CN114083995A - Method, system and medium for torque distribution of in-wheel motor vehicle - Google Patents

Method, system and medium for torque distribution of in-wheel motor vehicle Download PDF

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CN114083995A
CN114083995A CN202111341681.4A CN202111341681A CN114083995A CN 114083995 A CN114083995 A CN 114083995A CN 202111341681 A CN202111341681 A CN 202111341681A CN 114083995 A CN114083995 A CN 114083995A
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wheel
torque
torque load
calculating
coefficient
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CN114083995B (en
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王龙
黄祖胜
付畅
庞迪
曾繁鸣
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Dongfeng Off Road Vehicle Co Ltd
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Dongfeng Off Road Vehicle Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The invention discloses a method, a system and a medium for torque distribution of an in-wheel motor automobile, which comprises the steps of calculating the slip ratio of each wheel; calculating the torque load distribution coefficient of each hub motor according to the wheel slip rate; calculating the torque load coefficient of each hub motor according to the torque load distribution coefficient of each hub motor; and calculating the target driving torque of each wheel according to the torque load coefficient of each in-wheel motor and the working torque of each in-wheel motor. By utilizing the method, the problem that the target torque of the whole vehicle is difficult to calculate due to the difference of the working rotating speeds of the hub motors is solved; the dynamic linkage between a single wheel and a wheel, between a single wheel and a shaft, and between a single wheel and a whole vehicle torque load coefficient and the conversion of a whole vehicle torque load scaling factor are realized, so that the performance of the whole vehicle is optimal; the output capacities of the front and rear shaft motors and the batteries in the torque distribution process are fully utilized, the capacities of the motors and the batteries are ensured to be exerted to the maximum degree and simultaneously the allowable limit of the motors and the batteries is not exceeded, and the reliability and the stability of the system are ensured.

Description

Method, system and medium for torque distribution of in-wheel motor vehicle
Technical Field
The invention belongs to the technical field of torque distribution of in-wheel motor vehicles, and particularly relates to a method, a system and a medium for torque distribution of an in-wheel motor vehicle.
Background
The hub motor is gradually used as an important power driving device of the electric automobile. The hub motor automobile integrates the motor, the speed reducer and the braking device into the wheel hub, and has the advantages of saving the arrangement space of the whole automobile and independently controlling the motion state of each wheel. With the mature technology development, the application of the hub motor automobile is more and more extensive.
The distribution control method of wheel torque of the wheel hub motor automobile is a key technology of the wheel hub motor automobile. Compared with an electric automobile with an axle motor, each wheel of the hub motor automobile can be independently controlled and driven, but the torque calculation of each wheel is more complicated. The wheel torque distribution of the wheel hub motor automobile has more considered factors, including dynamic property, economy and stability. Different wheel torque distribution control methods are designed based on different performance target emphasis points. The torque distribution control method commonly used for the hub motor automobile at present comprises an average distribution method, a minimum energy consumption based method, a yaw stability based control method and the like.
The torque average distribution method directly divides the torque required by the whole vehicle by the number of hub motors of the whole vehicle to serve as the target torque of each hub motor; based on a minimum energy consumption method, the torque of each hub motor under the state of the highest total efficiency is searched for the required torque of the whole vehicle and the efficiency MAP of the motor according to a set searching method to serve as the target torque of each hub motor; the yaw stability control method is based on the calculation of the torque distribution based on the transverse dynamic model of the whole vehicle.
The control methods directly distribute the required torque of the whole vehicle, but the hub motor vehicle has 4 or more driving wheels, so that a specific hub motor cannot be determined to be selected as a reference object, and the required torque of the whole vehicle is difficult to calculate; secondly, the output capacity of the power battery and the output capacity of the motor are not considered to be combined with various motion states of the vehicle, so that the problem that the power battery is easy to over-discharge in the process of rapid acceleration is solved; and directly executing the calculated required torque of each wheel of the hub motor after torque distribution.
Disclosure of Invention
The method for distributing the torque of the hub motor vehicle for achieving one of the purposes of the invention comprises the following steps:
s1, calculating the slip ratio S of each wheel1～n；
The wheel slip rate s1～nThe calculating method comprises the following steps:
step 1, calculating a navigation angle theta of inner and outer wheels of a front axle of a vehicle according to a steering angle signal theta of a steering wheelInner partAnd thetaOuter cover；
The inner wheel is the wheel with smaller turning radius in the turning process of the vehicle; when the vehicle runs in a left steering or a right steering mode, the navigation angle between the wheels on the inner side and the wheels on the outer side of the front axle satisfies the following conditions: thetaInner part＞θOuter coverIs greater than 0; when the vehicle turns left, the left wheel theta of the front axle of the vehicleflThe navigation angle is thetaInner partWhen the vehicle turns to the right, the right wheel theta of the front axle of the vehiclefrThe navigation angle is thetaInner part(ii) a When the vehicle runs in a straight line, the navigation angle between the wheels on the inner side and the wheels on the outer side of the front axle satisfies the following conditions: thetaOuter cover＝θInner part＝0。
When the steering wheel steering angle signal theta is zero, the vehicle is driven in a straight line, when theta is a negative number, the vehicle is driven in a left steering direction, and when theta is a positive number, the vehicle is driven in a right steering direction.
Step 2, according to the reference wheel speed omega and the navigation angle thetaInner partAnd thetaOuter coverCalculating the speed v at the center of mass of the whole vehicle by the radius r of the tire and the reduction ratio i of the speed reducer integrated in the wheel of the hub motor;
the speed of the center of the front axle or the rear axle of the vehicle is equivalent to the speed of the center of mass of the whole vehicle; the reduction ratio i of the reducer integrated in the wheel of the hub motor is obtained by mechanical design and solidification;
further, the calculation method of the reference wheel speed ω includes:
sequencing the rotation speed of each hub motor, omegax≥ωy≥...ωm≥ωnWherein n is the number of the hub motors and is more than or equal to 4;
if the brake pedal is in a treading state, the reference wheel speed omega is taken as a larger wheel hubRotational speed omega of an electric machine2；
If the brake pedal is in a released state, the reference wheel speed omega is taken as the rotating speed omega of the smaller wheel hub motorn-1。
Further, the method for calculating the vehicle speed v at the center of mass of the whole vehicle comprises the following steps:
Figure BDA0003352338980000031
wherein theta isiComprises the following steps: when the reference wheel speed ω is the wheel speed of the inner wheel, θi＝θInner part: when the reference wheel speed ω is the wheel speed of the outside wheel, θi＝θOuter cover；
The reference wheel speed omega is the wheel speed of the inboard wheel, i.e. when the reference wheel speed omega is taken of the inboard wheel, thetaiFor the navigation angle theta of the wheel inside the front axleInner partWhen the reference wheel speed ω is the wheel speed of the outer wheel, i.e., the outer wheel taken at the reference wheel speed ω, θiFor the navigation angle theta of the wheels outside the front axleOuter cover。
Step 3, according to the speed v at the position of the mass center of the whole vehicle, the axle distance L of a front axle and a rear axle, the reduction ratio i of the hub motor wheel internal integrated speed reducer and the wheel speed omega of each hub motor1～nCalculating the slip ratio s of each wheel by the wheel radius R and the turning radius R at the center of the front axle1～nWherein n is the number of hub motors;
further, the method for calculating the slip ratio of each wheel comprises the following steps:
Figure BDA0003352338980000041
wherein, ω isiThe rotating speed of the hub motor corresponding to the wheel; r is the wheel radius; r is the turning radius at the center of the front axle of the vehicle; thetaiIs the navigation angle of the wheel; l is the wheelbase of the front and rear axles; and i is the reduction ratio of the reducer integrated in the wheel of the hub motor.
Further, the method of calculating the turning radius R at the center of the front axle includes:
step 1, obtaining a turning vector relation by using a vector method and a whole vehicle steering model:
Figure BDA0003352338980000042
wherein:
Figure BDA0003352338980000043
is a vector from the steering center to the center of the front axle;
Figure BDA0003352338980000044
vector of steering center to inboard wheel;
Figure BDA0003352338980000045
steering center to outboard wheel vector.
Step 2, calculating by utilizing vector modulo, wherein the turning radius R at the center of the front shaft is as follows:
Figure BDA0003352338980000046
s2, calculating torque load distribution coefficient K of hub motors at left and right sides of front and rear axles according to wheel slip rate and wheel navigation angle1～n；
Distribution coefficient K of torque load of each hub motor1～nThe calculating method comprises the following steps:
Figure BDA0003352338980000047
wherein: i is an e [1, n ]]N is the number of the hub motors; thetaiThe navigation angle of the wheel where the hub motor is located; epsilon1、ε2: adjusting parameters of the distribution coefficients; Δ sjDifference in slip rate, θ, of each wheel on the axle of that wheelflThe navigation angle of the left front wheel of the vehicle; thetafrA navigation angle for a right front wheel of the vehicle; t is the operation of the torque distribution method of the in-wheel motor vehicleThe length of time.
S3, distributing coefficient K according to torque load of each hub motor1～nCalculating the torque load coefficient Ld of each in-wheel motor1～n；
Torque load factor Ld for 4 in-wheel motors1～4Comprises the following steps:
Figure BDA0003352338980000051
wherein: b is
Figure BDA0003352338980000052
Wherein Ld1、Ld2、Ld3、Ld4Sequentially and respectively representing the torque load coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft; kfl、Kfr、Krl、Krr: the torque load distribution coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft are sequentially and respectively; ldfIs the front axle torque load factor; ldrIs the rear axle torque load factor;
the front and rear axle torque load coefficient LdfAnd LdrThe calculating method comprises the following steps:
Figure BDA0003352338980000053
wherein Ld is a whole vehicle torque load coefficient calculated according to the opening degree value theta of the accelerator pedal; gamma is a torque load factor correction factor; and K is the torque load distribution coefficient of the wheel rotating shaft.
Further, the method for calculating the torque load distribution coefficient K of the wheel rotation shaft includes:
K＝Ka+Kb+Kc
Ka: a basic distribution ratio; kb: accelerating distribution ratio;Kc: the distribution ratio of the slippage between the shafts;
further, said KaIs in the preferred range of [0,1 ]]The calibration can be carried out according to the actual condition;
further, said KbThe calculating method comprises the following steps:
Figure BDA0003352338980000061
wherein:
p11: acceleration adjustment factor, p11>0, preferably in the range of [0,0.1 ]]；
a: the unit of the whole vehicle acceleration is m/s2, when a is 0, the vehicle runs at a constant speed, a is greater than 0, the whole vehicle runs at an accelerated speed, and when a is less than 0, the whole vehicle runs at a decelerated speed;
a0: basic coefficient of acceleration, with a priority range of [0, 5%]；
Further, said Kb∈[-0.3,0.3]。
Further, said KcThe calculating method comprises the following steps:
when any of the following 3 cases is satisfied:
(1) the torque load distribution coefficient of the hub motors at the left side and the right side of the front axle is in a distribution limit state, at least one wheel of the front axle is in a slip state, and all wheels of the rear axle are in a normal working state, namely Kfl＝δ1Or Kfr＝δ1And sfmax＞τ2*s0And sfmax≤τ3*s0；
(2) All wheels of the front axle are in a normal working state, the torque load distribution coefficient of hub motors at the left side and the right side of the rear axle is in a limit distribution state, and at least one wheel of the rear axle is in a slip state, namely Krl＝δ1Or Krr＝δ1And srmax＞τ2*s0And srmax≤τ3*s0，
(5) The torque load distribution coefficients of all wheel motors of the front axle and the rear axle are in a slip limit distribution state, namely Kfl＝δ1Or Kfr＝δ1And sfmax＞τ2*s0And (K)rl＝δ1Or Krr＝δ1And srmax＞τ2*s0)；
Figure BDA0003352338980000071
Wherein:
Kfl: the torque load distribution coefficient of a hub motor on the left side of the front shaft;
Kfr: the torque load distribution coefficient of the hub motor on the right side of the front shaft;
Kll: the torque load distribution coefficient of a hub motor on the left side of the rear shaft;
Klr: the torque load distribution coefficient of the hub motor on the right side of the rear shaft;
τ2: adjusting coefficient of upper limit of slip rate between wheels;
s0: a baseline slip rate;
sfmax: maximum value of front axle wheel slip rate;
srmax: maximum value of rear axle wheel slip rate;
τ3: adjusting coefficient of lower limit of slip ratio between shafts;
p21、p22: adjusting coefficient of slip ratio between shafts;
t: operating time of torque distribution method of hub motor vehicle
Δ s: the difference value between the maximum value of the wheel slip rate of the front axle and the maximum value of the wheel slip rate of the rear axle; otherwise, when all wheels are not slipping, i.e. sfmax≤τ3*s0And srmax≤τ3*s0：
Kc＝0
sfmaxMinimum and maximum values of front axle slip, srmaxIs the maximum value of the slip ratio of the rear axle;
further, theKc∈[-0.3,0.3]；
Further, the torque load factor correction factor γ includes:
when the following 3 conditions are simultaneously satisfied, namely:
(1) at least one of the front-axle wheels being in extreme slip condition, i.e. Kfl＝δ1Or Kfr＝δ1And sfmax＞τ4*s0；
(2) At least one of the rear-axle wheels being in extreme slip condition, i.e. Krl＝δ1Or Krr＝δ1And srmax＞τ4*s0；
(3) The front and rear torque load coefficients are distributed, i.e. the front axle wheel slip rate is equal to the rear axle wheel slip rate.
The formula for calculating γ:
Figure BDA0003352338980000081
wherein p isr1、pr2: a scaling factor correction factor; tau is4: adjusting coefficient of lower limit of slip ratio of the whole vehicle; and t is the running time of the torque distribution method of the hub motor vehicle.
Otherwise, if the front and rear axle wheels are not in slip condition simultaneously, i.e. delta1＜Kmin＜δ2Or Δ s ≠ 0 or sfmax＜τ3*s0Or srmax＜τ3*s0The formula for calculating γ:
γ＝1
wherein:
δ1: the lower limit value of the torque load distribution coefficient of each hub motor;
δ2: the upper limit value of the torque load distribution coefficient of each wheel;
Kmin: the minimum value of the torque load distribution coefficient of the hub motor;
Δ s: the difference value between the maximum value of the wheel slip rate of the front axle and the maximum value of the wheel slip rate of the rear axle;
sfmax: maximum value of front axle wheel slip rate;
srmax: maximum value of rear axle wheel slip rate;
τ3: adjusting coefficient of lower limit of slip ratio between shafts;
s0: the baseline slip rate.
S4, torque load coefficient Ld according to each in-wheel motor1～nCalculating target driving torque T of each hub motor1～n。
Ti＝Ldi*T(wi)*β
Wherein:
n is the number of the hub motors, i belongs to [1, n ];
Ldi: the torque load coefficient corresponding to the hub motor;
beta: a power battery power limit factor;
T(wi): the working torque of the hub motor;
wi: the wheel speed of the in-wheel motor.
Further, the method for calculating the power limiting factor β of the power battery comprises the following steps:
when in use
Figure BDA0003352338980000091
The method comprises the following steps:
β＝1；
when in use
Figure BDA0003352338980000092
The method comprises the following steps:
Figure BDA0003352338980000093
wherein:
n is the number of the hub motors, i belongs to [1, n ];
Ldithe torque load coefficient of the hub motor;
T(Wi) Being an in-wheel motorA working torque;
PP: the power battery allows maximum discharge power.
Further, the working torque T (w) of the in-wheel motori) The calculation method comprises the following steps:
step 1, initializing working torque as peak working torque T of hub motormax(wi)，Tmax(wi) The calculating method comprises the following steps:
Figure BDA0003352338980000101
wherein: t ismax(w): the peak working torque of the hub motor; t is0: peak torque of the hub motor; pmax: a peak power; w is a0: maximum rotational speed at which peak torque operates; w is ai: the rotating speed of the hub motor;
step 2, when Ldi*T(wi)*β＞Te(wi) Time measurement is started, Ldi*T(wi)*β≦Te(wi) Ending the timekeeping, and when the timekeeping duration is more than or equal to a first set duration, the working torque of the hub motor is as follows:
T(wi)＝Te(wi)
wherein T ise(wi) The method for calculating the rated torque of the hub motor comprises the following steps:
Figure BDA0003352338980000102
wherein: t is1: rated torque; pe: rated power; w is ae: rated rotating speed;
the first set time length is preferably 18s, but not limited thereto.
When Ld is presenti*T(wi)*β≦Te(wi) Time measurement is started, Ldi*T(wi)*β＞Te(wi) End of timekeeping when said timekeeping is finishedWhen the length is larger than or equal to the second setting, the working torque of the hub motor is as follows:
T(wi)＝Tmax(wi)
the second set time length is preferably 30s, but not limited thereto.
The system for distributing the torque of the hub motor automobile for realizing the second purpose of the invention comprises a slip ratio calculation module: for calculating the slip rate of each wheel; a torque load distribution coefficient calculation module: the torque load distribution coefficient is used for calculating the torque load distribution coefficient of each hub motor; a torque load factor calculation module: for calculating a torque load factor; a target drive torque calculation module: for calculating the target drive torque of each in-wheel motor.
Further, the torque load factor correction factor calculation module is further included: for calculating a torque load factor correction factor.
Further, the power battery power limiting factor module is also included: for calculating the power limiting factor of the power cell.
A non-transitory computer-readable storage medium, which carries out a third object of the invention, has a computer program stored thereon, which, when being executed by a processor, carries out any one of the steps of the method of torque distribution of the in-wheel motor vehicle.
The invention has the following beneficial effects:
1. the problem that the target torque of the whole vehicle is difficult to calculate due to the difference of the working rotating speeds of a plurality of hub motors is solved;
2. the dynamic linkage between a single wheel and a wheel, between a single wheel and a shaft, and between a single wheel and a whole vehicle torque load coefficient and the conversion of a whole vehicle torque load scaling factor are realized, so that the performance of the whole vehicle is optimal;
3. the output capacity of the front and rear shaft motors and the output capacity of the battery are utilized in the torque distribution process, the capacities of the motors and the battery are ensured to be exerted to the maximum degree and simultaneously the allowable application limit of the motors and the battery is not exceeded, and the reliability and the stability of the system are ensured.
4. The acceleration distributes the torque, and the sliding rotation of the front wheel caused by the axle load transfer is avoided. The safety of the vehicle is ensured.
Drawings
FIG. 1 is a flow chart of a method of the present invention;
fig. 2 is a block diagram of the system of the present invention.
Detailed Description
The following detailed description is provided for the purpose of explaining the claimed embodiments of the present invention so that those skilled in the art can understand the claims. The scope of the invention is not limited to the following specific implementation configurations. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
In the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.
First, terms and parameters that occur more frequently herein are introduced.
θInner part: the navigation angle of the wheels on the inner side of the front axle during steering; thetaOuter cover: the navigation angle of the wheels outside the front axle during steering;
θfl: a navigation angle of a wheel on the left side of the front axle; thetafr: a navigation angle of a wheel on the right side of the front axle;
r: is the tire radius;
ω: a reference wheel speed;
i: the reduction ratio of a speed reducer is integrated in the wheel of the hub motor;
r: a turning radius at the center of the front axle;
l: wheelbase of the front and rear axles;
s1、s2、s3、s4: the slip rates of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are sequentially set; s0: a reference slip ratio, preferably in the range of [0,0.3 ]]The calibration can be carried out;
sfmin、sfmax: minimum and maximum values of front axle slip ratio;
srmin、srmax: minimum and maximum values of rear axle slip ratio;
smax: the maximum slip rate of the whole vehicle;
Δsf: the slip ratio difference between the left front wheel and the right front wheel;
Δsr: the slip ratio difference between the left rear wheel and the right rear wheel;
Δ s: maximum slip ratio s of front axlefmaxMaximum slip ratio s with rear axlermaxA difference value;
Kfl、Kfr、Krl、Krr: torque load distribution coefficients of hub motors of a left front wheel, a right front wheel, a left rear wheel and a right rear wheel are sequentially and respectively expressed;
Ld1、Ld2、Ld3、Ld4: sequentially and respectively representing the torque load coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft;
k: front axle torque load distribution coefficient;
and Ld: the whole vehicle torque load coefficient;
l: wheelbase of the front and rear axles;
PP: the maximum allowable discharge power of the power battery;
τ1: adjusting coefficient of lower limit of slip ratio between wheels; tau is2: adjusting coefficient of upper limit of slip rate between wheels; tau is3: the lower limit adjustment coefficient of the slip ratio between the shafts is preferably [0,3 ] in this embodiment]The calibration can be carried out; tau is4: and adjusting the coefficient of the lower limit of the slip ratio of the whole vehicle.
In the present embodiment, the in-wheel motor vehicle takes the form of 4X4, and includes 4 in-wheel driving motors as an example to describe one embodiment of the method of the present invention.
S1, calculating the slip ratio S of each wheel1～n；
Step 1, calculating a navigation angle theta of inner and outer wheels of a front axle of a vehicle according to a steering angle signal theta of a steering wheelInner partAnd thetaOuter cover；
Navigation angle theta of front axle inner and outer side wheels in vehicle running processInner partAnd thetaOuter coverFitting the relation between the angle and the steering wheel angle theta, wherein the fitting method comprises adopting a quadratic curve fitting methodThe method comprises the following steps:
Figure BDA0003352338980000141
wherein: θ: steering wheel turning; a is1、b1、c1: fitting coefficients of the navigation angles of the inner wheels; a is2、b2、c2: and fitting coefficients of the navigation angle of the outer wheel.
When the vehicle runs in a left steering or a right steering mode, the navigation angle between the wheels on the inner side and the wheels on the outer side of the front axle satisfies the following conditions: thetaInner part＞θOuter coverIs greater than 0; when the vehicle runs in a straight line, the navigation angle between the wheels on the inner side and the wheels on the outer side of the front axle satisfies the following conditions: thetaOuter cover＝θInner part＝0。
When the steering wheel angle theta is set to zero, the vehicle is driven in a straight line, when theta is a negative number, the vehicle is driven in a left-turn direction, and when theta is a positive number, the vehicle is driven in a right-turn direction.
When the vehicle turns left, namely theta is less than 0, the navigation angles of the left and right wheels of the front axle are respectively as follows:
Figure BDA0003352338980000142
when the vehicle turns right, namely theta is larger than 0, the navigation angles of the left and right wheels of the front axle are respectively as follows:
Figure BDA0003352338980000143
when the vehicle is traveling straight, i.e., θ is 0, the steering angles of the left and right wheels of the front axle are:
θfl＝θfr＝θouter cover＝θInner part
Step 2, calculating the reference wheel speed omega, comprising the following steps:
(1) acquiring the current rotating speeds of all hub motors and sequencing the rotating speeds; in this embodiment, 4 in-wheel motors are set, assuming that: omegax≥ωy≥ωm≥ωn；
Wherein: omegax，ωy，ωm，ωn: 4 rotation speeds of the hub motors; x, y, m, n belongs to {1, 2, 3, 4}, and x is not equal to y is not equal to m is not equal to n; omega1，ω2，ω3，ω4: left front, right front, left rear and right rear hub motors.
(2) Acquiring the state of a brake pedal:
if the brake pedal is stepped on, the whole vehicle is in a braking state, the vehicle speed calculation distortion caused by wheel locking is prevented, and the vehicle speed calculation adopts the rotating speed of a large hub motor, namely: omega-omegay
If the brake pedal is not stepped on, the whole vehicle is in a driving running state, the vehicle speed calculation distortion caused by the wheel slip is prevented, and the vehicle speed calculation adopts the rotating speed of a small hub motor, namely: omega-omegam
Step 3, calculating the speed v at the center of mass of the whole vehicle;
if the wheel speed of the inner wheel is taken by referring to the wheel speed omega, the vehicle speed v at the center of mass of the whole vehicle is as follows:
Figure BDA0003352338980000151
if the wheel speed of the outer wheel is taken by referring to the wheel speed omega, the vehicle speed v at the center of mass of the whole vehicle is as follows:
Figure BDA0003352338980000152
step 4, calculating the slip ratio s of each wheel1～n：
Figure BDA0003352338980000153
ωiThe rotating speed of the hub motor corresponding to the wheel; thetaiIs the navigation angle of the wheel. In this embodiment, the method for calculating the slip ratios of the 4 in-wheel motors includes:
Figure BDA0003352338980000161
obtaining a turning vector relation by using a vector method and a whole vehicle steering model:
Figure BDA0003352338980000162
wherein:
Figure BDA0003352338980000163
is a vector from the steering center to the center of the front axle;
Figure BDA0003352338980000164
vector of steering center to inboard wheel;
Figure BDA0003352338980000165
steering center to outboard wheel vector.
Calculating the turning radius R at the center of the front axle using vector modulo:
Figure BDA0003352338980000166
further, the maximum value of the slip ratio of the front axle and the rear axle is calculated according to the slip ratios of the 4 wheels:
Figure BDA0003352338980000167
calculating slip ratio difference deltas of coaxial wheelsfAnd Δ srAnd the difference value deltas of the maximum value of the slip rates of the front and rear shafts:
Figure BDA0003352338980000168
s2, calculating the wheel slip rate and the wheel steering angleDistribution coefficient K of torque load of hub motor on left side and right side of shaft1～n；
Figure BDA0003352338980000171
Wherein: i is an e [1, n ]]N is the number of the hub motors; thetaiThe navigation angle of the wheel where the hub motor is located; epsilon1、ε2: adjusting parameters of the distribution coefficients; Δ sjDifference in slip rate, θ, of each wheel on the axle of that wheelflThe navigation angle of the left front wheel of the vehicle; thetafrA navigation angle for a right front wheel of the vehicle; t is the running time of the torque distribution method of the in-wheel motor automobile, and delta s is calculated when the torque distribution method of the in-wheel motor automobile starts to runj。
In this embodiment, the method for calculating the torque load distribution coefficients of the 4 in-wheel motors includes:
Figure BDA0003352338980000172
wherein: kfl、Kfr、Krl、Krr∈[δ1,δ2]，δ1Assigning a lower limit value, delta, of the coefficient to the torque load of each wheel2Distributing an upper limit value of a coefficient for the torque load of each wheel; epsilonf1、εf2: adjusting parameters of a torque load distribution coefficient of the left front wheel; epsilonr1、εr2: adjusting parameters of a torque load distribution coefficient of the left rear wheel; the sum of the torque load distribution coefficients of the left front wheel and the right front wheel is 1; the sum of the torque load distribution coefficients of the left and right rear wheels is 1.
Preferably, delta1And delta2Has a sum of 1, delta1Is in the preferred range of [0,0.4 ]]。
The maximum value of the slip rate of the current shaft satisfies sfmax≤τ1*s0When is equal tof1＝εf2＝0；
The maximum value of the slip rate of the current shaft satisfies sfmax＞τ2*s0And | Δ sfIf | is greater than 0.03, εf1＜0，εf2＜0；
When the maximum value of the slip ratio of the rear axle meets srmax≤τ1*s0When is equal tof1＝εf2＝0；
When the maximum value of the slip ratio of the rear axle meets srmax＞τ2*s0And | Δ srIf | is greater than 0.03 then εr1＜0，εr2＜0；
S3, distributing coefficient K according to torque load of each hub motor1～nCalculating the torque load coefficient Ld of each in-wheel motor1～n(ii) a The method comprises the following steps:
step 1, calculating a torque load distribution coefficient K of a wheel rotating shaft, taking the calculation of the front shaft torque load distribution coefficient as an example in the embodiment:
K＝Ka+Kb+KC
wherein: k belongs to [ delta'1，δ'2],δ'1Is a torque load distribution coefficient lower limit value, delta'2Is a torque load distribution coefficient upper limit value, delta'1+δ'2＝1，δ'1Is in the preferred range of [0,0.4 ]]；Ka: a basic distribution ratio; kb: accelerated distribution ratio, Kb∈[-0.3,0.3]；Kc: distribution ratio of slip between shafts, Kc∈[-0.3,0.3](ii) a The basic distribution ratio KaA preferable range is [0,1 ]]；
The acceleration distribution ratio KbThe calculation formula (2) includes:
Figure BDA0003352338980000181
wherein: p is a radical of11: acceleration adjustment factor, p11>0, priority range of [0,0.05 ]](ii) a a: the whole vehicle acceleration is m/s2, the vehicle runs at a constant speed when a is 0, and a>0 accelerated running of the entire vehicle, a<0, the whole vehicle is decelerated; a is0: basic coefficient of acceleration, preferably in the range of [0,5 ]]。
When any of the following 3 cases is satisfied:
(1) the torque load distribution coefficient of the hub motors at the left side and the right side of the front axle is in a distribution limit state, at least one wheel of the front axle is in a slip state, and all wheels of the rear axle are in a normal working state, namely Kfl＝δ1Or Kfr＝δ1And sfmax＞τ2*s0And sfmax≤τ3*s0；
(2) All wheels of the front axle are in a normal working state, the torque load distribution coefficient of hub motors at the left side and the right side of the rear axle is in a limit distribution state, and at least one wheel of the rear axle is in a slip state, namely Krl＝δ1Krr＝δ1And srmax＞τ2*s0And srmax≤τ3*s0
(3) The torque load distribution coefficient of all the hub motors of the front and rear shafts is in a distribution limit state, namely (K)fl＝δ1Or Kfr＝δ1And sfmax＞τ2*s0) And (K)rl＝δ1Or Krr＝δ1And srmax＞τ2*s0)。
KcThe calculation formula of (2):
Figure BDA0003352338980000191
t is the running time of the torque distribution method of the hub motor vehicle;
when the front and rear axles do not slip, i.e. sfmax≤τ3*s0And srmax≤τ3*s0，KCThe calculation formula of (2):
Kc＝0
wherein: p is a radical of21、p22: the preferred range of the coefficient of adjustment of the slip ratio between the shafts is [0,1 ]]；
Step 2, calculating a torque load coefficient correction factor gamma;
when the following 3 conditions are simultaneously satisfied, namely:
(1) extreme slip condition of the front axle, i.e. Kfl＝δ1Or Kfr＝δ1And sfmax＞τ4*s0；
(2) Rear axle limited slip condition, i.e. Krl＝δ1Or Krr＝δ1And srmax＞τ4*s0；
(3) The front and rear torque load coefficients are already allocated, i.e., Δ s is 0.
The formula for calculating γ:
Figure BDA0003352338980000192
wherein: p is a radical ofr1、pr2: and the scaling factor correction coefficient is preferably (0,1) and can be calibrated, and t is the operation time length of the torque distribution method of the hub motor vehicle.
When the front and rear axles are not in slip state at the same time, i.e. delta1＜Kmin＜δ2Or Δ s ≠ 0 or sfmax＜τ3*s0Or srmax＜τ3*s0The formula for calculating γ:
γ＝1
wherein: kmin＝min(Kfl,Kfr,Krl,Krr)
Further, τ1、τ2、τ3、τ4The size relationship between the two satisfies: tau is1＜τ2＜τ3＜τ4. Preferred values are:
Figure BDA0003352338980000201
step 3, opening value according to the accelerator pedal
Figure BDA0003352338980000203
Calculating the torque load coefficient Ld of the whole vehicle, wherein the Ld belongs to [0,1 ]]. L and
Figure BDA0003352338980000204
the mapping relation between the two can be a linear function, a concave function, a convex function or an S-shaped function;
step 4, calculating the torque load coefficients of the front shaft and the rear shaft:
Figure BDA0003352338980000202
wherein: l isf: front axle torque load factor; l isr: rear axle torque load factor.
Step 5, calculating the torque load coefficient Ld of each hub motor1～n；
In this embodiment, the calculation is performed based on 4 front left, front right, rear left and rear right hub motors of the entire vehicle, and the calculation of the torque load coefficient may be:
Figure BDA0003352338980000211
wherein: ld1、Ld2、Ld3、Ld4: sequentially and respectively representing the torque load coefficients of a left front wheel hub motor, a right front wheel hub motor, a left rear wheel hub motor and a right rear wheel hub motor;
b is a diagonal matrix of the torque load coefficients of the front and rear axes, and the value of the matrix is as follows:
Figure BDA0003352338980000212
further, Ld1、Ld2、Ld3、Ld4Satisfies the following conditions:
Figure BDA0003352338980000213
s4, torque load coefficient Ld according to each in-wheel motor1～nCalculating target driving torque T of each hub motor1～n。
Step 1, calculating peak working torque of each hub motor:
Figure BDA0003352338980000214
wherein: t ismax(wi): the peak working torque of the hub motor; t is0: peak torque of the hub motor; pmax: a peak power; w is a0: maximum rotational speed at which peak torque operates; w is ai: the rotating speed of the hub motor. In this example i ∈ [1,4 ]]；
Step 2, calculating the continuous rated working torque of each hub:
Figure BDA0003352338980000221
wherein: t ise(wi): continuously rated working torque; t is1: rated torque; pe: rated power; w is a1: rated speed of rotation.
Step 3, initializing the working torque as the peak working torque T of the hub motormax(wi)：
T(wi)＝Tmax(wi)
Step 4, when Ldi*T(wi)*β＞Te(wi) Time measurement is started, Ldi*T(wi)*β≦Te(wi) Ending the timekeeping, and when the timekeeping duration is more than or equal to a first set duration, the working torque of the hub motor is as follows:
T(wi)＝Te(wi)
wherein T ise(wi) The method for calculating the rated torque of the hub motor comprises the following steps:
Figure BDA0003352338980000222
wherein: t is1: rated valueTorque; pe: rated power; w is ae: rated rotating speed;
the first set time length is preferably 18s, but not limited thereto.
When Ld is presenti*T(wi)*β≦Te(wi) Time measurement is started, Ldi*T(wi)*β＞Te(wi) Ending the timekeeping, and when the timekeeping duration is more than or equal to a second set duration, the working torque of the hub motor is as follows:
T(wi)＝Tmax(wi)
the second set time length is preferably 30s, but not limited thereto.
Step 5, calculating a power limiting factor beta of the power battery:
when in use
Figure BDA0003352338980000223
The method comprises the following steps:
β＝1
when in use
Figure BDA0003352338980000231
The method comprises the following steps:
Figure BDA0003352338980000232
n is the number of the hub motors, and in this embodiment, n is 4, which can be specifically expressed as:
when Ld is present1*T(wfl)+Ld2*T(wfr)+Ld3*T(wrl)+Ld4*T(wrr)≤PPThe method comprises the following steps:
β＝1
when Ld is present1*T(wfl)+Ld2*T(wfr)+Ld3*T(wrl)+Ld4*T(wrr)＞PPThe method comprises the following steps:
Figure BDA0003352338980000233
wherein, Ld1、Ld2、Ld3、Ld4Sequentially and respectively representing the torque load coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft; pP: the maximum allowable discharge power of the power battery; w is afl、wfr、wrl、wrrThe rotating speeds of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft are sequentially and respectively;
step 6, calculating the target torque T of each hub motor1～n；
Ti＝Ldi*T(wi)*β
The calculation method of the 4 in-wheel motors in the embodiment comprises the following steps:
Figure BDA0003352338980000234
wherein: t is1、T2、T3、T4: the invention relates to target torques of a left front wheel hub motor, a right front wheel hub motor, a left rear wheel hub motor and a right rear wheel hub motor of an automobile with the wheel hub motors.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
One embodiment of the system of the present invention comprises:
a slip ratio calculation module: the system is used for calculating the slip rate of each wheel, and the slip rate of each wheel is used as an input parameter of the torque load distribution coefficient calculation module;
a torque load distribution coefficient calculation module: the system comprises a wheel slip rate calculation module, a torque load distribution module, a torque load coefficient calculation module and a control module, wherein the wheel slip rate calculation module is used for calculating the torque load distribution coefficient of each hub motor according to the wheel slip rate calculated by the wheel slip rate calculation module, and the torque load distribution coefficient is an input parameter of the torque load coefficient calculation module;
a torque load factor calculation module: the torque load distribution coefficient calculation module is used for calculating a torque load coefficient according to the torque load distribution coefficient calculated by the torque load distribution coefficient calculation module, and the torque load coefficient is an input parameter of the target driving torque calculation module;
a target drive torque calculation module: and the driving device is used for calculating the target driving torque of each in-wheel motor according to the torque load coefficient calculated by the torque load coefficient module.
Further, the torque load factor correction factor calculation module is further included: for calculating a torque load factor correction factor; the torque load coefficient correction factor is used as an input parameter of the torque load coefficient calculation module and is used for calculating the torque load coefficient of each hub motor.
Further, the power battery power limiting factor module is also included: and the power limiting factor of the power battery is used as the input of the target driving torque calculation module and is used for calculating the target driving torque.
The embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored, where the computer program includes program instructions, and the program instructions, when executed by a processor, implement the steps of the deep learning-based power grid regulation and control field information intelligent retrieval method, which are not described herein again.
The computer readable storage medium may be the data transmission device provided in any of the foregoing embodiments or an internal storage unit of the computer device, such as a hard disk or a memory of the computer device. The computer readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, a Smart Memory Card (SMC), a Secure Digital (SD) card, a flash card (flash card), and the like, provided on the computer device.
Further, the computer-readable storage medium may also include both an internal storage unit and an external storage device of the computer device. The computer-readable storage medium is used for storing the computer program and other programs and data required by the computer device. The computer readable storage medium may also be used to temporarily store data to be output or already output.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting the same, and although the present invention is described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: modifications and equivalents may be made to the embodiments of the invention without departing from the spirit and scope of the invention, which is to be covered by the claims.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.

Claims (10)

1. A method of torque distribution for an in-wheel motor vehicle, comprising the steps of:
s1, calculating the slip ratio S of each wheel1～n；
S2, calculating torque load distribution coefficient K of hub motors at left and right sides of front and rear axles according to wheel slip rate and wheel navigation angle1～n；
S3, distributing coefficient K according to torque load of each hub motor1～nCalculating the torque load coefficient Ld of each in-wheel motor1～n；
S4, torque load coefficient Ld according to each in-wheel motor1～nCalculating target driving torque T of each hub motor1～n。
2. The method for distributing torque of an in-wheel motor vehicle according to claim 1, wherein the step S1 is a method for calculating the slip ratio of each wheel comprising:
Figure FDA0003352338970000011
wherein, ω isiThe rotating speed of the hub motor corresponding to the wheel; r is the wheel radius; r is the turning radius at the center of the front axle of the vehicle; thetaiIs the navigation angle of the wheel; l is the wheelbase of the front and rear axles; v is the speed of the whole vehicle at the centroid; i is the speed reduction of the speed reducer integrated in the wheel of the hub motorAnd (4) the ratio.
3. The method for distributing torque of an in-wheel motor vehicle according to claim 1, wherein in step S2, the distribution coefficient K of the torque load of the in-wheel motor on the left and right sides of the front and rear axles1～nThe calculating method comprises the following steps:
Figure FDA0003352338970000012
wherein: i is an e [1, n ]]N is the number of the hub motors; thetaflThe navigation angle of the left front wheel of the vehicle; thetafrA navigation angle for a right front wheel of the vehicle; epsilon1、ε2Adjusting parameters of distribution coefficients of the hub motor; Δ sjThe difference value of the slip rates of the wheels of the shaft on which the wheels are positioned; and t is the running time of the torque distribution method of the hub motor vehicle.
4. The method for distributing torque of an in-wheel motor vehicle according to claim 1, wherein said step S3 further comprises calculating a torque load factor correction factor γ, and said calculating method comprises:
when the following 3 conditions are simultaneously satisfied, namely:
(1) at least one of the front-axle wheels being in extreme slip condition, i.e. Kfl＝δ1Or Kfr＝δ1And sfmax＞τ4*s0；
(2) At least one of the rear-axle wheels being in extreme slip condition, i.e. Krl＝δ1Or Krr＝δ1And srmax＞τ4*s0；
(3) The front and rear torque load coefficients are distributed, namely the wheel slip rate of the front axle is equal to the wheel slip rate of the rear axle;
Figure FDA0003352338970000021
wherein, Kfl、Kfr、Krl、Krr: the torque load distribution coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft are sequentially and respectively; delta1: a lower limit value of the torque load distribution coefficient; p is a radical ofr1、pr2: a scaling factor correction factor; tau is4: adjusting coefficient of lower limit of slip ratio of the whole vehicle; s0: a baseline slip rate; smax: the maximum slip rate of the whole vehicle; sfmax: maximum value of front axle wheel slip rate; srmax: maximum value of rear axle wheel slip rate; and t is the running time of the torque distribution method of the hub motor vehicle.
5. The method for distributing torque of an in-wheel motor vehicle according to claim 1, wherein in the step S3, the torque load factors Ld for 4 in-wheel motors1～4Comprises the following steps:
Figure FDA0003352338970000031
wherein: b is
Figure FDA0003352338970000032
Wherein Ld1、Ld2、Ld3、Ld4Sequentially and respectively representing the torque load coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft; kfl、Kfr、Krl、Krr: the torque load distribution coefficients of the hub motors on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft are sequentially and respectively; ldfIs the front axle torque load factor; ldrIs the rear axle torque load factor;
the front axle torque load coefficient LdfAnd rear axle torque load coefficient LdrThe calculating method comprises the following steps:
Figure FDA0003352338970000033
wherein Ld is the opening value according to the accelerator pedal
Figure FDA0003352338970000034
Calculating the torque load coefficient of the whole vehicle; gamma is a torque load factor correction factor; and K is the torque load distribution coefficient of the wheel shaft.
6. The method for distributing torque of in-wheel motor vehicle according to claim 1, wherein in step S4, target driving torque T of each wheel is1～nThe calculating method comprises the following steps:
Ti＝Ldi*T(wi)*β
wherein:
n is the number of the hub motors, i belongs to [1, n ];
Ldi: the torque load coefficient corresponding to the hub motor;
beta: a power battery power limit factor;
T(wi): the working torque of the hub motor;
wi: the wheel speed of the in-wheel motor.
7. A system for torque distribution in an in-wheel motor vehicle, comprising: for calculating the slip rate of each wheel; a torque load distribution coefficient calculation module: the torque load distribution coefficient is used for calculating the torque load distribution coefficient of each hub motor; a torque load factor calculation module: for calculating a torque load factor; a target drive torque calculation module: for calculating the target drive torque of each in-wheel motor.
8. The system for torque distribution of an in-wheel motor vehicle of claim 8, further comprising a torque load factor correction factor calculation module: for calculating a torque load factor correction factor.
9. The system for torque distribution in an in-wheel motor vehicle of claim 8, further comprising a power cell power limiting factor module: for calculating the power limiting factor of the power cell.
10. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of a method of torque distribution for an in-wheel motor vehicle according to any one of claims 1 to 6.
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CN111806248A (en) * 2020-06-15 2020-10-23 江苏理工学院 Torque distribution control method and system for distributed drive vehicle
CN112026771A (en) * 2020-08-04 2020-12-04 南京航空航天大学 Composite anti-lock control method based on hub motor/electronic mechanical brake
CN112172788A (en) * 2020-09-30 2021-01-05 东风汽车集团有限公司 Distributed three-motor driving force distribution strategy for improving vehicle steering stability

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CN115071440A (en) * 2022-06-15 2022-09-20 东风越野车有限公司 Additional yaw torque distribution method and device based on output capacity of hub motor
CN115071440B (en) * 2022-06-15 2024-06-07 东风越野车有限公司 Additional yaw torque distribution method and device based on output capacity of hub motor
CN115570988A (en) * 2022-09-30 2023-01-06 东风越野车有限公司 Automobile torque monitoring control method and device and electronic equipment

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