Drive control method for vehicle, vehicle, electronic device, and storage medium

Abstract

A drive control method for a vehicle. The vehicle comprises a first motor, a second motor, and a third motor. The first motor is configured to drive two wheels of a first axle. The second motor is configured to drive a first wheel of a second axle. The third motor is configured to drive a second wheel of the second axle. The drive control method comprises: when a lateral traveling state of a vehicle is a preset traveling state, correcting pre-allocated torques of all motors on the basis of traveling data of the vehicle to obtain target allocation torques of all the motors, wherein the sum of the pre-allocated torques of all the motors is the same as the sum of the target allocation torques of all the motors; and controlling the first motor, the second motor, and the third motor on the basis of the target allocation torques. Also disclosed are an electronic device and a computer-readable storage medium for implementing the control method. The drive control method for a vehicle can improve the lateral dynamic performance of a vehicle while satisfying a total torque demand of the vehicle.

Description

Drive control method of vehicle, vehicle, electronic device, and storage medium

[0001] This application claims priority to Chinese Patent Application No. 202410685056.9, filed May 29, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a drive control method of vehicle, vehicle, electronic device, and storage medium. BACKGROUND

[0003] During driving, a vehicle relies on the torque output by the motor to drive the wheels to rotate, so as to make the vehicle advance. In order to ensure the smooth and safe driving of the vehicle, how to allocate and control the torque of each motor is crucial. SUMMARY

[0004] Some embodiments of the present disclosure aim to at least partially solve one of the technical problems in the related art. To this end, the purpose of some embodiments of the present disclosure is to propose a drive control method of vehicle, vehicle, electronic device, storage medium, and program product.

[0005] Some embodiments of the present disclosure provide a drive control method of vehicle, the vehicle comprising a first motor, a second motor, and a third motor, the first motor being configured to drive two wheels of a first axle, the second motor being configured to drive a first wheel of a second axle, and the third motor being configured to drive a second wheel of the second axle; the method comprising: in a case where a lateral driving state of the vehicle is a preset driving state, correcting a pre-allocated torque of each motor according to driving data of the vehicle to obtain a target allocated torque of each motor, wherein the each motor comprises the first motor, the second motor, and the third motor, and a sum of the pre-allocated torque of each motor is the same as a sum of the target allocated torque of each motor; and controlling the first motor, the second motor, and the third motor according to the target allocated torque.

[0006] In some embodiments, the method further comprises: torque pre-allocating a total torque of the vehicle to obtain the pre-allocated torque of each motor, wherein the pre-allocated torque of each motor comprises a first torque of the first motor, a second torque of the second motor, and a third torque of the third motor.

[0007] In some embodiments, the pre-allocated torque of each motor is corrected according to the driving data of the vehicle to obtain a target allocated torque of each motor, including: determining a first torque correction value of the first motor, a second torque correction value of the second motor and a third torque correction value of the third motor according to the driving data of the vehicle; correcting the pre-allocated torque of the first motor based on the first torque correction value, correcting the pre-allocated torque of the second motor based on the second torque correction value, and correcting the pre-allocated torque of the third motor based on the third torque correction value; and taking the corrected torque of the first motor, the corrected torque of the second motor and the corrected torque of the third motor as the target allocated torque of each motor.

[0008] In some embodiments, the first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

[0009] In some embodiments, the second torque correction value is different from the third torque correction value.

[0010] In some embodiments, the second torque correction value is the same as the third torque correction value.

[0011] In some embodiments, the lateral driving state of the vehicle is represented based on wheel speed difference data of the vehicle, wherein the preset driving state includes that the wheel speed difference of the vehicle is greater than a preset wheel speed difference threshold.

[0012] In some embodiments, the first torque correction value of the first motor is determined according to the driving data of the vehicle, including: in the case that the wheel speed difference data represents that the difference between the first axle wheel speed and the second axle wheel speed is greater than a first preset wheel speed difference threshold, determining the first torque correction value based on the driving data of the vehicle and a first mapping relationship, wherein the first mapping relationship represents the relationship between the driving data of the vehicle and the torque correction value of the first motor.

[0013] In some embodiments, the driving data of the vehicle includes at least one of the following: the rotation angle of the second axle wheel, the difference between the average of the first axle wheel speeds and the average of the second axle wheel speeds, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the speed of the vehicle.

[0014] In some embodiments, the determining the second torque correction value of the second motor and the third torque correction value of the third motor according to the driving data of the vehicle comprises: in a case where the wheel speed difference data represents a difference between the wheel speeds of the first wheel and the second wheel of the second axle being greater than a second preset wheel speed difference threshold, determining the second torque correction value and the third torque correction value according to the driving data of the vehicle and a second mapping relationship, wherein the second mapping relationship represents a relationship between the driving data of the vehicle and the torque correction values of the second motor and the third motor.

[0015] In some embodiments, the driving data of the vehicle comprises at least one of the following: the rotation angles of the wheels of the second axle, the difference between the wheel speeds of the wheels of the second axle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, or the speed of the vehicle.

[0016] In some embodiments, the first preset wheel speed difference threshold comprises a first axle wheel speed difference threshold and a second axle wheel speed difference threshold, and the first mapping relationship comprises a first mapping sub-relationship and a second mapping sub-relationship; the determining the first torque correction value based on the driving data of the vehicle and the first mapping relationship in a case where the wheel speed difference data represents a difference between the wheel speeds of the wheels of the first axle and the wheels of the second axle being greater than the first preset wheel speed difference threshold comprises: in a case where the average of the wheel speeds of the wheels of the first axle is greater than the average of the wheel speeds of the wheels of the second axle, and the difference between the two averages is greater than the first axle wheel speed difference threshold, determining the first torque correction value based on the driving data of the vehicle and the first mapping sub-relationship; in a case where the average of the wheel speeds of the wheels of the second axle is greater than the average of the wheel speeds of the wheels of the first axle, and the difference between the two averages is greater than the second axle wheel speed difference threshold, determining the first torque correction value based on the driving data of the vehicle and the second mapping sub-relationship.

[0017] In some embodiments, the second preset wheel speed difference threshold comprises a first wheel speed difference threshold and a second wheel speed difference threshold, and the second mapping relationship comprises a third mapping sub-relationship and a fourth mapping sub-relationship; the determining the second torque correction value and the third torque correction value according to the driving data of the vehicle and the second mapping relationship in a case where the wheel speed difference data represents a difference between the wheel speeds of the first wheel and the second wheel of the second axle being greater than the second preset wheel speed difference threshold comprises: in a case where the wheel speed of the first wheel is greater than the wheel speed of the second wheel, and the difference between the two is greater than the first wheel speed difference threshold, determining the second torque correction value and the third torque correction value based on the driving data of the vehicle and the third mapping sub-relationship; in a case where the wheel speed of the second wheel is greater than the wheel speed of the first wheel, and the difference between the two is greater than the second wheel speed difference threshold, determining the second torque correction value and the third torque correction value based on the driving data of the vehicle and the fourth mapping sub-relationship.

[0018] In some embodiments, the wheel speed difference data comprises: wheel speed difference based on measured wheel speed; or wheel speed difference based on corrected wheel speed; wherein the corrected wheel speed is corrected based on at least one of yaw rate of the vehicle, rotation angle of each wheel of the first axle, or wheel track of the first axle.

[0019] In some embodiments, the lateral driving state of the vehicle is represented based on steering state data of the vehicle; wherein the preset driving state comprises over-steering state or under-steering state.

[0020] In some embodiments, the determining the first torque correction value of the first motor, the second torque correction value of the second motor, and the third torque correction value of the third motor according to the driving data of the vehicle comprises: determining the first torque correction value according to the driving data of the vehicle and a third mapping relationship, wherein the third mapping relationship represents a relationship between the driving data of the vehicle and the torque correction value of the first motor; determining the second torque correction value and the third torque correction value according to the driving data of the vehicle and a fourth mapping relationship, wherein the fourth mapping relationship represents a relationship between the driving data of the vehicle and the torque correction values of the second motor and the third motor.

[0021] In some embodiments, the driving data of the vehicle comprises at least one of: rotation angle of the second axle wheel, difference between ideal yaw rate and actual yaw rate of the vehicle, longitudinal acceleration of the vehicle, lateral acceleration of the vehicle, and speed of the vehicle.

[0022] In some embodiments, the third mapping relationship corresponding to the over-steering state is different from the third mapping relationship corresponding to the under-steering state; and the fourth mapping relationship corresponding to the over-steering state is different from the fourth mapping relationship corresponding to the under-steering state.

[0023] In some embodiments, the determining the lateral driving state of the vehicle comprises: obtaining actual yaw rate and ideal yaw rate of the vehicle; and determining steering state of the vehicle based on difference between the actual yaw rate and the ideal yaw rate and preset yaw rate threshold.

[0024] In some embodiments, the lateral driving state of the vehicle is represented based on wheel speed difference data of the vehicle and steering state data of the vehicle; in the case that the lateral driving state of the vehicle is a preset driving state, the pre-allocated torque of each motor is corrected according to the driving data of the vehicle to obtain the target allocated torque of each motor, including: taking the wheel speed difference data of the vehicle as a reference, determining a fourth torque correction value of the first motor, a fifth torque correction value of the second motor and a sixth torque correction value of the third motor according to the driving data of the vehicle; based on the fourth torque correction value, the fifth torque correction value and the sixth torque correction value, the pre-allocated torque of the first motor, the second motor and the third motor is corrected to obtain a wheel speed difference torque correction value of the first motor, a wheel speed difference torque correction value of the second motor and a wheel speed difference torque correction value of the third motor; taking the steering state data of the vehicle as a reference, determining a seventh torque correction value of the first motor, an eighth torque correction value of the second motor and a ninth torque correction value of the third motor according to the driving data of the vehicle; based on the seventh torque correction value, the eighth torque correction value and the ninth torque correction value, the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor and the wheel speed difference torque correction value of the third motor are corrected to obtain the target allocated torque of each motor.

[0025] In some embodiments, the torque pre-allocation of the total torque of the vehicle includes: torque pre-allocation of the total torque of the vehicle according to the dynamic load of the vehicle and the driving data of the vehicle.

[0026] In some embodiments, the torque pre-allocation of the total torque of the vehicle according to the dynamic load of the vehicle and the driving data of the vehicle includes: determining the torque allocation proportion of the first motor, the torque allocation proportion of the second motor and the torque allocation proportion of the third motor according to the dynamic load of the vehicle, the driving data of the vehicle and a fifth mapping relationship, wherein the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle and the torque allocation proportion; based on the torque allocation proportion of the first motor, the torque allocation proportion of the second motor and the torque allocation proportion of the third motor, the total torque of the vehicle is torque pre-allocated.

[0027] In some embodiments, the fifth mapping relationship includes a fifth mapping sub-relationship and a sixth mapping sub-relationship, the dynamic load of the vehicle includes a ratio of the first-axle dynamic load to the total dynamic load and a ratio of the second-motor dynamic load to the total dynamic load; and the determining, according to the dynamic load of the vehicle, the driving data of the vehicle, and the fifth mapping relationship, of the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor includes: querying the fifth mapping sub-relationship according to the ratio of the first-axle dynamic load to the total dynamic load and the driving data of the vehicle to obtain the torque distribution ratio of the first motor.

[0028] obtaining the torque distribution ratio of the second axle based on the torque distribution ratio of the first motor;

[0029] querying the sixth mapping sub-relationship according to the ratio of the second-motor dynamic load to the total dynamic load, the torque distribution ratio of the second axle, and the driving data of the vehicle to obtain a target ratio between the torque of the second motor and the torque of the second axle; and obtaining the torque distribution ratio of the second motor based on the torque distribution ratio of the second axle and the target ratio;

[0030] obtaining the torque distribution ratio of the third motor based on the torque distribution ratio of the second axle and the torque distribution ratio of the second motor.

[0031] Some embodiments of the present disclosure provide a vehicle configured to implement the steps of the above method.

[0032] Some embodiments of the present disclosure provide an electronic device including a memory and a processor, the memory storing a computer program, and the processor implementing the steps of the method of any of the above embodiments when executing the computer program.

[0033] Some embodiments of the present disclosure provide a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the steps of the method of any of the above embodiments.

[0034] Some embodiments of the present disclosure provide a computer program product including instructions, the instructions being executed by a processor of a computer device to enable the computer device to perform the steps of the method of any of the above embodiments.

[0035] In the above embodiment, the vehicle includes a first motor, a second motor, and a third motor, the first motor is configured to drive two wheels of a first axle, the second motor is configured to drive a first wheel of a second axle, and the third motor is configured to drive a second wheel of the second axle; the driving control method of the vehicle includes: in a case where a lateral driving state of the vehicle is a preset driving state, correcting a pre-allocated torque of each motor according to driving data of the vehicle to obtain a target allocated torque of each motor, wherein a sum of the pre-allocated torque of each motor is the same as a sum of the target allocated torque of each motor; and controlling the first motor, the second motor, and the third motor according to the target allocated torque. The driving control method of the vehicle can improve the lateral dynamic performance of the vehicle while meeting the demand for the total torque of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0036] FIG. 1 is a flowchart of a vehicle torque vectoring control strategy according to some embodiments;

[0037] FIG. 2 is a flowchart of another vehicle torque vectoring control strategy according to some embodiments;

[0038] FIG. 3 is a flowchart of a driving control method of a vehicle according to some embodiments;

[0039] FIG. 4 is a schematic diagram of a vehicle with a three-motor architecture according to some embodiments;

[0040] FIG. 5 is a flowchart of torque pre-allocation for the total torque of a vehicle according to some embodiments;

[0041] FIG. 6 is a flowchart of determining a torque allocation ratio according to some embodiments;

[0042] FIG. 7 is a flowchart of correcting a pre-allocated torque according to some embodiments;

[0043] FIG. 8 is another flowchart of correcting a pre-allocated torque according to some embodiments;

[0044] FIG. 9 is a schematic diagram of a torque vectoring control system according to some embodiments;

[0045] FIG. 10 is a block diagram of an electronic device according to some embodiments. DETAILED DESCRIPTION

[0046] Embodiments of the present disclosure are described in detail below with reference to the accompanying drawings, examples of which are illustrated in the drawings, wherein the same or similar notations denote the same or similar elements throughout. The embodiments described below by reference to the drawings are exemplary and are intended to explain the present disclosure, and are not to be understood as limiting the present disclosure.

[0047] During driving, the vehicle relies on the torque output by the motor to drive the wheels to rotate, so as to make the vehicle advance. In order to ensure the stable and safe driving of the vehicle, how to allocate and control the torque of each motor is crucial.

[0048] In some examples, as shown in FIG. 1, the torque allocation control strategy in the related art includes, for example, a torque vector control method suitable for a hub motor driving system, which contains a driving module and a control module, and uses a motor control unit instead of a vehicle control unit to perform torque vector allocation calculation, so as to better obtain the target motor torque in real time and reasonably.

[0049] In some embodiments, the driving module includes a yaw angle sensing unit, a wheel speed sensing unit, a temperature sensing unit, a pump control unit and a Controller Area Network (CAN) bus control unit, which is used to accept the total torque request from the vehicle control unit and the steering angle from the steering control unit. The control module calculates the target torque of each hub motor based on the total torque request and the steering angle, and according to at least one of a plurality of specified parameters.

[0050] The torque vector allocation in the torque vector control method has three working modes. The first mode is to calculate the target motor torque of each motor and the torque allocation ratio according to the vehicle speed based on the total torque request and the steering angle; the second mode is to calculate the target motor torque of each wheel motor and the torque allocation ratio according to the vehicle speed, yaw angle and lateral acceleration based on the total torque request and the steering angle; the third mode is to calculate the target torque of each wheel motor according to the vehicle speed and wheel speed, and to reduce the target motor torque if the slip rate of the wheel exceeds a predetermined threshold. As shown in FIG. 1, LWS is the left drive wheel speed, RWS is the right drive wheel speed, and NWS is the average of the left drive wheel speed and the right drive wheel speed. However, this method does not transfer the reduced torque to other wheels when the target torque of the corresponding motor is reduced due to wheel slip, which makes it difficult to meet the total demand torque and may result in loss of vehicle power.

[0051] In other embodiments, as shown in FIG. 2, the torque allocation control strategy in the related art also includes, for example, a method of realizing torque vector control of a wheel driving system using an acceleration sensor. The system determines the action of the vehicle according to the longitudinal and lateral accelerations, and sets the torque vector allocation mode. The system includes an acceleration data calculation module, a module for determining the action state of the vehicle based on the acceleration, a torque vector module based on the action state, and a vehicle driving module based on the torque vector allocation.

[0052] In some embodiments, the vehicle action state is divided into a stable region (an angle region below the first direction angle), an auxiliary region (between the first direction angle and the second direction angle), and an emergency region (an angle region above the second direction angle), one of which is used to determine the action state of the vehicle, the ESC (Electronic-Stability-Controller) is intervened in the emergency region, and a reverse torque is input, the torque vector distribution is accessed in the stable region and the auxiliary region, and here, the inside wheel torque is reduced in the stable region, and the inside and outside wheel torques are changed in the auxiliary region. However, this system does not have a clear requirement for driving force, which may cause the total driving torque to decrease during the torque vector distribution process, which may cause the vehicle power to decrease.

[0053] The torque vector distribution is usually performed by monitoring the wheel speed or yaw rate, comparing the calculated target wheel speed or target yaw rate, calculating the yaw moment difference, and adjusting the wheel end torque distribution of each wheel.

[0054] However, such torque vector distribution is limited by the transmission structure, and the torque of a single wheel or two coaxial wheels can usually be distributed according to the lateral dynamic target demand. This may cause poor lateral stability of the vehicle, and it is difficult to meet the torque demand of the VCU (Vehicle Control Unit) as the central control unit of the new energy vehicle under the premise of ensuring the stability of the vehicle.

[0055] Therefore, some embodiments of the present disclosure provide a driving control method of a vehicle, which performs torque vector control under the condition of meeting the total torque demand of the vehicle, and improves the lateral dynamic limit and stability of the vehicle.

[0056] As shown in FIG. 3, the vehicle includes a first motor, a second motor, and a third motor, the first motor is configured to drive two wheels of a first axle, the second motor is configured to drive a first wheel of a second axle, and the third motor is configured to drive a second wheel of the second axle. The driving control method of the vehicle includes:

[0057] S301, in a case where the lateral driving state of the vehicle is a preset driving state, the pre-distribution torque of each motor is corrected according to the driving data of the vehicle, and the target distribution torque of each motor is obtained, wherein each motor includes the first motor, the second motor, and the third motor, and the sum of the pre-distribution torque of each motor is the same as the sum of the target distribution torque of each motor.

[0058] S302, controlling the first motor, the second motor, and the third motor according to the target distribution torque.

[0059] In the driving control method of the vehicle in some embodiments of the present disclosure, the total torque of the vehicle is first obtained, where the total torque of the vehicle may, for example, be calculated by the vehicle control unit VCU according to the depth of the accelerator pedal stepped on by the driver, or be obtained by other data of the vehicle; then the total torque of the vehicle is reasonably pre-allocated to obtain pre-allocated torques, and each motor corresponds to one pre-allocated torque.

[0060] Some embodiments of the present disclosure mainly take a three-motor four-wheel drive vehicle with a front single motor and a rear double motor as an example for illustration. As shown in FIG. 4, in the vehicle with a three-motor architecture, the two front wheels close to the front of the vehicle share one motor, and each of the two rear wheels close to the rear of the vehicle is driven by a separate motor, and the left and right rear wheels can be steered by a rear wheel steering device, and each of the four wheels is equipped with a wheel end brake caliper. At this time, the first shaft of the vehicle is, for example, the front shaft, and the second shaft is, for example, the rear shaft. The pre-allocated torques obtained by pre-allocating the total torque of the vehicle include the torque for the front shaft motor (for example, the first motor) and the torque for each motor of the rear shaft (for example, the second motor and the third motor), and it can be understood that one pre-allocated torque corresponds to one motor of the front shaft, and one pre-allocated torque corresponds to each motor of the rear shaft.

[0061] The method of some embodiments of the present disclosure further considers the influence of at least one of the wheel speed difference or the lateral dynamics of the vehicle after pre-allocating the torque, and the pre-allocated torque can be corrected in order to improve the dynamic performance of the vehicle. For example, in the case where the lateral driving state of the vehicle is a preset driving state, the pre-allocated torque is corrected according to the driving data of the vehicle to obtain a target allocated torque. Finally, the motors (for example, the first motor, the second motor and the third motor) are controlled to drive the vehicle to travel according to the target allocated torque.

[0062] The driving control method of the vehicle in some embodiments of the present disclosure takes the total torque of the vehicle provided by the vehicle control unit VCU as the basis for torque allocation, improves the lateral dynamic performance of the vehicle under the premise of guaranteeing the total torque demand. And with the structural advantages of three-motor drive, the torque of the front and rear shafts and the left and right wheels of the rear shaft can be reasonably allocated according to the set control strategy, the effect of torque vector control can be effectively exerted, and the influence of at least one of the wheel speed difference or the lateral dynamics of the vehicle is considered, the torque allocation is corrected, and the power demand and driving stability of the vehicle are considered.

[0063] It should be noted that the driving control method of the vehicle in some embodiments of the present disclosure is applicable to the case where the vehicle is in a driving working condition.

[0064] The following further illustrates the pre-allocation of the total torque of the vehicle.

[0065] In some embodiments, the total torque of the vehicle is torque pre-allocated according to the dynamic load of the vehicle and the driving data of the vehicle.

[0066] In some embodiments, the total torque of the vehicle is calculated by a vehicle control unit (VCU). For example, the total torque of the vehicle can be calculated according to the depth of the accelerator pedal pressed by the driver. As the depth of the accelerator pedal pressed by the driver is deeper (e.g., increases), the demand for the total torque of the vehicle is greater. The total torque of the vehicle is torque pre-allocated in combination with the dynamic load of the vehicle and the driving data of the vehicle. The dynamic load of the vehicle needs to be calculated for each wheel. The driving data of the vehicle includes data such as lateral acceleration of the vehicle, longitudinal acceleration of the vehicle, and vehicle speed.

[0067] Next, the calculation of the dynamic load of the vehicle is described in detail. The first axle of the vehicle is, for example, the front axle, and the second axle is, for example, the rear axle. The first axle is provided with a left front wheel and a right front wheel, and the second axle is provided with a left rear wheel and a right rear wheel. The left rear wheel is, for example, the first wheel of the second axle, and the right rear wheel is, for example, the second wheel of the second axle.

[0068] In some embodiments, the vehicle can include a dynamic load estimation module, which can calculate the dynamic load of each wheel of the vehicle according to vehicle structure parameters and vehicle driving state information. The vehicle structure parameters include vehicle mass, vehicle center of mass position, wheelbase, and track parameters. The process of calculating the dynamic load of each wheel is as follows:

[0069] Let the dynamic load of the front axle be the dynamic load of the rear axle be the dynamic load of the left front wheel be the dynamic load of the right front wheel be the dynamic load of the left rear wheel be the dynamic load of the right rear wheel be

[0070] Dynamic load of the front axle: The formula can also be expressed as: F_F^D = F_F^S - (1 / 2 S · C_D · p · v^2 + m · a_x) h_g / L_veh;

[0071] Dynamic load of the left front wheel: The formula can also be expressed as: F_FL^D = (1 / 2 + a_y · h_g / g · L_F) F_F^D;

[0072] Dynamic load of the right front wheel: The formula can also be expressed as: F_FR^D = (1 / 2 - a_y · h_g / g · L_F) F_F^D;

[0073] Rear axle dynamic load: The formula can also be expressed as: F_R^D = F_R^S + (1 / 2 S C_D rho v^2 + m a_x) h_g / L_veh;

[0074] Left rear wheel dynamic load: The formula can also be expressed as: F_RL^D = (1 / 2 + a_y h_g / (g L_R)) F_R^D;

[0075] Right rear wheel dynamic load: The formula can also be expressed as: F_RR^D = (1 / 2 - a_y h_g / (g L_R)) F_R^D;

[0076] wherein, F_R^S is the static load of the front axle, F_R^D is the static load of the rear axle, the static load of the front axle and the static load of the rear axle can be measured. Then, the front axle dynamic load and the rear axle dynamic load are calculated according to the static load of the front axle of the vehicle, the static load of the rear axle of the vehicle, and the vehicle structure parameters (mass, mass center position, wheelbase, track). and the right front wheel dynamic load are calculated according to the front axle dynamic load and the vehicle structure parameters. and the right rear wheel dynamic load are calculated according to the rear axle dynamic load and the vehicle structure parameters.

[0077] wherein, a x is the vehicle longitudinal acceleration, the vehicle longitudinal acceleration represents the acceleration of the vehicle in the driving forward direction, a y is the vehicle lateral acceleration, the positive direction is oriented forward and left, h g is the height of the mass center, g is the acceleration of gravity, L veh is the wheelbase, L F is the front wheel spacing, L R is the rear wheel spacing, S is the vehicle frontal area, rho is the air density, C D is the air drag coefficient, v is the vehicle speed (may be an estimated vehicle speed), m is the vehicle mass, frac represents the fraction, frac{}{} represents the ratio result of the content of the former {} to the content of the latter {}, for example, frac{1}{2} represents one half.

[0078] The dynamic load of each wheel is calculated by the above method, and in some cases, the dynamic load can also be obtained in other ways, such as directly obtaining the dynamic load by measuring stress and strain parameters. Next, the total torque of the vehicle is torque pre-distributed according to the dynamic load of the vehicle and the driving data of the vehicle.

[0079] In some embodiments, as shown in FIG. 5, the total torque of the vehicle is torque pre-distributed according to the dynamic load of the vehicle and the driving data of the vehicle, including S501 to S502.

[0080] S501, according to the dynamic load of the vehicle, the driving data of the vehicle and the fifth mapping relationship, the torque distribution ratio of the first motor, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor are determined.

[0081] Here, the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle and the torque distribution ratio.

[0082] S502, based on the torque distribution ratio of the first motor, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor, the total torque of the vehicle is torque pre-distributed.

[0083] In some embodiments, the fifth mapping relationship represents the relationship between the dynamic load of the vehicle, the driving data of the vehicle and the torque distribution ratio. According to the dynamic load of each wheel, the driving data of the vehicle and the fifth mapping relationship, the torque distribution ratio of each motor is obtained. The sum of the torque distribution ratios of all motors of the vehicle is 1. Some embodiments of the present disclosure take a three-motor architecture vehicle as an example, and the sum of the torque distribution ratio of the front axle motor and the torque distribution ratio of the two rear axle motors is 1. According to the torque distribution ratio of the motor multiplied by the total torque of the vehicle, the pre-distributed torque of the motor is obtained.

[0084] In some embodiments, as shown in FIG. 6, the torque distribution ratio of the first motor, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor are determined according to the dynamic load of the vehicle, the driving data of the vehicle and the fifth mapping relationship, including S601 to S604.

[0085] S601, according to the ratio of the first axle dynamic load to the total dynamic load and the driving data of the vehicle, the fifth mapping sub-relationship is queried to obtain the torque distribution ratio of the first motor.

[0086] S602, based on the torque distribution ratio of the first motor, the torque distribution ratio of the second axle is obtained.

[0087] S603, querying a sixth mapping sub-relation according to the ratio of the dynamic load of the second electric machine to the total dynamic load, the torque distribution ratio of the second shaft, and the driving data of the vehicle, to obtain a target ratio between the torque of the second electric machine and the torque of the second shaft; and obtaining the torque distribution ratio of the second electric machine based on the torque distribution ratio of the second shaft and the target ratio.

[0088] S604, obtaining the torque distribution ratio of the third electric machine based on the torque distribution ratio of the second shaft and the torque distribution ratio of the second electric machine.

[0089] In some embodiments, the fifth mapping relation includes a fifth mapping sub-relation and a sixth mapping sub-relation, the front axle dynamic load is calculated above; the total dynamic load is the sum of the front axle dynamic load and the rear axle dynamic load, i.e., the total dynamic load is the ratio of the front axle dynamic load to the total dynamic load is the driving data of the vehicle includes the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , and the vehicle speed v (which can be an estimated speed).

[0090] According to the ratio of the front axle dynamic load to the total dynamic load the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , and the vehicle estimated speed v, querying the fifth mapping sub-relation to obtain the torque distribution ratio of the front axle electric machine (for example, the first electric machine), denoted as The fifth mapping sub-relation can be a pre-set table 1, which represents the mapping relation between the ratio of the front axle dynamic load to the total dynamic load the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , and the torque distribution ratio of the front axle electric machine . According to the torque distribution ratio of the front axle electric machine, the torque distribution ratio of the rear axle multi-electric machine is obtained, denoted as

[0091] Here, table 1 corresponds to the fifth mapping sub-relation, and table 1 is introduced for convenience of description. It should be noted that table 2, table 3, table 4, table 5, table 6, table 7, table 8, table 9 and table 10 mentioned below are also introduced for similar reasons.

[0092] In some embodiments, the rear axle has two motors, which are the second motor and the third motor, respectively. Next, the torque distribution ratio of the second motor and the torque distribution ratio of the third motor are calculated, respectively. Taking the motor corresponding to the left rear wheel as the second motor as an example, the dynamic load of the left rear wheel motor (for example, the second motor) is , which is obtained by the above calculation; the total dynamic load is , the ratio of the dynamic load of the left rear wheel motor to the total dynamic load is , and the torque distribution ratio Tk of the rear axle motor is obtained according to the ratio of the dynamic load of the left rear wheel motor to the total dynamic load . R , the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , and the vehicle estimated speed v, the sixth mapping sub-relationship is queried to obtain the target ratio Tk RL / Tk R of the torque of the left rear wheel motor to the torque of the rear axle motor, where the target ratio Tk RL / Tk R indicates the ratio of the torque of the left rear wheel motor to the torque of the rear axle motor. The sixth mapping sub-relationship can be a pre-set table 2, which represents the mapping relationship between the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , the vehicle estimated speed v, and the target ratio Tk RL / Tk R . The target ratio Tk RL / Tk R is multiplied by the torque distribution ratio Tk R of the rear axle motor to obtain the torque distribution ratio Tk RL of the left rear wheel motor, where the torque distribution ratio Tk RL of the left rear wheel motor is Tk R × Tk RL / Tk R .

[0093] According to the torque distribution ratio Tk R of the rear axle motor and the torque distribution ratio Tk RL of the left rear wheel motor, the torque distribution ratio Tk RR of the right rear wheel motor (for example, the third motor) is obtained, where the torque distribution ratio Tk

[0094] In some embodiments, the right rear wheel motor can also be taken as the second motor, and the left rear wheel motor can be taken as the third motor. At this time, the torque distribution ratio of the right rear wheel motor can be calculated first, and then the torque distribution ratio of the left rear wheel motor can be calculated.

[0095] In some embodiments, after determining the torque distribution ratio of each motor by the above method, the torque distribution ratio of each motor is multiplied by the total torque of the vehicle to obtain the pre-distribution torque of each motor. For example, the total torque of the vehicle is T VCU , the torque distribution ratio of the front axle motor is Tk F , the torque distribution ratio of the left rear wheel motor is Tk RL , the torque distribution ratio of the right rear wheel motor is Tk RR , the pre-distribution torque of the front axle motor is T F = Tk F × T VCU , the pre-distribution torque of the left rear wheel motor is T RL = Tk RL × T VCU , the pre-distribution torque of the right rear wheel motor is T RR = Tk RR × T VCU .

[0096] The method in some embodiments of the present disclosure, by virtue of the structural advantages of the three-motor drive, reasonably pre-distributes the front and rear axle and left and right wheel torques according to the set control strategy, and effectively plays the effect of torque vector control.

[0097] The method in some embodiments of the present disclosure also considers the influence of at least one of the wheel speed difference or the lateral dynamics of the vehicle, corrects the pre-distribution torque, and takes into account the power demand and driving stability of the vehicle. In the case that the lateral driving state of the vehicle is a preset driving state, the pre-distribution torque is corrected according to the driving data of the vehicle to obtain a target distribution torque, and the target distribution torque is for each motor.

[0098] In some embodiments, as shown in FIG. 7, the pre-distribution torque of each motor is corrected according to the driving data of the vehicle to obtain the target distribution torque of each motor, including S701 to S703.

[0099] S701, according to the driving data of the vehicle, determining a first torque correction value of a first motor, a second torque correction value of a second motor, and a third torque correction value of a third motor.

[0100] S702, correcting the pre-distribution torque of the first motor based on the first torque correction value, correcting the pre-distribution torque of the second motor based on the second torque correction value, and correcting the pre-distribution torque of the third motor based on the third torque correction value.

[0101] S703, taking the corrected torque of each motor as the target distribution torque of each motor.

[0102] Here, the corrected motor torque is, for example, the corrected torque of the first motor, the corrected torque of the second motor, and the corrected torque of the third motor.

[0103] In some embodiments, the driving data of the vehicle includes, for example, longitudinal acceleration a x , lateral acceleration a y , and vehicle speed v, and a first torque correction value for the first motor is obtained by looking up a table according to the driving data of the vehicle. A second torque correction value for the second motor and a third torque correction value for the third motor are obtained by looking up a table according to the driving data of the vehicle. The pre-allocated torque of the first motor, the second motor, and the third motor is corrected according to the first torque correction value, the second torque correction value, and the third torque correction value, respectively. In some embodiments, the first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

[0104] In some embodiments, the pre-allocated torque of the first motor is corrected based on the first torque correction value, including subtracting the first torque correction value from the pre-allocated torque of the first motor. The pre-allocated torque of the second motor is corrected based on the second torque correction value, including adding the second torque correction value to the pre-allocated torque of the second motor. The pre-allocated torque of the third motor is corrected based on the third torque correction value, including adding the third torque correction value to the pre-allocated torque of the third motor.

[0105] In some embodiments, the second torque correction value and the third torque correction value are the same, for example, both the second torque correction value and the third torque correction value are half of the first torque correction value.

[0106] In other embodiments, the second torque correction value and the third torque correction value are different, and some embodiments of the present disclosure mainly illustrate this case.

[0107] In this embodiment, the pre-allocated torque of the second motor is corrected based on the second torque correction value, and the pre-allocated torque of the third motor is corrected based on the third torque correction value, including obtaining a specific correction value for the second motor and the third motor, for example, the second torque correction value is equal to half of the first torque correction value minus the specific correction value, and the third torque correction value is equal to half of the first torque correction value plus the specific correction value.

[0108] In some embodiments, for the second motor of the two motors of the rear axle, the pre-allocated torque of the second motor is added to half of the first torque correction value and subtracted by the specific correction value to obtain the target allocated torque of the second motor. For the third motor of the two motors of the rear axle, the pre-allocated torque of the third motor is added to half of the first torque correction value and added by the specific correction value to obtain the target allocated torque of the third motor.

[0109] The lateral driving state of the vehicle can include various cases, and some embodiments of the present disclosure take two cases as examples. In the first case, the lateral driving state of the vehicle can be characterized by the wheel speed difference, and in the second case, the lateral driving state of the vehicle can be characterized by the steering state of the vehicle.

[0110] In the case of characterizing the lateral driving state of the vehicle by the wheel speed difference, the first torque correction value is the axle correction value TΔ Xs , the corrected target distribution torque of the front axle motor = the pre-distribution torque T F of the front axle motor - the axle correction value TΔ Xs . Taking the left rear wheel motor as the second motor as an example, when the first torque correction value is the axle correction value TΔ Xs , and the specific correction value for the second motor and the third motor is the wheel correction value TΔ wh (notice that the wheel correction values TΔ wh of the two rear wheels are the same), the target distribution torque of the left rear wheel motor (the second motor) = the pre-distribution torque T RL of the left rear wheel motor + 0.5 × the axle correction value TΔ Xs - the wheel correction value TΔ wh , the target distribution torque of the right rear wheel motor (the third motor) = the pre-distribution torque T RL of the right rear wheel motor + 0.5 × the axle correction value TΔ Xs + the wheel correction value TΔ wh , at this time, the second torque correction value is (0.5 × the axle correction value TΔ Xs - the wheel correction value TΔ wh ), and the third torque correction value is (0.5 × the axle correction value TΔ Xs + the wheel correction value TΔ wh ), which is the first calculation method. When the value of the wheel correction value TΔ wh is not zero (for example, greater than zero or less than zero), the second torque correction value and the third torque correction value are different, and when the value of the wheel correction value TΔ wh is zero, the second torque correction value and the third torque correction value are the same.

[0111] In the case of characterizing the lateral driving state of the vehicle by the steering state of the vehicle, the first torque correction value is the side axle correction value TCΔ Xs , and the corrected target distribution torque of the front axle motor = the pre-distribution torque T F of the front axle motor - the side axle correction value TCΔ Xs . When the first torque correction value is the side axle correction value TCΔ Xs , and the specific correction value for the second motor and the third motor is the side wheel correction value TCΔ wh .When the left rear wheel motor (second motor) target distribution torque = the left rear wheel motor pre-distribution torque T RL + 0.5 x side shaft correction value TCΔ Xs - side wheel correction value TCΔ wh When the right rear wheel motor (third motor) target distribution torque = the right rear wheel motor pre-distribution torque T RL + 0.5 x side shaft correction value TCΔ Xs + side wheel correction value TCΔ wh At this time, the second torque correction value is: 0.5 x side shaft correction value TCΔ Xs - side wheel correction value TCΔ wh The third torque correction value is: 0.5 x side shaft correction value TCΔ Xs + side wheel correction value TCΔ wh This is the second calculation method. When the side wheel correction value TCΔ wh is not zero (for example, greater than zero or less than zero), the second torque correction value and the third torque correction value are different, and when the side wheel correction value TCΔ wh is zero, the second torque correction value and the third torque correction value are the same.

[0112] The method in some embodiments of the present disclosure can only correct the torque based on the shaft correction value TΔ Xs and the wheel correction value TΔ wh , such as correcting the pre-distribution torque, as in the first calculation method above.

[0113] In other embodiments, torque correction can also be performed only based on the side shaft correction value TCΔ Xs and the side wheel correction value TCΔ wh , such as correcting the pre-distribution torque, as in the second calculation method above.

[0114] In yet other embodiments, the pre-distribution torque can be corrected based on the shaft correction value TΔ Xs and the wheel correction value TΔ wh to obtain a preliminary corrected torque (as in the first calculation method above), and then the preliminary corrected torque is further corrected based on the side shaft correction value TCΔ Xs and the side wheel correction value TCΔ wh (similar to the second calculation method above, only replace each pre-distribution torque with the preliminary corrected torque).

[0115] In yet other embodiments, the pre-distribution torque can be corrected based on the side shaft correction value TCΔ Xs and the side wheel correction value TCΔ wh to obtain a preliminary corrected torque (as in the second calculation method above), and then the preliminary corrected torque is further corrected based on the shaft correction value TΔ Xsand wheel correction value TΔ wh The preliminary corrected torque is further corrected (similar to the first calculation method above, only replace each pre-allocated torque with the preliminary corrected torque).

[0116] For the convenience of understanding, some embodiments of the present disclosure mainly explain the two times of correction of the pre-allocated torque, first, the torque correction based on the wheel speed difference, and then the torque further correction based on the vehicle steering state. The torque correction based on the wheel speed difference is based on the axle correction value TΔ Xs and wheel correction value TΔ wh These two parameters are corrected. The torque correction based on the vehicle steering state is based on the side dynamic axle correction value TCΔ Xs and side dynamic wheel correction value TCΔ wh These two parameters are corrected. Both the wheel speed difference correction and the side dynamic correction can improve the side dynamic performance.

[0117] The wheel speed difference correction is further explained below.

[0118] In some embodiments, the side driving state of the vehicle is represented based on the wheel speed difference data of the vehicle, here, the preset driving state includes that the wheel speed difference of the vehicle is greater than a preset wheel speed difference threshold, that is, when the wheel speed difference of the vehicle is greater than the preset wheel speed difference threshold, the vehicle controlled based on the pre-allocated torque may cause the wheel speed difference to be greater, thereby affecting the side characteristics of the vehicle, and therefore the pre-allocated torque needs to be corrected based on the wheel speed difference.

[0119] In some embodiments, the vehicle includes a wheel speed-torque check module (WS-TC), which corrects the pre-allocated torque according to whether the wheel speed difference of the vehicle is greater than a preset wheel speed difference threshold.

[0120] In some embodiments, the wheel speed difference data includes: a wheel speed difference based on a measured wheel speed; or a wheel speed difference based on a corrected wheel speed, wherein the corrected wheel speed is corrected based on at least one of the yaw rate of the vehicle, the steering angle of each wheel of the front axle, or the wheel track of the front axle.

[0121] In some embodiments, when the pre-allocated torque is corrected based on the wheel speed difference, the wheel speed of the four wheels can be directly measured, and the pre-allocated torque can be corrected based on the wheel speed difference obtained based on the measured wheel speed. The wheel speed can also be corrected, and the pre-allocated torque can be corrected based on the wheel speed difference obtained based on the corrected wheel speed. Let the directly measured wheel speeds of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel be v FL , v FR , v RL , and v RR, the wheel speed is corrected based on the yaw rate to obtain a corrected wheel speed, and the calculation formula is shown in formulas (1) to (4):

[0122] wherein, and are the corrected left front wheel speed, right front wheel speed, left rear wheel speed and right rear wheel speed respectively, and θ FL and θ FR are the left front wheel steering angle and right front wheel steering angle respectively, and β is the yaw rate, and b F and b R are the front axle track and rear axle track respectively, and the parameters left front wheel steering angle θ FL , right front wheel steering angle θ FR , yaw rate β, front axle track b F , rear axle track b R are all measurable. It can be understood that the measured wheel speed can also be corrected according to other ways, such as correcting the wheel speed according to the slip parameters of each wheel. It can be understood that when the wheel speed difference data is processed below, the wheel speed difference obtained by the wheel speed v FL , v FR , v RL and v RR directly measured can also be used. The wheel speed difference obtained by the corrected wheel speed and .

[0123] In some embodiments, according to the driving data of the vehicle, a first torque correction value for the first motor is determined, including: in the case that the wheel speed difference data represents a difference between the first axle wheel speed and the second axle wheel speed greater than a first preset wheel speed difference threshold, determining the first torque correction value based on the driving data of the vehicle and a first mapping relationship; here, the first mapping relationship represents the relationship between the driving data of the vehicle and the torque correction value of the first motor; here, the driving data of the vehicle includes at least one of the following: the steering angle of each wheel of the second axle, the difference between the average value of the first axle wheel speed and the average value of the second axle wheel speed, the vehicle longitudinal acceleration, the vehicle lateral acceleration or the vehicle speed.

[0124] In some embodiments, the wheel speed difference torque verification module determines whether the difference between the front wheel speed and the rear wheel speed is greater than a first preset wheel speed difference threshold value, and the average of the left front wheel speed and the right front wheel speed is taken as the front wheel speed, and the average of the left rear wheel speed and the right rear wheel speed is taken as the rear wheel speed. If the difference between the front wheel speed and the rear wheel speed is greater than the first preset wheel speed difference threshold value, it indicates that the wheel speed difference of the front wheel and the rear wheel is too large, which may cause the vehicle to be unstable laterally. At this time, the first torque correction value is obtained by looking up the table based on the driving data of the vehicle and the first mapping relationship. At this time, the first torque correction value is the axle correction value TΔ Xs .

[0125] In some embodiments, in the case where the wheel speed difference data indicates that the difference between the first axle wheel speed and the second axle wheel speed is greater than the first preset wheel speed difference threshold value, the first torque correction value is determined based on the driving data of the vehicle and the first mapping relationship, including: in the case where the average of the first axle wheel speeds is greater than the average of the second axle wheel speeds and the difference between the two average values is greater than the first axle wheel speed difference threshold value, the first torque correction value is determined based on the driving data of the vehicle and the first mapping sub-relationship; in the case where the average of the second axle wheel speeds is greater than the average of the first axle wheel speeds and the difference between the two average values is greater than the second axle wheel speed difference threshold value, the first torque correction value is determined based on the driving data of the vehicle and the second mapping sub-relationship.

[0126] In some embodiments, the first preset wheel speed difference threshold value includes a front axle wheel speed difference threshold value and a rear axle wheel speed difference threshold value, the first preset wheel speed difference threshold value includes a front axle wheel speed difference threshold value and a rear axle wheel speed difference threshold value, and the first mapping relationship includes a first mapping sub-relationship (such as Table 3) and a second mapping sub-relationship (such as Table 4). When the average of the front wheel speeds is greater than the average of the rear wheel speeds, and the difference between the average of the front wheel speeds and the average of the rear wheel speeds is greater than the front axle wheel speed difference threshold value, i.e., when the average of the left front wheel speed and the right front wheel speed - the average of the left rear wheel speed and the right rear wheel speed > the front axle wheel speed difference threshold value, the front axle wheel speed difference threshold value can be preset data. The first torque correction value is determined based on the driving data of the vehicle and the first mapping sub-relationship. The driving data of the vehicle includes the steering angle of the rear axle wheel, the difference between the average of the front axle wheel speeds and the average of the rear axle wheel speeds, the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , the vehicle speed v, and the steering angle of the rear axle wheel (it should be noted that the steering angles of the two rear wheels can be the same or different), the difference between the average of the front axle wheel speeds and the average of the rear axle wheel speeds, the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a yand the vehicle speed v, the first mapping sub-relationship (Table 3) is queried to obtain a first torque correction value, i.e., an axle correction value TΔ Xs .

[0127] In some embodiments, when the average of the rear wheel speeds is greater than the average of the front wheel speeds, and the difference between the two is greater than a rear axle wheel speed difference threshold value, i.e., when the average of the left rear wheel speed and the right rear wheel speed - the average of the left front wheel speed and the right front wheel speed > the rear axle wheel speed difference threshold value, the rear axle wheel speed difference threshold value can be a data that is calibrated in advance. According to the turning angles of the rear axle wheels, the difference between the average of the wheel speeds of the wheels of the rear axle and the average of the wheel speeds of the wheels of the front axle, the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , the vehicle speed v, the second mapping sub-relationship (Table 4) is queried to obtain a first torque correction value, i.e., an axle correction value TΔ Xs .

[0128] In some embodiments, the second torque correction value for the second motor and the third torque correction value for the third motor are determined according to the driving data of the vehicle, including: when the wheel speed difference data represents a difference between the wheel speeds of the first wheel and the second wheel of the second axle is greater than a second preset wheel speed difference threshold value, the second torque correction value and the third torque correction value are determined according to the driving data of the vehicle and a second mapping relationship, where the second mapping relationship represents a relationship between the driving data of the vehicle and the torque correction values of the second motor and the third motor; the driving data of the vehicle includes at least one of the following: the turning angles of the wheels of the second axle (e.g., the first wheel and the second wheel), the difference between the wheel speeds of the wheels of the second axle, the vehicle longitudinal acceleration, the vehicle lateral acceleration, or the vehicle speed.

[0129] In some embodiments, the first torque correction value is an axle correction value, and the pre-allocated torque of the front motor can be corrected only according to the axle correction value, but the rear end includes two motors, and the pre-allocated torque of the rear end motor also needs to be corrected using a wheel correction value. The wheel speed difference torque verification module determines whether the difference between the wheel speeds of the wheels of the rear axle is greater than a second preset wheel speed difference threshold value, and if the difference between the wheel speeds of the two wheels of the rear axle is greater than the second preset wheel speed difference threshold value, it indicates that the difference between the two rear wheels is too large, which may cause the vehicle to be unstable laterally. At this time, according to the turning angles of the wheels of the rear axle, the difference between the wheel speeds of the wheels of the rear axle, the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y , the vehicle speed v, and a second mapping relationship, a specific correction value for the second motor and the third motor is determined. At this time, the specific correction value is a wheel correction value TΔ whThen, based on the first torque correction value and the specific correction value, the second torque correction value and the third torque correction value are determined. For example, the second torque correction value is half of the first torque correction value minus the specific correction value, and the third torque correction value is half of the first torque correction value plus the specific correction value.

[0130] In some embodiments, when the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second axle is greater than a second preset wheel speed difference threshold, determining a second torque correction value and a third torque correction value based on vehicle driving data and a second mapping relationship includes: when the wheel speed of the first wheel is greater than the wheel speed of the second wheel and the difference between them is greater than the first wheel speed difference threshold, determining the second torque correction value and the third torque correction value based on vehicle driving data and the third mapping relationship; when the wheel speed of the second wheel is greater than the wheel speed of the first wheel and the difference between them is greater than the second wheel speed difference threshold, determining the second torque correction value and the third torque correction value based on vehicle driving data and a fourth mapping relationship.

[0131] In some embodiments, the second preset wheel speed difference threshold includes a first wheel speed difference threshold and a second wheel speed difference threshold. The second mapping relationship includes a third mapping sub-relationship (e.g., a lookup table, denoted as Table 5) and a fourth mapping sub-relationship (e.g., a lookup table, denoted as Table 6). The first wheel of the second axle can be the left rear wheel, and the second wheel of the second axle can be the right rear wheel. When the left rear wheel speed (first wheel speed) - the right rear wheel speed (second wheel speed) > the first wheel speed difference threshold, the following parameters are considered: the turning angle of the rear axle wheel, the difference between the left and right rear wheel speeds, the vehicle's longitudinal acceleration ax, and the vehicle's lateral acceleration a. y Given the vehicle speed v, query the third mapping sub-relation to obtain a specific correction value. At this point, the specific correction value is the wheel correction value TΔ. wh The second torque correction value is half of the first torque correction value minus a specific correction value, and the third torque correction value is half of the first torque correction value plus a specific correction value.

[0132] In some embodiments, when the right rear wheel speed (second wheel speed) - left rear wheel speed (first wheel speed) > second wheel speed difference threshold, the following parameters are considered: the steering angle of the rear axle wheels, the difference between the right and left rear wheel speeds, and the vehicle's longitudinal acceleration a. x lateral acceleration of the vehicle a y The vehicle speed v is used to query the fourth mapping sub-relation (Table 6) to obtain a specific correction value. At this point, the specific correction value is the wheel correction value TΔ. wh The second torque correction value is half of the first torque correction value minus a specific correction value, and the third torque correction value is half of the first torque correction value plus a specific correction value.

[0133] Next, the pre-allocated torque of the first motor is corrected according to the first torque correction value (axle correction value TΔ X ), the second torque correction value and the third torque correction value are obtained based on the first torque correction value (axle correction value TΔ X ) and the specific correction value (wheel correction value TΔ wh ), and the pre-allocated torque of each motor of the rear axle is corrected based on the second torque correction value and the third torque correction value, and the correction formula is as follows:

[0134] Front axle motor preliminary correction torque = pre-allocated torque T F of the front axle motor - axle correction value TΔ Xs . Here, the first torque correction value can be the axle correction value TΔ X .

[0135] Left rear motor preliminary correction torque = pre-allocated torque T RL of the left rear motor + 0.5 × axle correction value TΔ Xs - wheel correction value TΔ wh . Here, the second torque correction value can be 0.5 × axle correction value TΔ Xs - wheel correction value TΔ wh .

[0136] Right rear motor preliminary correction torque = pre-allocated torque T RR of the right rear motor + 0.5 × axle correction value TΔ Xs + wheel correction value TΔ wh . Here, the third torque correction value can be 0.5 × axle correction value TΔ wh + wheel correction value TΔ w .

[0137] In some embodiments of the present disclosure, the method also considers the influence of the wheel speed difference and corrects the torque distribution to ensure the stability of the vehicle driving.

[0138] If only the torque correction based on the wheel speed difference is needed, the front axle motor preliminary correction torque, the left rear motor preliminary correction torque, and the right rear motor preliminary correction torque can be used as the final target distribution torque.

[0139] In other embodiments, in addition to the torque correction of the pre-allocated torque based on the wheel speed difference, the preliminary corrected torque can be further corrected based on the vehicle steering state.

[0140] The further correction based on the vehicle steering state is described in detail below.

[0141] In some embodiments, the lateral driving state of the vehicle is represented based on the steering state data of the vehicle, and here, the pre-set driving state includes an over-steering state or an under-steering state.

[0142] In some embodiments, the vehicle further comprises a lateral dynamic-torque check (LD-TC) module, which checks whether the assigned torque will result in understeer or oversteer characteristics, and corrects the torque when the vehicle is in an oversteer state or understeer state.

[0143] In some embodiments, determining the lateral driving state of the vehicle comprises: obtaining an actual yaw rate and an ideal yaw rate of the vehicle; and determining the steering state of the vehicle based on a difference between the actual yaw rate and the ideal yaw rate and a preset yaw rate threshold.

[0144] In some embodiments, determining whether the lateral driving state of the vehicle is an oversteer state or an understeer state can be performed by comparing the actual yaw rate and the ideal yaw rate of the vehicle. First, the actual yaw rate and the ideal yaw rate of the vehicle are obtained, the actual yaw rate is obtained by actual measurement, and the ideal yaw rate is calculated as shown in formula (5):

[0145] wherein, is the ideal yaw rate, v is the vehicle speed, L is the wheelbase of the vehicle, K is the stability factor, the stability factor K can be measured by test, δ f = (θ FL + θ FR ) / 2 is a two-degree-of-freedom model, and the two degrees of freedom are usually the front wheel steering angle under the longitudinal speed and the yaw rate (lateral) of the vehicle.

[0146] In some embodiments, the preset yaw rate threshold includes an oversteer threshold and an understeer threshold. When the actual yaw rate is greater than the sum of the ideal yaw rate and the oversteer threshold, it is determined that oversteer occurs. Here, the positive direction is determined for left turn and right turn respectively, so that the yaw rate is always non-negative, i.e., the yaw rate is always greater than or equal to zero. When the actual yaw rate is less than the difference between the ideal yaw rate and the understeer threshold, it is determined that understeer occurs. The oversteer threshold and the understeer threshold need to be calibrated.

[0147] When it is determined that oversteer occurs, the torque of the corresponding axle and wheel is corrected to provide a negative yaw angular acceleration to reduce the yaw rate. Conversely, when it is determined that understeer occurs, the torque of the corresponding axle and wheel is corrected to provide a positive yaw angular acceleration to increase the yaw rate.

[0148] In some embodiments, the first torque correction value for the first motor, the second torque correction value for the second motor, and the third torque correction value for the third motor are determined according to the driving data of the vehicle, including: determining the first torque correction value according to the driving data of the vehicle and a third mapping relationship, where the third mapping relationship represents a relationship between the driving data of the vehicle and the torque correction value of the first motor; determining the second torque correction value and the third torque correction value according to the driving data of the vehicle and a fourth mapping relationship, where the fourth mapping relationship represents a relationship between the driving data of the vehicle and the torque correction values of the motors of the second axle.

[0149] Here, the driving data of the vehicle includes at least one of the following: the rotation angle of the rear axle wheel, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, or the speed of the vehicle.

[0150] It should be noted that the third mapping relationship corresponding to the over-steering state (such as Table 7) is different from the third mapping relationship corresponding to the under-steering state (such as Table 9); the fourth mapping relationship corresponding to the over-steering state (such as Table 8) is different from the fourth mapping relationship corresponding to the under-steering state (such as Table 10).

[0151] The following describes the over-steering state and the under-steering state.

[0152] When the lateral driving state of the vehicle is the under-steering state, the first torque correction value is obtained by querying the third mapping relationship according to the rotation angle of the rear axle wheel, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the longitudinal acceleration a x of the vehicle, the lateral acceleration a y of the vehicle, and the speed v of the vehicle, at this time, the first torque correction value is the side axle correction value TCΔ Xs . The specific correction value for the second motor and the third motor is obtained by querying the fourth mapping relationship according to the rotation angle of the rear axle wheel, the difference between the ideal yaw rate and the actual yaw rate of the vehicle, the longitudinal acceleration a x of the vehicle, the lateral acceleration a y of the vehicle, and the speed v of the vehicle, at this time, the specific correction value is the side wheel correction value TCΔ wh . The second torque correction value and the third torque correction value are determined based on the first torque correction value and the specific correction value.

[0153] When the lateral driving state of the vehicle is the over-steering state, the first torque correction value is obtained by querying the third mapping relationship according to the rotation angle of the rear axle wheel, the difference between the actual yaw rate and the ideal yaw rate of the vehicle, the longitudinal acceleration a x of the vehicle, the lateral acceleration a yand the vehicle speed v, a first torque correction value is obtained by querying a third mapping relationship, at this time, the first torque correction value is a side shaft correction value TCΔ Xs . According to the rear wheel steering angle, the difference between the actual yaw rate and the ideal yaw rate of the vehicle, the vehicle longitudinal acceleration a x , the vehicle lateral acceleration a y and the vehicle speed v, a specific correction value for the second motor and the third motor is obtained by querying a fourth mapping relationship, at this time, the specific correction value is a side wheel correction value TCΔ wh . Based on the first torque correction value and the specific correction value, the second torque correction value and the third torque correction value are determined.

[0154] Next, the preliminary corrected torque of the front motor is corrected according to the first torque correction value (side shaft correction value TCΔ Xs ), and the preliminary corrected torque of the rear motor is corrected based on the first torque correction value (side shaft correction value TCΔ Xs ) and the specific correction value (side wheel correction value TCΔ wh ), and the correction formula is as follows:

[0155] Front axle motor target distribution torque = front axle motor preliminary corrected torque T F - side shaft correction value TCΔ Xs s. At this time, the first torque correction value is the side shaft correction value TCΔ Xs .

[0156] Left rear motor target distribution torque = left rear motor preliminary corrected torque T RL + 0.5 x side shaft correction value TCΔ Xs - side wheel correction value TCΔ wh . At this time, the second torque correction value is: 0.5 x side shaft correction value TCΔ Xs - side wheel correction value TCΔ wh .

[0157] Right rear motor target distribution torque = right rear motor preliminary corrected torque T RR + 0.5 x side shaft correction value TCΔ Xs + side wheel correction value TCΔ wh . At this time, the second torque correction value is: 0.5 x side shaft correction value TCΔ Xs + side wheel correction value TCΔ wh .

[0158] When it is determined that oversteering occurs, the torque of the corresponding shaft and wheel is corrected to provide a negative yaw angular acceleration to reduce the yaw angular velocity, and vice versa, when it is determined that understeering occurs, the torque of the corresponding shaft and wheel is corrected to provide a positive yaw angular acceleration to increase the yaw angular velocity.

[0159] For the convenience of understanding, it is explained that two corrections are made based on wheel speed difference and vehicle steering, as shown in FIG. 8, the lateral running state of the vehicle is represented based on the wheel speed difference data of the vehicle and the steering state data of the vehicle; in the case that the lateral running state of the vehicle is a preset running state, the pre-allocated torque of each motor is corrected according to the running data of the vehicle, to obtain the target allocated torque of each motor, including:

[0160] S801, referring to the wheel speed difference data of the vehicle, the fourth torque correction value of the first motor, the fifth torque correction value of the second motor and the sixth torque correction value of the third motor are determined according to the running data of the vehicle.

[0161] S802, based on the fourth torque correction value, the fifth torque correction value and the sixth torque correction value respectively, the pre-allocated torque of the first motor, the second motor and the third motor is corrected to obtain the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor and the wheel speed difference torque correction value of the third motor.

[0162] S803, referring to the steering state data of the vehicle, the seventh torque correction value of the first motor, the eighth torque correction value of the second motor and the ninth torque correction value of the third motor are determined according to the running data of the vehicle.

[0163] S804, based on the seventh torque correction value, the eighth torque correction value and the ninth torque correction value respectively, the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor and the wheel speed difference torque correction value of the third motor are corrected to obtain the target allocated torque of each motor.

[0164] In some embodiments, the lateral running state of the vehicle is represented based on both the wheel speed difference data of the vehicle and the steering state data of the vehicle, that is, the pre-allocated torque is first corrected based on the wheel speed difference, and then the corrected torque is corrected based on the steering state of the vehicle. Steps S801-S802 are the same as the steps of correcting the pre-allocated torque based on the wheel speed difference introduced above, and will not be described here. In steps S801-S802, after the pre-allocated torque is corrected based on the wheel speed difference, the wheel speed difference torque correction value for the first motor, the wheel speed difference torque correction value for the second motor and the wheel speed difference torque correction value for the third motor are obtained, and then the torque correction based on the steering state of the vehicle is performed on the basis of the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor and the wheel speed difference torque correction value of the third motor. Steps S803-S804 are similar to the torque correction steps based on the steering state of the vehicle described above, and will not be described here.

[0165] The wheel speed difference torque correction value of the first motor = the pre-allocated torque of the first motor T F- fourth torque correction value TΔ Xs .

[0166] Wheel speed difference torque correction value of the second motor = second motor pre-allocated torque T RL + 0.5 x fourth torque correction value TΔ Xs - specific correction value TΔ wh . Wherein the fifth torque correction value is equal to: fourth torque correction value TΔ Xs - specific correction value TΔ wh .

[0167] Wheel speed difference torque correction value of the third motor = third motor pre-allocated torque T RR + 0.5 x fourth torque correction value TΔ Xs + specific correction value TΔ wh . Wherein the sixth torque correction value is equal to: fourth torque correction value TΔ Xs + specific correction value TΔ wh .

[0168] Target allocated torque of the first motor = wheel speed difference torque correction value of the first motor - seventh torque correction value TCΔ Xs .

[0169] Target allocated torque of the second motor = wheel speed difference torque correction value of the second motor + 0.5 x seventh torque correction value TCΔ Xs - specific correction value TCΔ wh . Wherein the eighth torque correction value is equal to: 0.5 x seventh torque correction value TCΔ Xs - specific correction value TCΔ wh .

[0170] Target allocated torque of the third motor = wheel speed difference torque correction value of the third motor + 0.5 x seventh torque correction value TCΔ Xs + specific correction value TCΔ wh . Wherein the ninth torque correction value is equal to: 0.5 x seventh torque correction value TCΔ Xs + specific correction value TCΔ wh .

[0171] Finally, the target allocated torque corresponding to each motor obtained is input to the corresponding motor for execution, and each motor drives the vehicle to travel according to the target allocated torque received.

[0172] The method in some embodiments of the present disclosure also considers the influence of vehicle lateral dynamics and corrects the torque allocation, thereby ensuring the stability of vehicle driving.

[0173] In some embodiments, as shown in FIG. 9, the vehicle structure parameters include static loads, for example, including vehicle mass, center of mass position, wheelbase, and track, etc. The dynamic load estimation module gives the dynamic load of each wheel of the vehicle according to the vehicle structure parameters, vehicle lateral acceleration, vehicle longitudinal acceleration, and estimated vehicle speed. The torque vectoring pre-distribution module gives the pre-distribution torque according to the dynamic load of each wheel of the vehicle and vehicle driving state information, the torque including the torque of the front axle and the torque of each wheel of the rear axle. The pre-distribution torque will enter the wheel speed difference torque check module, which will correct the torque distribution according to whether the wheel speed difference is greater than the set threshold. The torque output by the wheel speed difference torque check module will enter the lateral dynamic torque check module, which will check whether the distributed torque will cause understeering or oversteering characteristics, and if so, further correction will be made, and the final torque distribution (i.e., the target distribution torque) will be output.

[0174] Some embodiments of the present disclosure also propose a vehicle. In this embodiment, the vehicle is configured to implement the steps of the driving control method of the vehicle described above, for example, the vehicle includes a controller which can be used to implement the driving control method of the vehicle described above.

[0175] Some embodiments of the present disclosure also propose a computer readable storage medium. In this embodiment, the computer readable storage medium has stored thereon a computer program, which, when executed by a processor, implements the steps of the driving control method of the vehicle described above.

[0176] Some embodiments of the present disclosure provide an electronic device, including a memory and a processor, the memory storing a computer program, and the processor implementing the driving control method of the vehicle described above when executing the computer program.

[0177] As shown in FIG. 10, for ease of understanding, some embodiments of the present disclosure show an electronic device.

[0178] The electronic device is intended to represent a variety of forms including, for example, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device can also represent a variety of forms of mobile devices, such as personal digital assistants, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown in the present disclosure, their connections, and relationships, and their functions, are merely examples and are not intended to limit at least one of the implementations of the present disclosure described in the present disclosure or claimed in the present disclosure.

[0179] As shown in FIG. 10, the device includes a computing unit 1001 that can perform various appropriate actions and processes in accordance with a computer program stored in a read-only memory (ROM) 1002 or a computer program loaded from a storage unit 1008 into a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the electronic device 1000 can also be stored. The computing unit 1001, the ROM 1002, and the RAM 1003 are connected to each other through a bus 1004. An input or output (I / O) interface 1005 is also connected to the bus 1004.

[0180] A plurality of components in the electronic device 1000, including an input unit 1006, such as a keyboard, a mouse, and the like, an output unit 1007, such as various types of displays, a speaker, and the like, a storage unit 1008, such as a magnetic disk, an optical disk, and the like, and a communication unit 1009, such as a network card, a modem, a wireless communication transceiver, and the like, are connected to the I / O interface 1005.

[0181] The computing unit 1001 can be at least one of various general-purpose or special-purpose processing components having processing and computing capabilities. Some examples of the computing unit 1001 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, and the like. The computing unit 1001 performs the various methods described above, such as the drive control method of a vehicle. For example, in some embodiments, the drive control method of a vehicle can be implemented as a computer software program that is tangibly embodied in a machine-readable medium, such as the storage unit 1008. In some embodiments, part or all of the computer program can be loaded or installed on at least one of the electronic devices via at least one of the ROM 1002 or the communication unit 1009. When the computer program is loaded into the RAM 1003 and executed by the computing unit 1001, the drive control method of a vehicle described above can be performed. Alternatively, in other embodiments, the computing unit 1001 can be configured to perform the drive control method of a vehicle by any other appropriate means, such as by means of firmware.

[0182] It should be noted that at least one of the logical or steps represented in the flowcharts or otherwise described herein, e.g., can be considered a list of executable instructions for implementing logic functions and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor- containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. In the context of the present disclosure, a "computer-readable medium" can be any means that can contain, store, communicate, propagate or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electronic connection having one or more wires (electronic devices), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example, via an optical scanner, then compiled, interpreted, or otherwise processed, and stored in a computer memory in a suitable format.

[0183] It should be understood that various aspects of the disclosure can be implemented in hardware, software, firmware or a combination thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any of the following technologies, known in the art, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and so forth.

[0184] In the description of the present disclosure, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific feature, structure, material or characteristic being described is included in at least one embodiment or example of the present disclosure. The illustrative representations of the above terms in the present disclosure do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0185] In addition, the terms "first", "second", and the like used in the embodiments of the present disclosure are only for the purpose of description and can not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated in the embodiments. Therefore, the features defined with the terms "first", "second", and the like in some embodiments of the present disclosure can explicitly or implicitly indicate that at least one of the features is included in the embodiments. In the description of the present disclosure, the meaning of the word "plurality" is at least two or two or more, such as two, three, four, and the like, unless otherwise specifically limited in the embodiments.

[0186] In the present disclosure, unless otherwise specifically defined or limited in the embodiments, the terms "mounting", "connecting", "connecting", and "fixing" and the like appearing in the embodiments should be understood in a broad sense, for example, the connection can be a fixed connection, or a detachable connection, or integrated, which can be understood, or can be a mechanical connection, an electrical connection, etc. Of course, it can also be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements, or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific implementation situation.

[0187] In the present disclosure, unless otherwise specifically defined or limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.

[0188] Although the embodiments of the present disclosure have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present disclosure, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for driving control of a vehicle, wherein, The vehicle includes a first motor, a second motor, and a third motor, wherein the first motor is configured to drive two wheels of a first axle, the second motor is configured to drive a first wheel of a second axle, and the third motor is configured to drive a second wheel of the second axle. The method includes: When the lateral driving state of the vehicle is a preset driving state, the pre-distributed torque of each motor is corrected according to the driving data of the vehicle to obtain the target distributed torque of each motor; wherein, each motor includes the first motor, the second motor and the third motor, and the sum of the pre-distributed torque of each motor is the same as the sum of the target distributed torque of each motor. The first motor, the second motor, and the third motor are controlled according to the target torque allocation.

2. The method according to claim 1, further comprising: The total torque of the vehicle is pre-distributed to obtain the pre-distributed torque of each motor; wherein the pre-distributed torque of each motor includes the first torque of the first motor, the second torque of the second motor, and the third torque of the third motor.

3. The method according to claim 1, wherein, The step of correcting the pre-distributed torque of each motor based on the vehicle's driving data to obtain the target distributed torque of each motor includes: Based on the vehicle's driving data, determine the first torque correction value of the first motor, the second torque correction value of the second motor, and the third torque correction value of the third motor; The pre-allocated torque of the first motor is corrected based on the first torque correction value, the pre-allocated torque of the second motor is corrected based on the second torque correction value, and the pre-allocated torque of the third motor is corrected based on the third torque correction value. The corrected torque of each motor is used as the target allocated torque for each motor.

4. The method according to claim 3, wherein, The first torque correction value is equal to the sum of the second torque correction value and the third torque correction value.

5. The method according to claim 3 or 4, wherein, The second torque correction value is different from the third torque correction value.

6. The method according to claim 3 or 4, wherein, The second torque correction value is the same as the third torque correction value.

7. The method according to any one of claims 3-6, wherein, The lateral driving state of the vehicle is represented based on the wheel speed difference data of the vehicle; wherein, the preset driving state includes the wheel speed difference of the vehicle being greater than a preset wheel speed difference threshold.

8. The method according to claim 7, wherein, Determining the first torque correction value of the first motor based on the vehicle's driving data includes: When the wheel speed difference data indicates that the difference between the wheel speed of the first axle wheel and the wheel speed of the second axle wheel is greater than a first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and a first mapping relationship; wherein, the first mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction value of the first motor.

9. The method according to claim 8, wherein, The vehicle's driving data includes at least one of the following: the turning angle of each wheel on the second axle, the difference between the average wheel speed of each wheel on the first axle and the average wheel speed of each wheel on the second axle, the vehicle's longitudinal acceleration, the vehicle's lateral acceleration, or the vehicle's speed.

10. The method according to claim 8, wherein, The first preset wheel speed difference threshold includes a first axle wheel speed difference threshold and a second axle wheel speed difference threshold, and the first mapping relationship includes a first mapping sub-relationship and a second mapping sub-relationship; When the wheel speed difference data indicates that the difference between the wheel speeds of the first axle and the second axle is greater than a first preset wheel speed difference threshold, the first torque correction value is determined based on the vehicle's driving data and a first mapping relationship, including: If the average wheel speed of each wheel on the first axle is greater than the average wheel speed of each wheel on the second axle, and the difference between the two average values ​​is greater than the wheel speed difference threshold of the first axle, the first torque correction value is determined based on the vehicle's driving data and the first mapping relationship. If the average wheel speed of each wheel on the second axle is greater than the average wheel speed of each wheel on the first axle, and the difference between the two average values ​​is greater than the wheel speed difference threshold of the second axle, the first torque correction value is determined based on the vehicle's driving data and the second mapping relationship.

11. The method according to claim 7, wherein, The step of determining the second torque correction value of the second motor and the third torque correction value of the third motor based on the vehicle's driving data includes: When the wheel speed difference data indicates that the difference between the wheel speeds of the first wheel and the second wheel of the second axle is greater than a second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the second mapping relationship; wherein, the second mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction values ​​of the second motor and the third motor.

12. The method according to claim 11, wherein, The vehicle's driving data includes at least one of the following: the rotation angle of each wheel on the second axle, the difference between the wheel speeds of each wheel on the second axle, the vehicle's longitudinal acceleration, the vehicle's lateral acceleration, or the vehicle's speed.

13. The method according to claim 11, wherein, The second preset wheel speed difference threshold includes a first wheel speed difference threshold and a second wheel speed difference threshold, and the second mapping relationship includes a third mapping sub-relationship and a fourth mapping sub-relationship; When the difference between the wheel speeds of the first and second wheels of the second axle, as indicated by the wheel speed difference data, is greater than a second preset wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the second mapping relationship, including: When the wheel speed of the first wheel is greater than the wheel speed of the second wheel, and the difference between the two is greater than the first wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the third mapping relationship. When the wheel speed of the second wheel is greater than the wheel speed of the first wheel, and the difference between the two is greater than the second wheel speed difference threshold, the second torque correction value and the third torque correction value are determined based on the vehicle's driving data and the fourth mapping relationship.

14. The method according to claim 7, wherein, The wheel speed difference data includes: The wheel speed difference is obtained based on the measured wheel speed; or Wheel speed difference obtained based on the corrected wheel speed; The corrected wheel speed is obtained by correcting the measured wheel speed based on at least one of the vehicle's yaw rate, the rotation angle of each wheel on the first axle, or the wheel track of the first axle.

15. The method according to any one of claims 3-6, wherein, The lateral driving state of the vehicle is represented based on the vehicle's steering state data; wherein, the preset driving state includes oversteering state or understeering state.

16. The method according to claim 15, wherein, The step of determining the first torque correction value of the first motor, the second torque correction value of the second motor, and the third torque correction value of the third motor based on the vehicle's driving data includes: The first torque correction value is determined based on the vehicle's driving data and the third mapping relationship; wherein the third mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction value of the first motor. Based on the vehicle's driving data and the fourth mapping relationship, the second torque correction value and the third torque correction value are determined; wherein, the fourth mapping relationship characterizes the relationship between the vehicle's driving data and the torque correction values ​​of the second motor and the third motor.

17. The method according to claim 16, wherein, The vehicle's driving data includes at least one of the following: the rotation angle of each wheel on the second axle, the difference between the vehicle's ideal yaw rate and actual yaw rate, the vehicle's longitudinal acceleration, the vehicle's lateral acceleration, and the vehicle's speed.

18. The method according to claim 16, wherein, The third mapping relationship corresponding to the oversteering state is different from the third mapping relationship corresponding to the understeering state; the fourth mapping relationship corresponding to the oversteering state is different from the fourth mapping relationship corresponding to the understeering state.

19. The method according to claim 15, wherein, Determining the lateral driving state of the vehicle includes: Obtain the actual yaw rate and ideal yaw rate of the vehicle; The steering state of the vehicle is determined based on the difference between the actual yaw rate and the ideal yaw rate, and a preset yaw rate threshold.

20. The method according to claim 1, wherein, The lateral driving state of the vehicle is represented based on the vehicle's wheel speed difference data and the vehicle's steering state data; When the vehicle's lateral driving state is a preset driving state, the pre-distributed torque of each motor is corrected based on the vehicle's driving data to obtain the target distributed torque of each motor, including: Using the wheel speed difference data of the vehicle as a reference, and based on the driving data of the vehicle, the fourth torque correction value of the first motor, the fifth torque correction value of the second motor, and the sixth torque correction value of the third motor are determined. Based on the fourth torque correction value, the fifth torque correction value, and the sixth torque correction value, the pre-allocated torques of the first motor, the second motor, and the third motor are corrected respectively to obtain the wheel speed difference torque correction value of the first motor, the wheel speed difference torque correction value of the second motor, and the wheel speed difference torque correction value of the third motor. Using the vehicle's steering status data as a reference, and based on the vehicle's driving data, the seventh torque correction value of the first motor, the eighth torque correction value of the second motor, and the ninth torque correction value of the third motor are determined. Based on the seventh torque correction value, the eighth torque correction value, and the ninth torque correction value, the wheel speed difference torque correction values ​​of the first motor, the second motor, and the third motor are corrected respectively to obtain the target allocated torque of each motor.

21. The method according to claim 2, wherein, The torque pre-distribution of the vehicle's total torque includes: Based on the vehicle's dynamic load and driving data, the total torque of the vehicle is pre-distributed.

22. The method according to claim 21, wherein, The method of pre-distributing the total torque of the vehicle based on the vehicle's dynamic load and driving data includes: Based on the vehicle's dynamic load, the vehicle's driving data, and the fifth mapping relationship, the torque distribution ratios of the first motor, the second motor, and the third motor are determined; wherein, the fifth mapping relationship characterizes the relationship between the vehicle's dynamic load, the vehicle's driving data, and the torque distribution ratio. Based on the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor, the total torque of the vehicle is pre-distributed.

23. The method according to claim 22, wherein, The five mapping relationships include a fifth mapping sub-relationship and a sixth mapping sub-relationship. The dynamic load of the vehicle includes the ratio of the dynamic load of the first axle to the total dynamic load, and the ratio of the dynamic load of the second motor to the total dynamic load. The step of determining the torque distribution ratio of the first motor, the torque distribution ratio of the second motor, and the torque distribution ratio of the third motor based on the vehicle's dynamic load, the vehicle's driving data, and the fifth mapping relationship includes: Based on the ratio of the dynamic load of the first axle to the total dynamic load and the vehicle's driving data, the fifth mapping relationship is queried to obtain the torque distribution ratio of the first motor; Based on the torque distribution ratio of the first motor, the torque distribution ratio of the second shaft is obtained; Based on the ratio of the dynamic load of the second motor to the total dynamic load, the torque distribution ratio of the second shaft, and the vehicle's driving data, the sixth mapping relationship is queried to obtain the target ratio between the torque of the second motor and the torque of the second shaft; and based on the torque distribution ratio of the second shaft and the target ratio, the torque distribution ratio of the second motor is obtained. The torque distribution ratio of the third motor is obtained based on the torque distribution ratio of the second shaft and the torque distribution ratio of the second motor.

24. A vehicle for implementing the steps of the method according to any one of claims 1-23.

25. An electronic device comprising a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the method according to any one of claims 1-23.

26. A computer-readable storage medium, wherein, It stores a computer program thereon, which, when executed by a processor, implements the steps of the method according to any one of claims 1-23.

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