically scales with the actual yaw state, thus suppressing overshoot; subtracting the product of the other wheel's maximum torque limit and transmission coefficient, for example... This is to deduct the yaw contribution already occupied or potential from the wheel on the other side of the same axle, ensuring that the total yaw moment combined by both wheels does not exceed the safety boundary. The transfer coefficient in the denominator, for example... The yaw torque budget is then decoupled in reverse to the upper limit of the longitudinal drive torque allowed for that wheel.

[0155] Through this algebraic structure, the system can calculate in real time the upper limit of the independent torque of the four wheels in each control cycle, which satisfies the yaw stability requirements and takes into account the capabilities of each motor, and clamp the final target torque obtained by bidirectional iterative compensation in the second embodiment within this upper limit.

[0156] It is understandable that although this embodiment uses vehicle speed and slope as preferred examples of lookup table parameters, in other embodiments, other state parameters such as center of gravity sideslip angle and steering wheel angular rate can be introduced according to vehicle type and control requirements, as long as the core function of multi-dimensional dynamic yaw constraint can be achieved.

[0157] Based on the foregoing embodiments, this embodiment further details the specific implementation method for obtaining the original required torque of each wheel in the first and second drive wheel sets, as a fourth embodiment.

[0158] As one implementation method, obtaining the original required torque of each wheel in the first drive wheel set and the second drive wheel set includes:

[0159] Based on the vertical wheel loads of each wheel in the first and second drive wheel sets, the torque distribution ratio of the first drive wheel set is calculated. Based on the torque distribution ratio, the target total drive torque of the distributed drive vehicle, and the target total yaw torque, the original torque requirement of each wheel is determined using the following formula:

[0160] ;

[0161] ;

[0162] ;

[0163] ;

[0164] in, For torque distribution ratio, , These are the original torque requirements for the first and second wheels, respectively. , These are the original torque requirements for the third and fourth wheels, respectively. For the target total drive torque, For the target total yaw torque, , , , These are the torque transmission coefficients for the first, second, third, and fourth wheels, respectively.

[0165] Specifically, the above formulas construct an initial torque distribution model based on wheel load ratio. Unlike the fixed front-to-rear axle torque distribution ratio commonly found in existing technologies, such as 50:50 or 40:60, this embodiment introduces... The parameters are dynamic variables that reflect the longitudinal load distribution of the vehicle in real time.

[0166] The physical mechanism lies in the fact that the tire's adhesion limit is approximately proportional to the vertical load. When the vehicle is accelerating, braking, or on a slope, the inter-axle load undergoes a significant transfer. This is achieved by... As wheel load changes, the system can allocate more torque demand to the drive wheel set with greater current grip potential, thereby maximizing the overall vehicle's grip utilization from the source and reducing stability interventions triggered by premature saturation and slippage of one side of the wheel.

[0167] It is understood that although this embodiment uses wheel load as the preferred example for allocation, in other embodiments, the road surface adhesion coefficient estimate can also be used. Make corrections as long as adaptive allocation based on adhesion potential can be achieved.

[0168] Furthermore, regarding the torque distribution ratio This application provides several feasible implementation paths for the calculation and acquisition of key parameters.

[0169] As one implementation method, based on the vertical wheel load of each wheel in the first and second drive wheel sets, the torque distribution ratio of the first drive wheel set is calculated, including calculating the torque distribution ratio using the following formula:

[0170] ;

[0171] in, , The vertical loads on the first and second wheels are respectively. , The vertical loads on the third and fourth wheels are respectively.

[0172] This formula directly maps the ratio of the total load of the first drive wheel set (i.e., the first wheel and the second wheel) to the total load of the vehicle into a torque distribution weight, which is simple to calculate and has a clear physical meaning.

[0173] Regarding the source of the vertical load on the wheel, this embodiment supports two parallel technical paths to adapt to different hardware configurations.

[0174] The first approach is to use sensor measurements, that is, to directly measure the static values ​​of the vehicle when it is stationary or quasi-static by force sensors installed in the suspension system or wheel hubs.

[0175] This method offers high precision and low latency, making it suitable for vehicles equipped with high-precision load sensors.

[0176] The second approach is based on dynamic estimation values ​​obtained from dynamic estimation of the vehicle suspension status. This involves using signals from suspension displacement sensors, accelerometers, and other sources, combined with the vehicle dynamics model, to calculate the vertical load on each wheel in real time.

[0177] This approach requires no additional expensive sensors, can adapt to the dynamic transfer of loads during vehicle operation, and is suitable for most mass-produced distributed drive vehicles.

[0178] This application explicitly covers the two methods of obtaining the data mentioned above. Regardless of the approach used, as long as the numerical value representing the current wheel load state can be obtained, it is acceptable. All calculations fall within the scope of protection of this application.

[0179] In addition, the torque transmission coefficient in the formula to It is a constant calculated based on the geometric relationship between the wheelbase and track width of a distributed drive vehicle.

[0180] This means that these coefficients are determined solely by the dimensions of the vehicle's chassis hardpoints, and remain constant once the vehicle is manufactured, regardless of operating conditions such as vehicle speed, load, or driving mode. Setting the transfer coefficients as geometric constants rather than variable parameters not only simplifies the real-time computational burden on the onboard controller but, more importantly, ensures the structural stability of the torque decoupling equation. This ensures that the initial allocation result responds only to real-time torque demand and load conditions, avoiding distortion of the allocation reference due to parameter drift.

[0181] It is important to emphasize that the initial torque distribution process described in this embodiment only provides a reasonable starting point for the subsequent bidirectional iterative compensation, and is not the final output torque of each wheel.

[0182] In actual operation, due to factors such as motor physical boundaries, thermal protection, or sudden changes in road surface adhesion, the values ​​calculated based on the above formula... , , and It is often impossible to fully implement.

[0183] At this point, the system will automatically enter the bidirectional iterative gap compensation process described in the first to third embodiments above, and perform amplitude limiting, transfer and replenishment correction on the initial allocation value.

[0184] Therefore, the initial allocation method and the subsequent closed-loop compensation method in this embodiment constitute a complete technical system of open-loop reference plus closed-loop correction. The former ensures optimal attachment utilization under steady-state conditions, while the latter guarantees performance protection and stability under transient and constrained conditions.

[0185] Based on the aforementioned embodiments, this embodiment takes a typical working condition of a distributed drive loader in the loading process as an example to further illustrate the application process and technical effects of the above torque distribution method in actual engineering scenarios.

[0186] It is understood that although this embodiment uses a loader as the specific application object, the torque distribution method provided in this application is also applicable to other types of distributed drive vehicles, such as mining trucks, agricultural tractors or off-road passenger vehicles, as long as they have multiple independently controllable drive wheel sets.

[0187] Specifically, the following work scenario is set:

[0188] A four-wheel drive loader is performing loading operations on a 20% slope, currently traveling at 5 km / h and fully loaded. The vehicle controller calculates the target total drive torque based on the accelerator pedal position and load conditions. The target total yaw torque is 2000 Nm. The value is 0 Nm, which means the desired straight-line travel is expected.

[0189] Based on the wheel load distribution method described in the fourth embodiment, due to the rearward shift of the center of gravity caused by a fully loaded uphill climb, the system calculates the torque distribution ratio of the first drive wheel set, i.e., the front axle. The first drive wheel set has a torque distribution of 0.4, while the second drive wheel set, i.e., the rear axle, has a torque distribution of 0.6. Based on this, the original torque requirements for each wheel are calculated as follows: the first and second wheels, i.e., the left and right wheels of the front axle, are both 400 Nm, and the third and fourth wheels, i.e., the left and right wheels of the rear axle, are both 600 Nm.

[0190] In this scenario, when the loader's front wheels contact the hard rock material in the bucket, the first drive wheel set tends to slip due to a sudden change in the ground adhesion limit. The motor controller then reports the maximum allowable output torque. and All are limited to 250 Nm.

[0191] At this point, the system executes the bidirectional iterative compensation method described in the second embodiment.

[0192] First, the original required torque of the first drive wheel assembly is limited, and the actual output torque of the first and second wheels is... , All are clamped at 250 Nm. The resulting torque gap in a single wheel is The total torque gap of the first drive wheel set is 300 Nm.

[0193] This gap was not discarded; instead, based on the principle of global conservation, its corresponding drive torque demand was superimposed with the yaw torque demand and transferred to the second drive wheel set. Calculations show that the updated second drive wheel set requires significantly more torque to compensate for the power loss from the front axle. Assuming the second drive wheel set is not currently touching the physical boundary, it can fully absorb this gap, maintaining the total drive torque output of the entire vehicle at a level close to 2000 Nm. This ensures that the loading operation is not interrupted due to momentary front wheel slippage, demonstrating the safety net effect of the two-way compensation method on drive performance.

[0194] Furthermore, during the torque transfer process described above, if the vehicle experiences unexpected yaw motion due to uneven road surface adhesion, multi-dimensional dynamic yaw constraint will intervene immediately to prevent the vehicle from fishtailing and becoming unstable.

[0195] For example, when the sensor detects the vehicle's actual yaw torque When the deviation from the target value occurs, the system first looks up the basic yaw torque threshold based on the current driving state parameters. Under the conditions set in this embodiment, namely a vehicle speed of 5 km / h and a gradient of 20%, the system queries the preset two-dimensional calibration matrix of vehicle speed and gradient.

[0196] As a specific implementation method, some numerical examples of the calibration matrix are as follows:

[0197] When the vehicle speed is in the range of 0-10km / h and the gradient is in the range of 15%-25%, the basic yaw torque threshold is set to 800Nm to adapt to the greater steering assistance requirements during low-speed heavy-load operations; when the vehicle speed is in the range of 30-40km / h and the gradient is in the range of 0%-5%, the basic yaw torque threshold is tightened to 300Nm to strictly limit the yaw response amplitude when driving on high-speed flat roads; when the vehicle speed is in the range of 10-30km / h and the gradient is in the range of 5%-15%, the threshold is linearly interpolated between 400Nm and 700Nm.

[0198] This refined parameter calibration ensures that the yaw constraint matches the vehicle's actual stability margin at different operating stages.

[0199] Subsequently, the system compares the base yaw torque threshold obtained from the lookup table with the single-wheel limit yaw torque calculated based on the current torque distribution ratio, and takes the smaller value as the yaw torque limit. .

[0200] Assuming that under the current operating conditions, the calculated limiting yaw torque is 900 Nm, while the table lookup value is 800 Nm, then the final determined value is... It is 800 Nm.

[0201] Next, using the closed-loop correction formula described in the third embodiment, the actual yaw torque of the first drive wheel set is introduced. With respect to the actual yaw torque of the whole vehicle The ratio of Dynamic scaling is performed to obtain the final upper limit of yaw torque.

[0202] This upper limit is inversely mapped to the final torque upper limit for each wheel. to Furthermore, a second amplitude limit is applied to the final target torque obtained from the aforementioned bidirectional iterative compensation.

[0203] Through this process, even though the rear axle torque has been significantly increased to compensate for the front axle gap, the system can still ensure that the total yaw moment after synthesis does not exceed the safety boundary of 800 Nm, effectively avoiding the risk of yaw instability induced by overcompensation of drive torque.

[0204] The numerical demonstrations of the specific application scenarios above show that the torque distribution method provided in this application successfully achieves a dynamic balance between maintaining drive capability and ensuring yaw stability under the extreme working condition of loader loading operations.

[0205] Compared to traditional solutions that suffer from a significant reduction in torque and decreased operational efficiency when the front wheels slip, or the problem of blindly compensating for rear axle torque leading to rear-end skidding, the bidirectional iterative compensation and multi-dimensional dynamic yaw constraint working collaborative mode demonstrated in this embodiment not only maximizes the use of redundant power resources of the distributed drive system, but also ensures the controllability of the vehicle in complex mechanical environments through refined parameter calibration and closed-loop correction, fully verifying the engineering practical value and high level of creativity of this technical solution.

[0206] This application also provides a torque distribution device for use in distributed drive vehicles.

[0207] The torque distribution device includes at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the torque distribution method described in any one of the first to fourth embodiments.

[0208] Specifically, this torque distribution device constitutes the physical computing power carrier for realizing bidirectional iterative gap compensation and multi-dimensional dynamic yaw constraint.

[0209] The processor can be any processing unit with real-time computing capabilities, such as a microcontroller unit (MCU), digital signal processor (DSP), field-programmable gate array (FPGA), or system on a chip (SoC). Its selection depends on the complexity of the control algorithm and the real-time requirements of the vehicle.

[0210] The memory includes high-speed random access memory (RAM) and non-volatile memory, such as Flash and EEPROM, which are used to store intermediate variables during operation, such as real-time torque gaps of each wheel and yaw correction factors, and persistent control programs and calibration parameter tables, such as vehicle speed and gradient yaw threshold matrices.

[0211] When the processor calls and executes the computer program in memory, it instantiates the aforementioned series of methods and steps at the hardware level, such as obtaining the original required torque, bidirectional transfer gap, and dynamic yaw limit. This physical device design based on a general-purpose processor architecture ensures that the control strategy can be transformed from purely theoretical derivation into a deployable and verifiable engineering product, while also providing clear objective evidence for subsequent rights protection against the controller hardware itself.

[0212] This application also provides a distributed drive vehicle. The distributed drive vehicle includes a vehicle body; a distributed drive system including a plurality of independently driven wheels disposed on the vehicle body; and a torque distribution device as described above, which is communicatively connected to the distributed drive system for distributing torque to each wheel.

[0213] For example, see Figure 2 The present application provides an example diagram of the torque distribution of a distributed drive vehicle across four wheels.

[0214] like Figure 2 As shown in the figure, this diagram illustrates a typical four-wheel independent drive layout for a distributed drive vehicle. The four wheels located at the front left, front right, rear left, and rear right of the vehicle are labeled T1, T4, T2, and T3, respectively. Each wheel is directly driven by an independent drive motor or driven through a reduction mechanism, eliminating the traditional mechanical coupling between the central differential and the drive shaft.

[0215] Torque distribution devices are typically integrated into the vehicle control unit (VCU) or a separate chassis domain controller, and establish bidirectional data links with the motor controllers (MCUs) at each wheel via onboard communication networks such as CAN bus, FlexRay, or Ethernet.

[0216] During operation, the torque distribution device collects the speed, load and driver intention signals of each wheel in real time, calculates the target torque command that meets the requirements of global conservation and yaw stability through internal algorithms, and sends it to each wheel for execution through the communication link.

[0217] Understandably, although Figure 2 The four-wheel rectangular layout is illustrated as an example, but in other embodiments, the distributed drive vehicle may also adopt a six-wheel, eight-wheel or other asymmetrical wheel layout. As long as each drive wheel has an independent and controllable torque output capability and is controlled by the same torque distribution logic, it falls within the scope of the distributed drive vehicle protected by this application.

[0218] By deeply embedding the torque distribution device into the vehicle's electronic and electrical architecture, this embodiment achieves a complete closed loop from the algorithm layer to the execution layer, enabling the vehicle to have the ability to respond in real time to bidirectional iterative compensation and dynamic yaw constraint at the physical level, which significantly improves driving efficiency and driving safety under extreme conditions.

[0219] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method described in any one of the first to fourth embodiments.

[0220] Specifically, the computer-readable storage medium refers to any non-transient physical medium capable of persistently storing data and being read by a computer system, including but not limited to read-only memory (ROM), random access memory (RAM), flash memory, disks, optical disks, and solid-state drives, but excluding transiently propagating signals or carrier waves. This storage medium can be delivered as a software product, pre-installed in the vehicle's controller at the factory, or used as a data packet carrier for subsequent OTA (Over-The-Air) remote upgrades. When the computer program stored in this medium is loaded onto the processor and executed, the general-purpose computing device is transformed into a dedicated torque distribution controller, thereby replicating all the technical effects of the aforementioned method embodiments. This object of protection covers various commercial application scenarios such as software distribution, version management, and offline calibration, ensuring that regardless of whether infringement occurs during hardware manufacturing or software updates, there is a corresponding legal basis for regulation.

[0221] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0222] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0223] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0224] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0225] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A torque distribution method for a distributed drive vehicle, the distributed drive vehicle comprising a first drive wheel set and a second drive wheel set, characterized in that, The method includes: Obtain the original required torque of each wheel in the first drive wheel set and the second drive wheel set; The original required torque of the first drive wheel set is limited based on a preset torque limit boundary to determine the torque gap of the first drive wheel set, and the torque gap is transferred to the second drive wheel set to update the target torque of the second drive wheel set. When there is still a remaining torque gap after the target torque of the second drive wheel set is limited, the remaining torque gap is transferred back to the first drive wheel set to determine the final target torque of the first drive wheel set and the second drive wheel set. The yaw torque limit value is determined based on the multi-dimensional dynamic yaw constraint conditions, and the final target torque is corrected based on the yaw torque limit value to output the final output torque of each wheel.

2. The torque distribution method for a distributed drive vehicle according to claim 1, characterized in that, The step of transferring the torque gap to the second drive wheel set to update the target torque of the second drive wheel set includes: The torque gap is determined based on the difference between the original required torque and the preset torque limit boundary; While maintaining the global conservation of the total driving torque and total yaw torque of the distributed drive vehicle, the driving torque demand and yaw torque demand corresponding to the torque gap are superimposed on the original demand torque of the second drive wheel set to obtain the updated demand torque of the second drive wheel set. The updated required torque is limited based on the preset torque limit boundary to obtain the target torque of the second drive wheel set.

3. The torque distribution method for a distributed drive vehicle according to claim 2, characterized in that, The first drive wheel assembly includes a first wheel and a second wheel, and the second drive wheel assembly includes a third wheel and a fourth wheel; The process of limiting the original torque demand of the first drive wheel assembly based on a preset torque limit boundary includes: The output torque of the first and second wheels after amplitude limiting is determined by the following formula: ； ； The step of transferring the torque gap to the second drive wheel set to update the target torque of the second drive wheel set includes: The target torques of the third and fourth wheels are determined using the following formula: ； ； The step of transferring the remaining torque gap back to the first drive wheel set includes: The final target torque for the first and second wheels is redefined using the following formula: ； ； in, , These are the original torque requirements for the first wheel and the second wheel, respectively. , These are the maximum allowable output torques for the first wheel and the second wheel, respectively. , These are the minimum allowable output torques for the first wheel and the second wheel, respectively. , These are the output torques of the first wheel and the second wheel, respectively. The target total driving torque, The target total yaw torque, , These are the torque transmission coefficients for the first wheel and the second wheel, respectively. , These are the maximum allowable output torques for the third and fourth wheels, respectively. , These are the minimum allowable output torques for the third and fourth wheels, respectively. , The target torques for the third wheel and the fourth wheel are respectively. , These are the torque transmission coefficients for the third wheel and the fourth wheel, respectively.

4. The torque distribution method for a distributed drive vehicle according to claim 1, characterized in that, The determination of the yaw torque limit value based on multi-dimensional dynamic yaw constraint conditions includes: The basic yaw torque threshold is obtained by looking up a table based on the current driving state parameters of the distributed drive vehicle. Based on the original required torque and the torque distribution ratio of the first drive wheel set and the second drive wheel set, calculate the maximum yaw torque that a single wheel can generate. The smaller value between the basic yaw torque threshold and the ultimate yaw torque is determined as the yaw torque limit value; The actual yaw torque of the distributed drive vehicle is obtained, and the yaw torque limit value is corrected in a closed loop based on the amplitude and direction of the actual yaw torque to obtain the final upper limit of yaw torque.

5. The torque distribution method for a distributed drive vehicle according to claim 4, characterized in that, The current driving status parameters include vehicle speed and gradient; The step of correcting the final target torque based on the yaw torque limit value and outputting the final output torque for each wheel includes: The final torque ceiling for each wheel is determined using the following formula to limit the final target torque: ； ； ； ； in, , , , These are the final torque upper limits for the first wheel, the second wheel, the third wheel, and the fourth wheel, respectively. The yaw torque limit value is... This represents the actual yaw torque of the first drive wheel assembly. This refers to the actual yaw torque of the distributed drive vehicle. , , , The maximum torque limits for the bodies of the first wheel, the second wheel, the third wheel, and the fourth wheel are respectively. , , , These are the torque transmission coefficients for the first wheel, the second wheel, the third wheel, and the fourth wheel, respectively.

6. The torque distribution method for a distributed drive vehicle according to claim 1, characterized in that, The step of obtaining the original required torque of each wheel in the first drive wheel set and the second drive wheel set includes: Based on the vertical wheel load of each wheel in the first drive wheel set and the second drive wheel set, calculate the torque distribution ratio of the first drive wheel set; Based on the torque distribution ratio, the target total drive torque of the distributed drive vehicle, and the target total yaw torque, the original torque requirement for each wheel is determined using the following formula: ； ； ； ； in, The torque distribution ratio, , These are the original torque requirements for the first wheel and the second wheel, respectively. , These are the original torque requirements for the third wheel and the fourth wheel, respectively. The target total driving torque, The target total yaw torque, , , , These are the torque transmission coefficients for the first wheel, the second wheel, the third wheel, and the fourth wheel, respectively.

7. The torque distribution method for a distributed drive vehicle according to claim 6, characterized in that, The calculation of the torque distribution ratio of the first drive wheel set based on the vertical wheel load of each wheel in the first and second drive wheel sets includes: The torque distribution ratio is calculated using the following formula: ； in, , These are the vertical wheel loads of the first wheel and the second wheel, respectively. , The vertical wheel loads of the third wheel and the fourth wheel are respectively; The vertical load on the wheel is a static measurement value when the vehicle is stationary, or a dynamic estimate obtained based on the dynamic estimation of the vehicle's suspension status. The torque transmission coefficient is calculated based on the geometric relationship between the track width and wheelbase of the distributed drive vehicle.

8. A torque distribution device for a distributed drive vehicle, applied to a distributed drive vehicle, characterized in that, The device includes: At least one processor; and, A memory that is communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform the torque distribution method for the distributed drive vehicle according to any one of claims 1 to 7.

9. A distributed drive vehicle, characterized in that, include: Vehicle body; A distributed drive system, comprising multiple independently driven wheels mounted on the vehicle body; as well as, The torque distribution device for a distributed drive vehicle as described in claim 8, wherein the torque distribution device is communicatively connected to the distributed drive system and is used to distribute torque to each of the wheels.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the torque distribution method for a distributed drive vehicle as described in any one of claims 1 to 7.

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