Vehicle having a torque control system and method

Abstract

The invention relates to a vehicle comprising a torque control system (1) for variable torque distribution, wherein the vehicle has a first wheel axle with first wheels that can be controlled separately by a first adjustable electric motor and a second wheel axle with second wheels that can be controlled separately by a second adjustable electric motor, wherein the vehicle has actuators and sensors, wherein the torque control system (1) has a torque control architecture (3), wherein the torque control architecture (3) has several subsystems which host different modules, wherein the modules access each other, and a method.

Description

[0001] The invention relates to a vehicle comprising a torque control system for variable torque distribution, wherein the vehicle has a first wheel axle with first wheels that can be controlled separately by a first adjustable electric motor and a second wheel axle with second wheels that can be controlled separately by a second adjustable electric motor, wherein the vehicle has actuators and sensors, wherein the torque control system has a torque control architecture, and a method.

[0002] Conventional electric vehicles typically consist of only one electric drive per axle and a differential to distribute torque, which can also compensate for different wheel speeds when cornering. Furthermore, in electric vehicles with two driven axles, the ratio of torque applied between the front and rear axles can be varied.

[0003] By specifying a torque distribution ratio, the driving behavior of a vehicle can be significantly influenced.

[0004] EP 1462292 A2 discloses a control system for variable torque distribution for a vehicle that is at least partially four-wheel driven, with a first adjustable longitudinal lock assigned to the front axle and a second adjustable longitudinal lock assigned to the rear axle, wherein a drive unit engages to transmit the drive torque between the two longitudinal locks and wherein the longitudinal locks can be controlled by means of an electronic control unit, with a control unit from which the torque distribution can be made independently of road friction coefficient and tire slip via the control of the longitudinal locks.

[0005] DE 10 2021118503 A1 discloses a vehicle comprising: an axle including a left and a right wheel; a steering wheel; a left and a right input operable by a driver, which can be operated to request a torque distribution on the left side and the right side respectively;and a control system programmed to: in response to the steering wheel being turned to the left and a driver requesting torque distribution on the left side via the left input, calculate a first torque difference between the left and right wheels based on a steering angle, accelerator pedal position, vehicle speed, and yaw rate, and command torque to the left and right wheels based on the first torque difference; and in response to the steering wheel being turned to the right and the driver requesting torque distribution on the right side via the right input, calculate a second torque difference between the left and right wheels based on a steering angle, accelerator pedal position, vehicle speed, and yaw rate, and command torque to the left and right wheels based on the second torque difference.

[0006] One object of the invention is to provide a vehicle with an improved torque control system and a method.

[0007] The problem is solved by a vehicle with a torque control system having the features of claim 1 and a method having the features of claim 12. Advantageous embodiments of the invention are the subject of the dependent claims.

[0008] The problem is solved by a vehicle comprising a torque control system for variable torque distribution, wherein the vehicle has a first wheel axle with first wheels separately controllable by a first adjustable electric motor and a second wheel axle with second wheels separately controllable by a second adjustable electric motor, wherein the vehicle has actuators and sensors, wherein the torque control system has a torque control architecture, wherein the torque control architecture has a first subsystem with an input data module for receiving and recognizing driver inputs, wherein the driver inputs include at least an ignition input as input to an ignition system, as well as an activation input as input to an activation input device as an activation request for the torque control system, and furthermore an acceleration input as information about a desired target acceleration.and wherein the input data module is trained to generate an ignition signal, an activation request signal and an acceleration signal based on the received driver inputs, a third subsystem with a motion module designed to acquire, using suitable sensors, vehicle speed and wheel data, which includes the complete wheel-related data required to calculate an anti-lock braking force, each as a signal; a seventh subsystem with a management module designed to receive the activation request signal and designed to generate an activation signal based on the received signal, which causes further modules to be activated in a predetermined sequence; a fourth subsystem comprising a motion planning module for receiving the activation signal generated by the management module, as well as the speed and wheel data detected by the motion module and the acceleration signal generated by the input data module, and wherein the motion planning module is configured to generate torque data as a planned torque with respect to a future movement based on the received signals and to generate a torque data signal which carries the torque data as a signal, a fifth subsystem comprising an actuator module for receiving the torque data signal as well as the speed and wheel data from the motion module and a trajectory signal which includes the trajectory with respect to a future movement, wherein the actuator module is configured to generate a respective setting signal as the desired torque by distributing the torque among the individual electric motors, wherein the respective setting signal causes the required actuators to be set to implement the desired torque, and wherein the actuator module is configured to transmit the respective setting signal to a conversion module for executing the distributed torque as a force application by the respective actuators on the respective wheel axle.

[0009] Modules can be implemented as software that performs a specific function, or as hardware, for example, a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0010] The individual subsystems can serve as hosts for the corresponding modules; the subsystems can be executed in ascending order. If no value generated by another subsystem exists, a temporary default value can be used.

[0011] In this process, one signal can be received and others requested. According to the invention, the individual subsystems access all other subsystems directly or indirectly, processing the outputs or providing input signals. The management module manages the overall system behavior of the architecture, i.e., which behavior, for example, which actuators / sensors in the modules are activated by executing the modules in a specific sequence and under which conditions and circumstances this occurs.

[0012] With two electric motors, for example one for the front and one for the rear axle, the torque of the front and rear axles can be controlled separately. This allows for an electric all-wheel drive system. When the vehicle is in operation, the torque generated by the engine is distributed evenly or differently between the two electric motors that drive the wheels. One electric motor is therefore mounted on the front axle and the other on the rear axle. The vehicle can be a car, truck, or any other vehicle equipped with one or more electric motors.

[0013] The torque control system interacts with the driver and the infrastructure. The driver sends and receives information (physical or digital) to and from the torque control system, which then transmits the longitudinal dynamics as acceleration through the two electric motors on the front and rear axles, and thus to the wheels on the road.

[0014] For the torque control system to be activated, it receives the ignition input, the request to activate the torque control system, and the accelerator pedal input from the driver. The torque control system, with its torque control architecture, then distributes the acceleration torque to the two electric motors.

[0015] The torque control system according to the invention ensures compliance with the guidelines for model-based systems engineering (MBSE). Furthermore, the torque control system is guaranteed to be warning-free and error-free. In addition, it is simulable, which has the advantage of guaranteeing the flawless execution of the logical sequence and the absence of deadlocks (closed loops).

[0016] The torque control system according to the invention is also characterized by a reduction in costs and risks, as well as a generalization of requirements, standardization of the system description, optimization of development effort, increased product quality, and a shorter time-to-market. It also facilitates the compatibility of products with one another through the standardization of interfaces. Such a torque control system enables a shared understanding with customers to facilitate agreements and serves as a basis for SoTIF analysis (Safety of Intended Functionality).

[0017] The torque control system according to the invention, through its architecture, incorporates all necessary inputs and outputs required to maintain a suitable torque distribution. Furthermore, this torque control architecture is logic-controlled with the aid of key decision nodes and control flows.

[0018] According to the invention, an input data module is provided for receiving and recognizing driver inputs, wherein the driver inputs include at least one ignition input as input to an ignition system. The ignition input can be the actual starting process, as well as unlocking / opening the vehicle, etc. Based on this, the input data module generates an ignition signal as a converted digital signal that describes the selected ignition input, for example, unlocking, accessory activation, or operation / starting of the vehicle.

[0019] Similarly, an activation input can be provided as an activation request for the torque control system, which is converted into a digital activation request signal. Likewise, an acceleration input is provided as information about a desired target acceleration, which is converted into an acceleration signal.

[0020] A motion module is also included for recording the vehicle's speed, as well as wheel data, which includes all wheel-related data required to calculate the anti-lock braking force, each as a signal. This can be done with suitable sensors.

[0021] There is also a management module that is designed to generate an activation signal, which causes further modules to be activated in a predetermined sequence.

[0022] The management module manages the entire system behavior of the architecture, i.e., which behaviors occur in which sequence and under which conditions and circumstances. The management module is designed to detect the technical status of required sensors and / or actuators, at least with regard to functional safety, reliability, and / or availability. The management module generates the activation signal, which carries this information and is forwarded to the corresponding modules. This ensures that the sequence of signals and the individual modules / functions to be addressed are known.

[0023] Furthermore, the motion planning module is available for generating torque data as planned torque with regard to a future movement based on the received signals and for generating the torque data signal, which carries the torque data as a signal.

[0024] Furthermore, the actuator module is present. This module receives the torque data signal from the motion plan module, as well as the speed and wheel data from the motion module, and a future trajectory. Based on this information, the actuator module generates a setting signal representing the desired torque for the vehicle's actuators and control systems to achieve the desired target acceleration / torque. This means that the actuator module calculates the force required by the motion actuators by converting the target acceleration signal into a corresponding actuator request and sends this as a setting signal to the motion actuators. The actuator module then distributes the desired torque among the individual motors or the actuators of the electric motors.The actuator module delivers the torque to the respective wheels based on the torque requirement of the respective wheels via the electric motors.

[0025] In a further development, a sixth subsystem is provided, which includes the conversion module for converting the received setting signal, based on a received high-voltage voltage, using the necessary actuators to achieve the desired distributed torque at each of the wheel axles. This can, for example, include a control module / SOC (System on Chip) which is arranged at the respective actuators.

[0026] Furthermore, the sixth subsystem may contain a feedback module to generate feedback on the actual torque applied by the respective actuators and to transmit this feedback to the actuator module. The actuator module is then configured to take this feedback into account when recalculating the respective setting signal. This allows for the correction of the actual acceleration, if necessary.

[0027] In further training, the management module is trained to record a technical status of required sensors and / or actuators, at least with regard to functional safety and / or reliability and / or availability, and furthermore to generate a warning in case of detected malfunction with regard to the execution of the torque control system in relation to the recorded status of the actuators and / or sensors.

[0028] Furthermore, the management module can be configured to generate information as a vehicle status report signal about various vehicle states, whereby the information includes at least a distribution of torque between the two electric motors. The information can also include messages / information about faulty sensors / actuators.

[0029] In a further configuration, the first subsystem includes an output module designed to output the vehicle status report signal and / or the status as an information signal. This output module can, for example, be configured as a display to output or show the information.

[0030] In a further embodiment, the second subsystem has an energy module which is designed at least to receive the activation signal, and is also designed to provide electrical energy based on this, at least for required sensors and actuators requested by the management module, and to generate an electrical energy signal which carries the electrical energy as low-voltage or high-voltage voltage.

[0031] In a further embodiment, an eighth subsystem is provided, which includes a target trajectory module designed to plan the required trajectory for the vehicle in the longitudinal and lateral directions and to generate a trajectory signal based on this. Appropriate environmental sensors and software can be used for this purpose.

[0032] In a further development, the first steerable wheel axle is designed as a front wheel axle and the second wheel axle as a rear wheel axle.

[0033] In particular, the vehicle is designed to allow separate control of each of the wheels.

[0034] Furthermore, the task is solved by a method for variable torque distribution through a torque control system with a torque control architecture in a vehicle comprising the following steps: - Provide at least one first wheel axle with first wheels, separately controllable by a first adjustable electric motor, and a second wheel axle with second wheels, separately controllable by a second adjustable electric motor, as well as actuators and sensors. - Providing an input data module in a first subsystem for receiving and recognizing driver inputs, wherein the driver inputs comprise at least an ignition input as input to an ignition system, and furthermore an activation as input to an activation input device as an activation request for the torque control system, and furthermore an acceleration input as information about a desired target acceleration, and wherein the input data module is configured to generate an ignition signal, an activation request signal and an acceleration signal based on the received driver inputs, - Providing a motion module in a third subsystem, which is designed to detect, using suitable sensors, the speed of the vehicle and wheel data, which include the complete wheel-related data required to calculate an anti-lock braking force, each as a signal, - Providing a management module in a seventh subsystem to receive the activation request signal, which generates an activation signal based on the received signal, causing the activation of further modules in a predefined sequence, - Providing a motion planning module in a fourth subsystem for receiving the activation signal generated by the management module, as well as the velocity and wheel data detected by the motion module and the acceleration signal generated by the input data module, wherein the motion planning module accomplishes the generation of torque data as planned torque with respect to a future movement based on the received signals and the generation of a torque data signal which carries the torque data as a signal, - Providing an actuator module in a fifth subsystem for receiving the torque data signal as well as the speed and wheel data from the motion module and a trajectory signal which includes the trajectory with respect to a future movement, wherein the actuator module generates a respective setting signal as desired torque by distributing the torque among the individual

[0035] electric motors are used, whereby the respective setting signal causes the required actuators to be set to implement the desired torque, and the actuator module is responsible for transmitting the respective setting signal to a conversion module to execute the distributed torque as force from the respective actuators on the respective wheel axle.

[0036] The advantages of the torque control system can be transferred to the method. In particular, the method according to the invention can be carried out on the torque control system.

[0037] The vehicle / sensors / actuators can also exist in virtual form, as can the torque control system as a simulation.

[0038] In particular, a seventh subsystem is provided, which includes the conversion module for converting the received setting signal, based on a received high-voltage voltage, using the necessary actuators to achieve the desired distributed torque at each of the wheel axles. The conversion module may include a controller / control device for actuating the actuators.

[0039] Furthermore, a feedback module can be provided in the seventh subsystem to generate feedback, i.e., feedback on the actual torque applied by the respective actuators to the actuator module, and the actuator module takes the feedback into account when recalculating the respective setting signal.

[0040] Further training may include a start module designed to receive physical driver input and forward it to the input data module. This start module can incorporate multiple input devices, such as an accelerator pedal for setting the desired acceleration. It can also include automatic acceleration input, for example, during platooning. Furthermore, activation options include manual haptic input, such as pressing a switch, or voice-activated acoustic input.

[0041] The starting module can also include an ignition input device, for example as a starting system for starting the vehicle.

[0042] Further features and advantages of the present invention will become apparent from the following description with reference to the accompanying figures. These show: Fig. 1: a torque control system for a vehicle with a torque control architecture, Fig. 2: a vehicle with such a torque control system.

[0043] Fig. Figure 1 shows a torque control system with a torque control architecture for activating and executing a torque distribution in a vehicle.

[0044] The vehicle features one electric drive (electric motor) per axle. One electric motor is mounted on the front axle and the other on the rear axle. These two motors allow for independent torque control of the front and rear axles, thus enabling electric all-wheel drive. When the vehicle is in operation, the torque generated by the motor is distributed evenly or unevenly between the two electric motors that drive the wheels.

[0045] For this purpose, the vehicle has a torque control system 1 with a torque control architecture 3 for activating and executing the torque distribution.

[0046] The torque control architecture 3 has several modules, which are arranged in subsystems C1 to C8.

[0047] These modules can be implemented as software that performs the corresponding function, or as hardware, for example, a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0048] The individual subsystems C1 to C8 can serve as hosts for the corresponding modules; the subsystems C1 to C8 can be executed in ascending order. If no value generated by another subsystem C1 to C8 exists, a temporary default value can be used.

[0049] In this process, one signal can be received and others can be requested. According to the invention, the individual subsystems C1 to C8 access all other subsystems C1 to C8 directly or indirectly and thus process the outputs or provide input signals.

[0050] In order for the torque control system 1 to be activated, it must receive the ignition input, the request to activate the torque control system 1 and the pedal input as accelerator pedal input from the driver.

[0051] The torque control system 1 then distributes the acceleration torque to the two electric motors.

[0052] The torque control system 1 comprises a first subsystem C1 (driver interface), which includes an input data module EM for receiving driver inputs. The input data module EM generates digital signals based on these driver inputs.

[0053] The driver inputs include information about the ignition input. This can be the actual starting process, as well as unlocking / opening the vehicle, etc. Based on this, the input data module EM generates an ignition signal (Ignition Input) as a converted digital signal that describes the selected ignition input, for example, unlocking, accessory activation, or vehicle operation / starting.

[0054] Furthermore, the driver inputs include an activation request for the torque control system 1, for example, by manually pressing a switch / button. Other activation methods are also conceivable, such as illuminating a corresponding switch. Based on this, the input data module EM is configured to generate a digital activation request signal (Scenario Activation Request), which requests activation of the torque control system 1.

[0055] Furthermore, the driver inputs include an acceleration input, i.e., information about a desired target acceleration. This can be provided, for example, via an accelerator pedal as an accelerator pedal input, and contains information such as whether and with what force the accelerator pedal was pressed or released by the driver, i.e., the desired target acceleration (value). Based on this, the input data module EM generates an acceleration signal (Acceleration Pedal Input) with the corresponding information.

[0056] Furthermore, a second subsystem, C2 (energy management system), is present. This includes an energy module, EngM, which provides electrical energy for the required vehicle dynamics modules with actuators and sensors, and generates an electrical energy signal that carries the electrical energy for the requested sensors / actuators as either low voltage or high voltage. The energy module EngM receives the ignition signal to generate the required voltages.

[0057] Furthermore, a third subsystem, C3 (self-motion subsystem), with a motion module EgoM, is present. This module is designed to detect the vehicle speed as a signal using suitable sensors. Additionally, wheel data is acquired as a signal, encompassing all wheel-related data required to calculate the anti-lock braking force. This includes, for example, at least wheel speed, wheel spin, wheel lock-up, current acceleration torque at the wheel, wheel yaw, etc.

[0058] Wheel sensors or other sensors can be used, as well as a compass, IMU (Inertial Measurement Unit), etc. The motion module EgoM is interlinked with the energy module EngM to provide the necessary low-voltage supply. This interlinkes the fourth subsystem C4 with the third subsystem C3. The detected speed / wheel data is then provided as a signal to the other modules.

[0059] A management module (VM) is also provided in a seventh subsystem (C7) (administration subsystem). This module is configured to receive the scenario activation request signal and, based on this signal, generate an activation command to activate the other modules for executing the torque control system 1. The management module (VM) manages the overall system behavior of the architecture, i.e., which behaviors occur in which sequence and under which conditions and circumstances. The management module (VM) is configured to monitor the technical status of required sensors and / or actuators, at least with regard to functional safety, reliability, and / or availability.

[0060] Furthermore, the VM management module generates a vehicle status report as a vehicle status report signal, which is forwarded, for example, to a human-machine interface (HMI) and which contains information recorded by the VM management module about current active or inactive behavior as well as information about the various vehicle states; in particular about the activation of the torque control system 1.

[0061] Based on the received signal, the VM management module generates an activation signal (Scenario Activation Command) containing this information, which is then forwarded to the relevant modules. This ensures that the sequence of signals and the individual modules to be addressed are known.

[0062] Furthermore, the vehicle status report signal is generated, which contains information about current active and inactive behavior as well as information about the various vehicle states, as recorded by the management module VM. The vehicle status report signal can be output, for example, visually / audibly or haptically as information, such as when a fault is detected or the torque control system 1 is activated.

[0063] Furthermore, a fourth subsystem C4 (motion planning subsystem) contains a motion planning module MovM, which is interlinked with subsystem C7 to receive the activation signal generated by the management module VM, the acceleration signal (Acceleration Pedal Input) generated by the input data module EM, as well as the speed and wheel data recorded by the motion module EgoM.

[0064] Based on these signals—namely, the acceleration signal (Acceleration Pedal Input), the detected velocity, the wheel data, and the activation signal—the MovM motion planning module plans a torque in the form of torque data. This torque data represents the torque planned by the actuator behavior plan. In other words, the motion data indicates the actuator effort planned by the behavior plan. The MovM motion planning module plans the torque data based on the received signals and generates a planned torque data signal, which carries the torque information.

[0065] Furthermore, an eighth subsystem, C8, is present, which includes a target trajectory module, ZM, configured to plan the required trajectory for the vehicle with respect to a target acceleration, i.e., the target acceleration value in the lateral and longitudinal directions. Based on this, the target trajectory module ZM generates a trajectory signal. The vehicle's position is not required to determine the trajectory with respect to the target acceleration.

[0066] Furthermore, the actuator module AktM is present in a fifth subsystem C5 (motion control). The actuator module AktM receives the torque data signal from the motion plan module MovM, as well as the speed and wheel data from the motion module EgoM, and the trajectory signal.

[0067] Based on this, the actuator module AktM generates a setting signal as the desired torque for the vehicle's actuators and control systems to achieve the desired target acceleration. This means that the actuator module AktM calculates the force required by the motion actuators by converting the target acceleration signal into a corresponding actuator request and sends this as a setting signal to the motion actuators. The actuator module AktM then distributes the desired torque to the individual motors or the actuators of the electric motors. In other words, the actuator module AktM delivers the torque to each wheel based on a torque request from each wheel.

[0068] This means that the setting signal contains information about the force to be generated by the motion actuator for each wheel. The actuator module AktM takes into account the acceleration requirements of the vehicle's drive movements.

[0069] Furthermore, a sixth subsystem, C6, contains a conversion module, UmsetzungM, for receiving and converting the setting signal using a high-voltage voltage. This conversion module uses the necessary actuators to implement the desired torque at the two wheel axles. UmsetzungM can be configured, for example, as a single control element or as a control device.

[0070] The sixth subsystem, C6, also features a feedback module, FeedM, which uses a received low-voltage signal to transmit feedback (Actuator Generated Effort) to the actuator module, AktM, regarding the actual torque conversion, i.e., the acceleration generated by the actuators. This feedback can then be taken into account by the actuator module AktM when recalculating the setting signal, i.e., the force that must be generated by the motion actuators.

[0071] Furthermore, the first subsystem C1 has an output module AusM, which is designed to receive the vehicle status report signal. This signal contains information acquired by the management module VM about the current active and inactive behavior of sensors / actuators, as well as information about the various vehicle states, and to display this information to the driver, for example, via a display / light. The vehicle status / operating status of control systems can include, for example, error messages, charge level, range, etc., as well as online, offline, fault, individual actuators, sensors, etc., and the activation status of the torque control system 1.

[0072] The vehicle status report signal can be output via an output module AusM. For example, the output module AusM can include a display for this purpose.

[0073] With two electric motors, one for the front and one for the rear axle, the torque of the front and rear axles can be controlled separately. This enables electric all-wheel drive. When the vehicle is in operation, the torque generated by the engine is distributed evenly or differently between the two electric motors that drive the wheels by the torque control system 1.

[0074] The torque control system 1 interacts with the driver and the infrastructure. The driver sends and receives (physical or digital) information to and from the torque control system 1, while the infrastructure only receives information.

[0075] For the torque control system 1 to be activated, it must receive the ignition input, the request to activate the torque control system 1, and the acceleration input (accelerator pedal input) from the driver. The torque control system 1 then distributes the determined torque to the two electric motors. The torque control system 1 provides two outputs: longitudinal dynamics as acceleration, i.e., the physical movement of the vehicle in the longitudinal direction, which is transmitted to the infrastructure (Infra). Fig. 2) is delivered, which also includes the road surface. The second output is the Vehicle Status Report signal, which informs the driver about the status of the torque distribution between the two electric motors.

[0076] In order for the torque control system 1 to be activated, it receives steering wheel input from the driver, input of the settings, which may also have been set as default for reuse, and the request to activate the torque control system 1.

[0077] Fig. Figure 2 shows an activation of the torque control system 1 with a torque control architecture 3 in a vehicle.

[0078] A start module (StM) may be present, which is designed to receive an instruction from the driver or a user. The start module (StM) may, for example, include a display to receive the request to activate the torque control system 1 (activation request, scenario activation request).

[0079] Furthermore, the selected ignition input could be, for example, an unlocking function, accessory control, or vehicle operation / starting function. The StM start module can include the corresponding device in this case.

[0080] Furthermore, the driver inputs can include information about a desired acceleration, for example by means of an accelerator pedal, which is also included as the start module StM.

[0081] Furthermore, the output module AusM can display the torque distribution, the activation of the torque control system 1, and the vehicle status as a vehicle status signal. The output module AusM can, for example, be configured as a display. Reference symbol list 1 Torque control system 3 Torque control architecture EM Input Data Module EngM Energy Module EgoM movement module VM Management Module MovM Movement Planning Module ZM Target Trajectory Module AktM Actuator Module Implementation Module FeedM feedback module From output module Infrastructure StM Starter Module DISPLAY Display QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 1462292 A2

[0004] DE 10 2021118503 A1

[0005]

Claims

The vehicle comprises a torque control system (1) for variable torque distribution, wherein the vehicle has a first wheel axle with first wheels that can be controlled separately by a first adjustable electric motor, and a second wheel axle with second wheels that can be controlled separately by a second adjustable electric motor, wherein the vehicle has actuators and sensors, wherein the torque control system (1) has a torque control architecture (3), characterized in that the torque control architecture (3) has a first subsystem (C1) with an input data module (EM) for receiving and recognizing driver inputs, wherein the driver inputs include at least one ignition input as input to an ignition system.and furthermore an activation as input to an activation input device as an activation request for the torque control system (1) and furthermore an acceleration input as information about a desired target acceleration, and wherein the input data module (EM) is configured to generate an ignition signal, an activation request signal and an acceleration signal based on the received driver inputs, a third subsystem (C3) with a motion module (EgoM) which is configured to detect, using suitable sensors, a vehicle speed of the vehicle and wheel data, which includes the wheel-related data required to calculate an anti-lock braking force, each as a signal, a seventh subsystem (C7) with a management module (VM) which is configured to receive the activation request signal, and which is configured tobased on the received signal, to generate an activation signal which causes further modules to be activated in a predefined sequence; a fourth subsystem (C4) with a motion plan module (MovM) for receiving the activation signal generated by the management module (VM) as well as the speed and wheel data detected by the motion module (EgoM) and the acceleration signal generated by the input data module (EM), wherein the motion plan module (MovM) is configured to generate torque data as planned torque with respect to a future movement based on the received signals and to generate a torque data signal which carries the torque data as a signal; a fifth subsystem (C5) with an actuator module (AktM) for receiving the torque data signal as well as the speed and wheel data from the motion module (EgoM) and a trajectory signal.which includes the trajectory with respect to a future movement, wherein the actuator module (ActM) is configured to generate a respective setting signal as the desired torque by distributing the torque among the individual electric motors, wherein the respective setting signal causes the required actuators to be set to implement the desired torque, and wherein the actuator module (ActM) is configured to transmit the respective setting signal to a conversion module (ConversionM) for executing the distributed torque as a force application by the respective actuators on the respective wheel axle. Vehicle according to claim 1, characterized in that a sixth subsystem (C6) is provided which has the conversion module (conversionM) for converting the received setting signal on the basis of a received high voltage voltage by means of the necessary actuators to achieve the desired shared torque on each of the wheel axles. Vehicle according to claim 2, characterized in that a feedback module (FeedM) is provided in the sixth subsystem (C6) for generating feedback on the actual torque applied by the respective actuators to the actuator module (AktM) and wherein the actuator module (AktM) is designed to take the feedback into account when recalculating the respective setting signal. Vehicle according to one of the preceding claims, characterized in that the management module (VM) is configured to detect a technical status of required sensors and / or actuators at least with regard to functional safety and / or reliability and / or availability, and furthermore to generate a warning in the event of a detected malfunction with regard to the execution of the torque control system (1) in relation to the detected status of the actuators and sensors. Vehicle according to one of the preceding claims, characterized in that the management module (VM) is configured to generate information as a vehicle status report signal about various vehicle states, wherein the information includes at least a distribution of the torque to the two electric motors. Vehicle according to claim 4 and / or 5, characterized in that the first subsystem (C1) has an output module (AusM) which is configured to output the vehicle status report signal and / or the technical status as an information signal. Vehicle according to one of the preceding claims, characterized in that the second subsystem (C2) has an energy module (EngM) which is configured at least to receive the activation signal, and is configured to provide electrical energy for required sensors and actuators requested by the management module (VM) based thereon, and to generate an electrical energy signal which carries the electrical energy as low voltage or high voltage. Vehicle according to one of the preceding claims, characterized in that an eighth subsystem (C8) is provided, which has a target trajectory module (ZM) configured to plan the required trajectory for the vehicle in the longitudinal and lateral directions with respect to a target acceleration and to generate a trajectory signal based thereon. Vehicle according to one of the preceding claims, characterized in that a start module (StM) is provided which is configured to receive physical driver inputs from a driver, wherein the start module is configured to forward the driver inputs to the input data module (EM). Vehicle according to one of the preceding claims characterized in that the first steerable first wheel axle is designed as a front wheel axle and the second wheel axle is designed as a rear wheel axle. Vehicle according to one of the preceding claims, characterized in that the vehicle is designed for separate control of each of the wheels. Method for variable torque distribution by a torque control system (1) with a torque control architecture (3) in a vehicle, comprising the steps of: - providing at least one first wheel axle with first wheels separately controllable by a first adjustable electric motor and a second wheel axle with second wheels separately controllable by a second adjustable electric motor, as well as actuators and sensors, - providing an input data module (EM) in a first subsystem (C1) for receiving and recognizing driver inputs, wherein the driver inputs comprise at least an ignition input as input to an ignition system, and furthermore an activation as input to an activation input device as an activation request for the torque control system (1), and furthermore an acceleration input as information about a desired target acceleration,and wherein the input data module (EM) is configured to generate an ignition signal, an activation request signal, and an acceleration signal based on the received driver inputs;- providing a motion module (EgoM) in a third subsystem (C3), which is configured to detect, using suitable sensors, a vehicle speed and wheel data, comprising the complete wheel-related data required to calculate an anti-lock braking force, each as a signal;- providing a management module (VM) in a seventh subsystem (C7), for receiving the activation request signal, which generates an activation signal based on the received signal, causing the activation of further modules in a predetermined sequence;- providing a motion plan module (MovM) in a fourth subsystem (C4),for receiving the activation signal generated by the management module (VM), as well as the speed and wheel data detected by the motion module (EgoM) and the acceleration signal generated by the input data module (EM), and wherein the motion plan module (MovM) generates torque data as planned torque with respect to a future movement based on the received signals and a torque data signal which carries the torque data as a signal; - providing an actuator module (AktM) in a fifth subsystem (C5) for receiving the torque data signal as well as the speed and wheel data from the motion module (EgoM) and a trajectory signal which includes the trajectory with respect to a future movement, wherein the actuator module (AktM) generates a respective setting signal as desired torque by distributing the torque among the individual electric motors.wherein the respective setting signal causes the required actuators to be set to implement the desired torque and wherein the actuator module (ActM) transmits the respective setting signal to a conversion module (ConversionM) to execute the distributed torque as force application by the respective actuators on the respective wheel axle. Method according to claim 12, characterized in that a sixth subsystem (C6) is provided which has the conversion module (conversionM) for converting the received setting signal on the basis of a received high voltage voltage by means of the necessary actuators to achieve the desired shared torque on each of the wheel axles. Method according to claim 13, characterized in that a feedback module (FeedM) is provided in the sixth subsystem (C6) for generating feedback on the actual torque applied by the respective actuators and for transmitting the feedback to the actuator module (AktM), and wherein the actuator module (AktM) takes the feedback into account when recalculating the respective setting signal.

Images