CN110466359B - Torque vector control system and control method for hub four-wheel-drive pure electric vehicle - Google Patents
Torque vector control system and control method for hub four-wheel-drive pure electric vehicle Download PDFInfo
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- CN110466359B CN110466359B CN201910716742.7A CN201910716742A CN110466359B CN 110466359 B CN110466359 B CN 110466359B CN 201910716742 A CN201910716742 A CN 201910716742A CN 110466359 B CN110466359 B CN 110466359B
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60L15/2009—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 for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
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- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
- B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
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- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/58—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions
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- 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
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/16—Acceleration longitudinal
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/14—Acceleration
- B60L2240/18—Acceleration lateral
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/24—Steering angle
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/465—Slip
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
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- 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
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- B60L2250/00—Driver interactions
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Abstract
The invention discloses a torque vector control system of a hub four-wheel-drive pure electric vehicle, which comprises a vehicle state monitor, a friction coefficient estimator, a difference torsion yaw moment decision module, a moment control distributor module and a moment coordination control module, wherein the difference torsion yaw moment decision module is used for obtaining a vehicle difference torsion yaw moment by establishing a kinematic parameter relationship according to a steering wheel turning angle input by a driver, vehicle motion information, a road adhesion coefficient, lateral tire force and longitudinal tire force; the moment control distributor module is used for obtaining ideal moment distribution values of all wheels according to braking and driving moment requirements of the four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC value and a differential torque yaw moment. The invention can improve the operation stability of the vehicle and increase the steering sensitivity of the vehicle.
Description
Technical Field
The invention relates to the technical field of pure electric vehicle control, in particular to a hub four-wheel-drive pure electric vehicle torque vector control system and a control method.
Background
The hub motor technology and application change the traditional automobile transmission system through subversive innovation, are widely paid attention to in the new energy automobile industry in a prospective mode, are regarded as the main development trend of the new energy automobile driving technology in the future, have huge industrialization development prospects, and are integrated into a hub by adopting distributed driving compared with a traditional centralized driving internal combustion engine or motor, and driving, transmission and braking devices are integrated into the hub, so that transmission parts such as a clutch, a transmission shaft, a differential mechanism, a transfer case and the like are omitted. The hub motor drives the driving actuator of the vehicle, namely the hub motor is arranged in the independent wheel, and the control freedom degree and the accuracy are greatly improved.
The torque vector control mainly aims to improve the vehicle control performance, increase the steering response speed, reduce the instability of steering, improve the over-bending speed and the like. The traditional centralized driving internal combustion engine or electric motor car needs to realize torque vector control by means of a torque vector distribution differential, and has a complex structure and low degree of freedom. Compared with the traditional mechanical transmission automobile, the hub four-wheel-drive pure electric automobile can be independently controlled due to the wheel power, and the torque vector control is more flexible. In order to improve the vehicle operation stability and increase the vehicle steering sensitivity, how to provide a torque vector control architecture and a control method for a hub four-wheel-drive pure electric vehicle is a technical problem which needs to be solved urgently by a person skilled in the art.
Disclosure of Invention
The invention aims to provide a torque vector control system of a hub four-wheel-drive pure electric vehicle, which can improve the operation stability of the vehicle and increase the steering sensitivity of the vehicle.
In order to achieve the purpose, the invention provides a torque vector control system of a hub four-wheel-drive pure electric vehicle, which is characterized in that: the system comprises a vehicle state monitor, a friction coefficient estimator, a difference torque yaw moment decision module, a moment control distributor module and a moment coordination control module, wherein the vehicle state monitor is used for acquiring vehicle motion information in real time according to a steering wheel turning angle input by a driver, tire parameter information and vehicle power part state information;
the friction coefficient estimator is used for obtaining a road adhesion coefficient according to the road condition sensor;
the differential-torsion yaw moment decision module is used for obtaining a vehicle differential-torsion yaw moment by establishing a kinematic parameter relationship according to a steering wheel turning angle input by a driver, vehicle motion information, a road adhesion coefficient, lateral tire force and longitudinal tire force;
the moment control distributor module is used for obtaining ideal moment distribution values of all wheels according to braking and driving moment requirements of the four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC value and a differential torque yaw moment;
the torque coordination control module is used for taking the ideal torque distribution value of each wheel, vehicle motion information, road adhesion coefficient and tire parameter information as the triggering intervention judgment conditions of the electronic stability control system, the anti-lock braking system and the vehicle body electronic stability system, quitting the torque vector control system of the hub four-wheel-drive pure electric vehicle when the electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system intervenes, and controlling the vehicle through the intervened electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system.
According to the invention, by identifying the driving intention of a driver, including driving, braking, steering and gear shifting, the advantage of quick response of the hub motor is utilized to obtain good dynamic property; during turning, the controllable advantage of the single-wheel moment of the hub motor is utilized, the driving torques of the left wheel and the right wheel are distributed to form a differential torque yaw torque between the wheels of the automobile, and the maneuverability of the automobile is improved; when the wheels slip, the tangential reaction force of the ground generated by the driving torque of the wheels is controlled to be smaller than the adhesion force of the ground by distributing the driving torque of the single wheel, so that the stability of the vehicle is improved; the maximum driving torque and the maximum allowable electric braking energy which are allowed currently by the vehicle are taken into consideration as the limiting conditions of the actual output torque of the hub motor, the vehicle power is prevented from being overdischarged, and the vehicle safety is improved.
The invention provides a control framework and a control method for a new driving form of hub motor driving of an electric vehicle, wherein the control framework of the invention basically comprises input and output parameters required by a sample car in the hub motor driving technology; the control method can improve the vehicle operation stability; in addition, due to the advantages of fast response and single wheel controllability of the hub motor, the driving torques of the left wheel and the right wheel are distributed through the torque vector control system and the control method to form a torque difference yaw torque between the wheels of the automobile, so that the operation stability of the automobile can be improved, and the steering sensitivity of the automobile can be increased.
Drawings
FIG. 1 is a schematic of the structure of the present invention;
the system comprises a driver intention identification module, a vehicle state monitor 2, a friction coefficient estimator 3, a difference torque yaw moment decision module 4, a braking energy recovery control module 5, a moment control distributor module 6 and a moment coordination control module 7.
Detailed Description
The invention is described in further detail below with reference to the following figures and specific examples:
the torque vector control system of the hub four-wheel-drive pure electric vehicle shown in fig. 1 comprises a vehicle state monitor 2, a friction coefficient estimator 3, a difference torsion yaw moment decision module 4, a moment control distributor module 6 and a moment coordination control module 7, wherein the vehicle state monitor 2 is used for obtaining vehicle motion information in real time according to a steering wheel turning angle input by a driver, tire parameter information and vehicle power part state information, and the vehicle motion information comprises a longitudinal vehicle speed, a lateral vehicle speed and a mass center lateral deviation angle; the tire parameter information includes longitudinal tire force and lateral tire force, and the vehicle power section state information includes wheel speed, longitudinal acceleration, yaw rate, lateral acceleration;
the friction coefficient estimator 3 is used for obtaining a road adhesion coefficient according to a road condition sensor;
the friction coefficient estimator 3 can also obtain the road adhesion coefficient according to the steering wheel rotation angle input by the driver, the tire parameter information and the vehicle dynamic part state;
the difference torsion yaw moment decision module 4 is used for obtaining the vehicle difference torsion yaw moment by establishing a kinematic parameter relation according to the steering wheel turning angle, the vehicle motion information, the road surface attachment coefficient, the lateral tire force and the longitudinal tire force input by a driver, wherein the kinematic parameter relation is established by analyzing and simplifying the vehicle into a linear two-degree-of-freedom automobile model, researching the lateral and transverse motion stress relation of the vehicle during turning, obtaining the ideal yaw velocity of the vehicle by establishing a stress equation and the resultant force of the external force of the vehicle in the direction vertical to the vehicle running direction and the moment around the center of mass, and then determining the difference torsion yaw moment of the four-wheel hub motor by taking the difference value of the ideal yaw velocity and the actual yaw velocity as the input parameters of a PID (proportion, integral, differential) control algorithm, the steering wheel angle is an input condition for generating a yaw moment, the vehicle can generate the yaw movement only in the turning process, and the vehicle movement information, the road adhesion coefficient, the lateral tire force and the longitudinal tire force are used for establishing a resultant force of the external force of the vehicle in the direction perpendicular to the driving direction of the vehicle and the moment around the mass center and establishing a stress equation.
The moment control distributor module 6 is used for obtaining ideal moment distribution values of each wheel according to braking and driving moment requirements of a four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC (State of Charge) value and a differential torque yaw moment;
the moment coordination control module 7 is used for determining conditions triggered by an Electronic Stability Control (ESC), an anti-lock braking system (ABS) and an Electronic Stability Program (ESP) according to ideal moment distribution values of wheels, vehicle motion information, road adhesion coefficients and tire parameter information (for example, when the adhesion coefficients are detected to be too small, the vehicle is identified to run on a low-adhesion road surface, and meanwhile, when the lateral acceleration of the vehicle is detected to be too large and enters a nonlinear area, the ESC function intervenes, the vehicle does not realize vehicle stability through differential torsion yaw control of a hub motor, but responds to ESC control to realize vehicle stability), when an electronic stability control system, a brake anti-lock system or a vehicle body electronic stability system intervenes, the hub four-wheel drive pure electric vehicle torque vector control system quits, the vehicle is controlled by an intervening electronic stability control system, a brake anti-lock system, or a body electronic stability system.
In the above technical solution, the specific method for the moment control distributor module 6 to obtain the ideal moment distribution value of each wheel is as follows:
the moment control distributor module 6 judges whether the vehicle slips or not, if the wheels slip, the slipping vehicle needs to be controlled to be non-slipping, the driving demand moment of the driver (the moment value of the motor needs to be driven by the driver stepping on an accelerator pedal) and the maximum driving moment allowed by the actual power battery (through power control, for example, when the SOC value of the battery is different, the peak power is different, the SOC is 80%, the peak power is 48KW, when the SOC is 30%, the peak power can be reduced to 30KW, the peak power is reduced, the voltage is constant, the maximum discharging current is allowed to be reduced, so that the maximum torque output by the hub motor is controlled to be reduced), the maximum anti-slipping moment (the critical value of the vehicle between slipping and non-slipping is obtained through the road adhesion coefficient tire parameter), the vehicle differential torque yaw moment (output by the differential torque yaw moment decision module), obtaining ideal moment distribution values of all wheels (not only ensuring that the wheels are not slippery, but also ensuring that the vehicle obtains the best dynamic property); and if the wheels do not slip, obtaining ideal moment distribution values of the wheels by considering the driving demand moment of the driver, the maximum allowable driving moment of the actual power battery and the differential torque yaw moment of the vehicle.
In the technical scheme, the system further comprises a driver intention identification module 1, wherein the driver intention identification module 1 is used for obtaining the accelerator pedal state information, the brake pedal state information, the gear information and the steering wheel angle information, and outputting the braking and driving torque requirements of the four-wheel hub motor according to a driving and braking MAP (MAP is a data curve generated during motor testing and reflects the motor efficiency distribution conditions under different rotating speeds and torques) according to the accelerator pedal state information, the brake pedal state information, the gear information and the steering wheel angle information. In the characteristic, MAP (XY two-dimensional coordinate, X axis is motor rotating speed, Y axis is motor torque, one-to-one correspondence relationship) is utilized, different depths of an accelerator pedal and a brake pedal correspond to different torques, and the motor response torque demand is realized at the same rotating speed, so that a driver can correspondingly output torque values to drive a vehicle when stepping on the accelerator and the brake pedal.
In the technical scheme, the vehicle braking system further comprises a braking energy recovery control module 5, wherein the braking energy recovery control module 5 is used for distributing braking torque requirements of a driver to front and rear axles according to axle loads of a front axle, and is also used for converting reverse torque mechanical energy of the hub motor into chemical energy of a battery through a torque control distributor module 6 when the vehicle brakes.
A torque vector control method of a hub four-wheel-drive pure electric vehicle with the system comprises the following steps:
step 1: the driver intention identification module 1 obtains accelerator pedal state information, brake pedal state information, gear information and steering wheel angle information, and outputs the braking and driving torque requirements of the four-wheel hub motor according to driving and braking MAP graphs;
step 2: the vehicle state monitor 2 obtains vehicle motion information in real time according to the steering wheel rotation angle, tire parameter information and vehicle power part state information input by a driver;
and step 3: the friction coefficient estimator 3 obtains a road adhesion coefficient according to the road condition sensor;
and 4, step 4: the difference torsion yaw moment decision module 4 acquires a vehicle difference torsion yaw moment by establishing a kinematic parameter relationship according to a steering wheel turning angle input by a driver, vehicle motion information, a road adhesion coefficient, lateral tire force and longitudinal tire force;
and 5: the moment control distributor module 6 obtains ideal moment distribution values of each wheel according to braking and driving moment requirements of the four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC value and a differential torque yaw moment;
step 6: the torque coordination control module 7 is used for taking the ideal torque distribution value of each wheel, vehicle motion information, road surface adhesion coefficient and tire parameter information as the triggering intervention judgment conditions of the electronic stability control system, the anti-lock braking system and the vehicle body electronic stability system, quitting the torque vector control system of the hub four-wheel drive pure electric vehicle when the electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system intervenes, and controlling the vehicle through the intervened electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system.
The vehicle is mainly driven by force, the force is provided by the hub motor in response to the requirement of a driver, the force comprises driving torque, braking torque and yaw torque (during turning), the actual torque value of wheels is obtained by the superposition of the driving torque, the braking torque and the yaw torque (during turning), for example, when the vehicle is decelerated during turning, the yaw torque is generated during turning of the vehicle, forward driving force is generated during high-speed running of the vehicle, and the braking force is generated by deceleration of the driver when the driver steps on a brake pedal, only the vehicle is decelerated and not stopped at the moment, so the total force of the three is the forward driving force, and the turning recognition is recognized by a steering wheel.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (9)
1. The utility model provides a wheel hub four-wheel drive pure electric vehicles moment of torsion vector control system which characterized in that: the system comprises a vehicle state monitor (2), a friction coefficient estimator (3), a difference torque yaw moment decision module (4), a moment control distributor module (6) and a moment coordination control module (7), wherein the vehicle state monitor (2) is used for acquiring vehicle motion information in real time;
the friction coefficient estimator (3) is used for obtaining a road adhesion coefficient;
the difference torsion yaw moment decision module (4) is used for obtaining the vehicle difference torsion yaw moment by establishing a kinematic parameter relationship according to a steering wheel turning angle input by a driver, vehicle motion information, a road adhesion coefficient, a lateral tire force and a longitudinal tire force;
the moment control distributor module (6) is used for obtaining ideal moment distribution values of all wheels according to braking and driving moment requirements of the four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC value and a differential torque yaw moment;
the torque coordination control module (7) is used for taking the ideal torque distribution value of each wheel, vehicle motion information, road adhesion coefficient and tire parameter information as the triggering intervention judgment conditions of an electronic stability control system, an anti-lock braking system and a vehicle body electronic stability system, quitting a hub four-wheel drive pure electric vehicle torque vector control system when the electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system intervenes, and controlling the vehicle through the intervened electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system;
the process of establishing the kinematic parameter relationship is to analyze and simplify a vehicle into a linear two-degree-of-freedom automobile model, study the stress relationship between lateral and transverse motion of the vehicle during turning, calculate the ideal yaw rate of the vehicle by the sum of the resultant force of the external force of the vehicle in the direction perpendicular to the driving direction of the vehicle and the moment around the center of mass and establish a stress equation, then obtain the actual yaw rate of the vehicle through a vehicle gyroscope sensor, and decide the differential torsion yaw moment of the four-wheel hub motor by taking the difference value between the ideal yaw rate and the actual yaw rate as the input parameters of a PID control algorithm.
2. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the four-wheel hub motor brake system further comprises a driver intention identification module (1), wherein the driver intention identification module (1) is used for obtaining accelerator pedal state information, brake pedal state information, gear information and steering wheel angle information, and outputting the four-wheel hub motor brake and driving torque requirements according to the driving MAP and the brake MAP.
3. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the automobile brake system further comprises a brake energy recovery control module (5), wherein the brake energy recovery control module (5) is used for distributing the braking torque demand of a driver to front and rear axles according to the axle load of the front axle, and is also used for converting the reverse torque mechanical energy of the hub motor into chemical energy of a battery through the torque control distributor module (6) when the automobile is braked.
4. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the vehicle motion information comprises longitudinal vehicle speed, lateral vehicle speed and mass center slip angle;
the vehicle power part state information comprises wheel rotating speed, longitudinal acceleration, yaw angular velocity and lateral acceleration;
the tire parameter information includes longitudinal tire force and lateral tire force.
5. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the vehicle state monitor (2) is used for acquiring vehicle motion information in real time according to the steering wheel rotation angle, tire parameter information and vehicle power part state information input by a driver.
6. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the friction coefficient estimator (3) is used for obtaining a road adhesion coefficient according to the road condition sensor.
7. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the friction coefficient estimator (3) obtains a road adhesion coefficient according to a steering wheel angle input by a driver, tire parameter information and a vehicle dynamic part state.
8. The hub four-wheel-drive pure electric vehicle torque vectoring control system according to claim 1, characterized in that: the specific method for obtaining the ideal torque distribution value of each wheel by the torque control distributor module (6) comprises the following steps:
the moment control distributor module (6) judges whether the vehicle slips, if the wheels slip, the slipping vehicle needs to be controlled to be not slipping, and ideal moment distribution values of all the wheels are obtained by considering the driving required moment of a driver and the maximum driving moment, the maximum anti-slipping driving moment and the differential torque yaw moment of the vehicle allowed by an actual power battery; and if the wheels do not slip, obtaining ideal moment distribution values of the wheels by considering the driving demand moment of the driver, the maximum allowable driving moment of the actual power battery and the differential torque yaw moment of the vehicle.
9. The hub four-wheel-drive pure electric vehicle torque vectoring control method of the system of claim 1 is characterized by comprising the following steps:
step 1: the driver intention identification module (1) obtains accelerator pedal state information, brake pedal state information, gear information and steering wheel angle information, and outputs the braking and driving torque requirements of the four-wheel hub motor according to a driving and braking MAP (MAP) diagram;
step 2: the vehicle state monitor (2) acquires vehicle motion information in real time according to the steering wheel rotation angle, tire parameter information and vehicle power part state information input by a driver;
and step 3: the friction coefficient estimator (3) obtains a road adhesion coefficient;
and 4, step 4: the difference torsion yaw moment decision module (4) acquires a vehicle difference torsion yaw moment by establishing a kinematic parameter relationship according to a steering wheel turning angle input by a driver, vehicle motion information, a road adhesion coefficient, a lateral tire force and a longitudinal tire force;
and 5: the moment control distributor module (6) obtains ideal moment distribution values of all wheels according to braking and driving moment requirements of the four-wheel hub motor, vehicle motion information, road adhesion coefficients, tire parameter information, a battery SOC value and a differential torque yaw moment;
step 6: the torque coordination control module (7) is used for taking the ideal torque distribution value of each wheel, vehicle motion information, road adhesion coefficient and tire parameter information as the triggering intervention judgment conditions of the electronic stability control system, the anti-lock braking system and the vehicle body electronic stability system, quitting the torque vector control system of the hub four-wheel drive pure electric vehicle when the electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system intervenes, and controlling the vehicle through the intervened electronic stability control system, the anti-lock braking system or the vehicle body electronic stability system.
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