CN113733929B

CN113733929B - Wheel torque coordination control method and device for in-wheel motor driven vehicle

Info

Publication number: CN113733929B
Application number: CN202110690205.7A
Authority: CN
Inventors: 黄松; 于海波
Original assignee: Beijing Zhongchen Ruitong Technology Co ltd
Current assignee: Yu Haibo
Priority date: 2021-06-22
Filing date: 2021-06-22
Publication date: 2023-05-30
Anticipated expiration: 2041-06-22
Also published as: CN113733929A

Abstract

The invention provides a wheel torque coordination control method and device for an in-wheel motor driven vehicle. The method comprises the following steps: determining running state parameters and road key characteristic parameters of the full-drive vehicle of the hub motor; according to the magnitude of the front wheel rotation angle, a target wheel moment value is determined by utilizing a running state parameter and a road key characteristic parameter based on a layering longitudinal driving force coordination control strategy, a model prediction control vehicle yaw and roll stability integrated control strategy and an independent control strategy for stopping idle running and slip of each wheel to ground pressure or attachment coefficient, which are controlled by model prediction, and is output to a vehicle electric driving system, so that coordination independent control of wheel differential torque of a vehicle under straight running and steering working conditions and coordination independent control of differential torque without slip and idle running under complex working conditions are realized. By adopting the method, the dynamic performance, low-speed flexibility and high-speed stability of the whole automobile are improved, the instability risk is reduced, and the driving ability of the automobile is effectively improved.

Description

Wheel torque coordination control method and device for in-wheel motor driven vehicle

Technical Field

The invention relates to the technical field of vehicle control, in particular to a wheel torque coordination control method and device for a hub motor driven vehicle. In addition, an electronic device and a non-transitory computer readable storage medium are also provided.

Background

In a conventional automobile, driving torque generated by an engine is transmitted to driving wheels through a power transmission system, the driving wheels are directly connected to a differential mechanism through a mechanical mechanism, and the conventional differential mechanism can ensure that the driving torques of the two driving wheels are the same and the rotation speeds are different, so that the speed coordination of the automobile on steering and uneven road surfaces is ensured. Currently, in order to enrich and develop the active safety technology of the traditional vehicle, torque distribution devices such as a limited slip differential and a super all-wheel drive are developed successively, and all the devices are realized by using complex mechanical mechanisms and electric control systems.

In-wheel motor driven vehicles (such as in-wheel motor driven vehicles) belong to a brand new all-wheel drive mode, and the change of the drive mode inevitably leads to the change of the dynamics characteristic of the in-wheel motor driven vehicles, which is completely different from the central drive mode of the traditional automobile and the current common centralized drive electric automobile mode, so that a torque coordination control strategy meeting the dynamics characteristic requirement of the in-wheel motor driven vehicles needs to be developed aiming at the special characteristics of the in-wheel motor driven vehicles. The in-wheel motor driven vehicle eliminates the mechanical connection between the drive wheels, and also requires that the rotational speeds of the wheels be different and coordinated with the wheel center speed when it is turned or traveling on uneven roads. In the prior art, based on an Ackerman steering model, a rotational speed control scheme is adopted to directly control the rotational speed of each driving wheel, the rotational speeds of the wheels with mutually independent motion states are mutually related, and the degree of freedom of the movement of the wheels is insufficient due to the mutual constraint of the rotational parameters of the wheels. When the generated ideal automobile steering model with the target rotating speed does not accord with the actual kinematics, the rotating speed of the wheels is uncoordinated, so that the wheels drag or slip.

If the driving torque transmitted to the wheel by the hub motor is used as a control parameter and the rotation speed of the wheel is not controlled, the wheel can freely rotate along with the stress state, and the wheel has a rotation freedom degree. The kinematic states of each electric wheel are mutually independent, and each electric wheel meets the dynamic equation of the wheel. Therefore, how to design a stable wheel torque coordination control scheme for an in-wheel motor driven vehicle based on the driving wheel torque as a control parameter is a need to be solved in the industry.

Disclosure of Invention

Therefore, the invention provides a wheel torque coordination control method and device for an in-wheel motor driven vehicle, which are used for solving the problems that the scheme for controlling the rotation speed of each driving wheel in the prior art is high in limitation, and the stability and the operability cannot meet the current actual use requirements.

The invention provides a wheel torque coordination control method of an in-wheel motor driven vehicle, which comprises the following steps:

determining running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle;

determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the running state parameter and the road key characteristic parameter according to the magnitude of the front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or,

And determining a target yaw wheel moment value based on a model prediction control vehicle yaw and roll stability integrated control strategy by using the running state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

Further, the determining the running state parameter and the road key characteristic parameter of the wheel hub motor full-drive vehicle specifically includes:

acquiring a target sensor signal of a wheel hub motor full-drive vehicle, inputting the target sensor signal into a vehicle state estimation model based on self-adaptive unscented Kalman filtering, and acquiring a running state parameter; based on an exponential weighting attenuation memory filtering unscented Kalman filtering road surface adhesion coefficient estimation model, obtaining a road surface adhesion coefficient in the running process of the vehicle;

the driving state parameters comprise yaw rate, longitudinal vehicle speed, lateral vehicle speed, centroid side deflection angle, tire longitudinal force, tire lateral force, longitudinal acceleration, lateral acceleration, steering wheel rotation angle, motor driving torque, wheel rotation speed and vehicle pitch angle; the road key characteristic parameters comprise the road adhesion coefficient; the vehicle state estimation model is a nonlinear vehicle estimation model having four degrees of freedom, longitudinal, lateral, yaw and roll.

Further, the obtaining the target sensor signal of the hub motor full-drive vehicle, inputting the target sensor signal to a vehicle state estimation model based on adaptive unscented kalman filtering, and obtaining a running state parameter specifically includes:

acquiring a steering wheel angle signal, a motor driving torque signal, a wheel speed signal, a yaw rate signal, a longitudinal acceleration signal and a lateral acceleration signal;

inputting the wheel rotation speed signal and the motor driving torque signal into a longitudinal force calculation model to obtain a tire longitudinal force; inputting the steering wheel angle signal, the yaw rate signal, the longitudinal acceleration signal and the lateral acceleration signal into a lateral force calculation model to obtain tire lateral force;

inputting the steering wheel angle signal, the yaw rate signal, the longitudinal acceleration signal, the lateral acceleration signal, the tire longitudinal force and the tire lateral force into a parameter estimation model based on an adaptive unscented Kalman filter to obtain a yaw rate, a longitudinal vehicle speed and a lateral vehicle speed;

and inputting the longitudinal vehicle speed and the lateral vehicle speed into a centroid slip angle model to obtain a centroid slip angle and obtain a running state parameter.

Further, the hierarchical longitudinal driving force coordination control strategy comprises an upper layer front and rear axle torque dynamic load pre-allocation control strategy, a middle layer driving anti-skid control strategy and a lower layer torque redistribution control strategy;

the determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by using the driving state parameter and the road key characteristic parameter specifically comprises the following steps:

determining a first given torque based on a front-rear axle torque dynamic load pre-allocation control strategy by using vehicle steering signals, vehicle pitch angle and longitudinal acceleration; the vehicle pitch angle is obtained through a preset gyroscope sensor; the vehicle steering signal corresponds to an accelerator pedal signal of the vehicle;

determining an output second given torque based on a drive slip control strategy using the first given torque, wheel speed, and longitudinal vehicle speed; the wheel rotation speed is obtained through a motor rotation speed sensor;

and carrying out wheel torque redistribution control according to a preset torque redistribution control strategy based on the second given torque and the current wheel state of the vehicle.

Further, the method for determining the first given torque based on the front and rear axle torque dynamic load pre-allocation control strategy specifically comprises the following steps:

Analyzing an accelerator pedal signal of the vehicle to obtain a desired motor driving torque requirement; performing torque follow-up control according to the motor driving torque demand; the opening degree of the accelerator pedal corresponding to the accelerator pedal signal represents a torque command of the wheel shaft motor;

triggering and adopting a preset front and rear axle torque dynamic distribution strategy based on road gradient according to the pitch angle of the vehicle to distribute wheel torque; or, a preset front and rear axle torque dynamic distribution strategy that the front and rear wheels reach the attachment limit simultaneously is adopted to distribute the wheel torque, and the distribution result of the wheel torque is determined as a first given torque.

Further, the determining the output second given torque based on the driving anti-slip control strategy specifically includes: and analyzing the first given torque, the wheel rotating speed and the longitudinal vehicle speed based on an extremum seeking strategy of the wheel slip rate and the road surface adhesion coefficient to realize the optimal slip rate estimation of the road surface, outputting a corresponding wheel torque optimized value, and determining the wheel torque optimized value as the second given torque.

Further, the controlling the redistribution of the wheel torque according to a preset torque redistribution control strategy based on the second given torque and the current wheel state of the vehicle specifically includes:

If the vehicle is in a single-wheel slip state, torque redistribution control is carried out according to a preset first torque redistribution control strategy; the first torque redistribution control strategy is to compensate the lost driving torque of the wheel motor with slip by using the driving torque of the motor which works normally on the same side;

if the vehicle is in the opposite-side double-wheel slip state, performing torque redistribution control according to a preset second torque redistribution control strategy; the second torque redistribution control strategy is to fully utilize the driving torque of the normal non-slip wheel motor to compensate the driving torque lost by slip, so that the controller distributes the driving torque lost by one side to the motor with the same side and normal non-slip wheel until the output torque of the motor is saturated;

if the vehicle is in the same-side double-wheel slip state, performing torque redistribution control according to a preset third torque redistribution control strategy; the third torque redistribution control strategy is that under the condition that the moment on the left side and the moment on the right side are equal so as not to generate yaw deflection, the controller performs low selection control, and the opposite side motor for the double-wheel slip is enabled to output the moment with the same magnitude by taking the torque command value of the slip wheel with the low left adhesion coefficient as a reference;

If the vehicle is in the three-wheel slip state, torque redistribution control is carried out according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is that under the condition that the moment on the left side and the moment on the right side are equal to avoid yaw deflection, the controller performs moment reduction control on the non-slip wheels so as to maintain the vehicle to run in a straight line;

if the vehicle is in the all-wheel slip state, torque redistribution control is carried out according to a preset fifth torque redistribution control strategy; the fifth torque redistribution control strategy is to enable the controller to perform low selection control on the left and right wheels under the condition that the moment on the left and right sides is equal to avoid yaw deflection, so that the vehicle can be kept to run in a straight line.

Further, determining a target yaw wheel moment value based on a model predictive controlled vehicle yaw and roll stability integrated control strategy by using the driving state parameter and the road key feature parameter specifically includes:

determining a reference yaw rate and a centroid side offset angle of the vehicle according to a current actual steering wheel angle signal and an actual vehicle speed signal; based on a preset vehicle yaw stability constraint condition, a preset roll stability constraint condition and a preset saturation safety constraint condition of an actuating mechanism, based on two control targets of yaw stability control on reference yaw rate tracking and roll stability control on reducing the lateral load transfer rate, a three-degree-of-freedom vehicle model is adopted as a prediction model of model prediction control, and vehicle state information in a future period of time of the vehicle is predicted according to current vehicle state information;

According to the prediction result, online rolling optimization is carried out in a limited domain, and a corresponding additional yaw moment is output; under the condition that the sum of the wheel target driving or braking torques is equal to the total required torque, distributing the total required torque to each wheel of the vehicle according to a preset distribution rule based on the additional yaw moment to obtain the torque adjustment quantity of the driving wheels; the torque adjustment amount is outputted as the target yaw wheel moment value to a vehicle electric drive system, and the longitudinal forces of the respective wheels are caused to generate a desired yaw moment to stabilize the vehicle running.

Correspondingly, the invention also provides a wheel torque coordination control device of the in-wheel motor driven vehicle, which comprises the following components:

the parameter determining unit is used for determining running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle;

the longitudinal driving force coordination control unit is used for determining a target wheel torque value based on a layering longitudinal driving force coordination control strategy by utilizing the driving state parameter and the road key characteristic parameter according to the magnitude of the front wheel steering angle, and outputting the target wheel torque value to a corresponding vehicle electric driving system so as to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

Further, the parameter determining unit specifically includes:

the driving state parameter obtaining subunit is used for obtaining a target sensor signal of the hub motor full-drive vehicle, inputting the target sensor signal into a vehicle state estimation model based on self-adaptive unscented Kalman filtering, and obtaining driving state parameters; the road surface adhesion coefficient obtaining subunit is used for obtaining the road surface adhesion coefficient in the running process of the vehicle based on an estimation model of the road surface adhesion coefficient of the unscented Kalman filter of the exponential weighting attenuation memory filter;

Further, the driving state parameter obtaining subunit is specifically configured to:

and inputting the longitudinal vehicle speed and the lateral vehicle speed into a centroid slip angle model to obtain a centroid slip angle and outputting corresponding running state parameters.

the wheel torque coordination control unit includes a longitudinal driving force coordination control unit specifically configured to:

if the vehicle is in the three-wheel slip state, torque redistribution control is carried out according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is to enable the controller to perform moment reduction control on the non-slip wheels under the condition that the moment on the left side and the moment on the right side are equal to avoid yaw deflection, so that the vehicle can be maintained to run in a straight line.

Further, the wheel torque coordination control unit includes a yaw and roll stability control unit specifically configured to:

Correspondingly, the invention also provides electronic equipment, which comprises: a memory, a processor, and a computer program stored on the memory and executable on the processor, which when executed, implements the steps of the wheel torque coordination control method of an in-wheel motor-driven vehicle as set forth in any one of the above.

Accordingly, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the wheel torque coordination control method of an in-wheel motor-driven vehicle as set forth in any one of the above.

By adopting the wheel torque coordination control method of the wheel motor driven vehicle, through the coordination control of the longitudinal working condition driving force and the control analysis of the steering stability of the limit steering working condition of the wheel motor full-drive vehicle, the wheel driving torque is coordinated and distributed by utilizing a hierarchical longitudinal driving force coordination control strategy so as to fully utilize ground attachment resources, ensure the optimal torque control distribution of the wheel motor driven vehicle under the longitudinal working condition, realize the timeliness of the wheel driving force when the wheel load/attachment coefficient is suddenly changed, and improve the traction force and the off-road capability of the wheel motor driven vehicle; the vehicle yaw and roll stability integrated control strategy controlled by model prediction is used for coordinating the wheel torque, so that the yaw response is improved, the vehicle running stability range is enlarged, the coordination of the wheel driving force during the rapid yaw rotation is realized, and the high-speed instability problem of the vehicle driven by the hub motor is solved; therefore, the control of the attachment coefficient and the driving force of the wheels is reduced, the maneuverability and the control stability of the whole vehicle are improved, the trafficability of the vehicle on the poor road surface and the terrain of the cross country is improved, and the instability risk is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will briefly describe the drawings that are required to be used in the embodiments or the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without any inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a wheel torque coordination control method for an in-wheel motor driven vehicle according to an embodiment of the present invention;

FIG. 2 is a schematic workflow diagram of a vehicle state estimation model according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a working flow of a wheel torque coordination control of an in-wheel motor driven vehicle according to an embodiment of the present invention;

fig. 4 is a schematic workflow diagram of a hierarchical longitudinal driving force coordination control strategy according to an embodiment of the present invention;

FIG. 5 is a first workflow schematic of a vehicle yaw and roll stability integrated control strategy based on model predictive control provided by an embodiment of the present invention;

FIG. 6 is a second workflow diagram provided by an embodiment of the present invention;

Fig. 7 is a schematic structural diagram of a wheel torque coordination control device of an in-wheel motor driven vehicle according to an embodiment of the present invention;

fig. 8 is a schematic entity structure diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which are derived by a person skilled in the art from the embodiments according to the invention without creative efforts, fall within the protection scope of the invention.

Based on the characteristic that the driving of the hub motor driving vehicle and the braking moment are independently controllable, the stability of the vehicle during high-speed running can be further improved by controlling the torque coordination of the independent hub motor driving system under the condition that the vehicle meets the control requirement of the whole vehicle. Particularly, when the vehicle runs in emergency or encounters external interference, the dynamic performance of the vehicle, including longitudinal, lateral and yaw movement, can be controlled, and the vehicle can be kept running stably. Under some special road surface working conditions, the reasonable distribution of driving force of each wheel can be controlled, and the passing performance of the whole vehicle is improved. Therefore, for the in-wheel motor driven vehicle, the vehicle dynamics control in the traditional sense can be realized by carrying out the wheel torque coordination control on the in-wheel motor driven vehicle. The implementation process adopted by the invention comprises the following steps: the driving state parameter, the road surface adhesion condition, the layering torque coordination control and the integrated torque coordination control of the vehicle steering stability are estimated by using the vehicle known information. The wheel torque value or the yaw wheel torque value obtained by the torque coordination control is output to a vehicle electric drive system, which may include a vehicle motor and a decelerator.

The following describes in detail the specific implementation procedure of the wheel torque coordination control method based on the in-wheel motor-driven vehicle of the present invention. As shown in fig. 1, which is a schematic flow chart of a wheel torque coordination control method for an in-wheel motor driven vehicle according to an embodiment of the present invention, a specific implementation process includes the following steps:

step 101: and determining the running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle.

Specifically, firstly, a target sensor signal of a wheel hub motor full-drive vehicle is obtained, and the target sensor signal is input into a vehicle state estimation model based on self-adaptive unscented Kalman filtering (UKF; unscentedKalman Filter) to obtain a running state parameter; and obtaining the road surface adhesion coefficient in the running process of the vehicle based on an estimation model of the road surface adhesion coefficient of the unscented Kalman filter of the exponentially weighted attenuation memory filter. The target sensor signals comprise steering wheel angle signals, motor driving torque signals, wheel speed signals, yaw rate signals, longitudinal acceleration signals, lateral acceleration signals and the like. The driving state parameters include yaw rate, longitudinal vehicle speed, lateral vehicle speed, centroid slip angle, tire longitudinal force, tire lateral force, longitudinal acceleration, lateral acceleration, steering wheel rotation angle, motor driving torque, wheel rotation speed, vehicle pitch angle and the like. The road key characteristic parameters include the road adhesion coefficient and the like. The vehicle state estimation model is a nonlinear vehicle estimation model having four degrees of freedom, longitudinal, lateral, yaw and roll.

As shown in fig. 2, in an actual implementation process, the method for obtaining a target sensor signal of a fully-driven vehicle with an in-wheel motor, inputting the target sensor signal into a vehicle state estimation model based on adaptive unscented kalman filtering, and obtaining a driving state parameter includes: sensor signals such as steering wheel angle signals, motor drive torque signals, wheel speed signals (such as four-wheel speeds), yaw rate signals, longitudinal acceleration signals, lateral acceleration signals and the like are obtained. Inputting the wheel rotation speed signal and the motor driving torque signal into a longitudinal force calculation model (namely a longitudinal force calculation model) to obtain a tire longitudinal force; and inputting the steering wheel angle signal, the yaw rate signal, the longitudinal acceleration signal and the lateral acceleration signal into a lateral force calculation model (namely a lateral force calculation model) to obtain the lateral force of the tire. -combining said steering wheel angle signal, said yaw rate signal, said longitudinal acceleration signal, said lateral acceleration signal, said tire longitudinal force and said tire longitudinal forceInputting the lateral force of the tire into a parameter estimation model based on self-adaptive unscented Kalman filtering to perform AUKF estimation to obtain the yaw angular velocity and the longitudinal vehicle speed v _x Lateral speed v of vehicle _y The method comprises the steps of carrying out a first treatment on the surface of the And inputting the longitudinal vehicle speed and the lateral vehicle speed into a centroid slip angle model to calculate a centroid slip angle, so as to obtain a centroid slip angle beta. And then outputting corresponding running state parameters, namely, the parameters comprise a centroid slip angle, a longitudinal vehicle speed, a lateral vehicle speed, a yaw rate, a longitudinal motor driving rotating shaft, a lateral motor driving rotating shaft and the like.

In the process of obtaining the running state parameters, it is to be noted that a nonlinear vehicle estimation model with four degrees of freedom of longitudinal, lateral, yaw and roll is established based on the vehicle state estimation of the AUKF theory of the improved Sage-Husa; the advantage that the driving torque of the wheel hub motor driving vehicle is easy to obtain is utilized, the longitudinal force of the tire is accurately calculated, and the lateral force of the tire is estimated by adopting a simplified magic tire model; the method is characterized in that the unknown noise is estimated by combining low-cost sensor signals such as yaw rate, longitudinal acceleration, lateral acceleration and steering wheel rotation angle and the like and utilizing an improved Sage-Husa suboptimal unbiased maximum posterior estimator, the recursion form of the unknown noise is fused with a UKF method, and the noise statistical characteristics of the system are estimated and corrected in real time in the filtering process, so that the error of state estimation is reduced, and the longitudinal vehicle speed, the lateral vehicle speed and the centroid side deviation angle are estimated. According to the embodiment of the invention, the longitudinal speed, the lateral speed and the centroid slip angle of the wheels can be accurately estimated based on an AUKF estimation algorithm.

In the process of obtaining the road adhesion coefficient, it is to be noted that the road adhesion coefficient estimation based on the exponential weighted attenuation memory UKF provides a road adhesion coefficient identification method based on the hub motor driven vehicle, aiming at the problem that the model error is easy to cause filtering divergence, the invention introduces the attenuation memory filtering based on the traditional UKF theory, and designs an exponential attenuation factor to improve the traditional UKF algorithm to ensure that the estimator works in the optimal state in consideration of the influence of the latest observed data on the filtering precision by the constant attenuation factor. By giving the road surface adhesion coefficient, the road surface adhesion coefficient of the vehicle is estimated under the butt joint road surface working condition and the double-lane-shift working condition, and the joint simulation result shows that the effectiveness of the estimation result by adopting the method is effectively improved.

Step 102: determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the driving state parameter and the road key characteristic parameter according to the magnitude of a front wheel corner (the stepping strength of an accelerator pedal and a brake pedal), and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

In the embodiment of the invention, from the standpoint of improving the traction force and the off-road capability of the wheel driven by the hub motor, a layered driving force coordination control structure is provided. The control structure comprises three layers of control of a front axle torque dynamic load pre-distribution control strategy, a driving anti-skid control strategy and a torque redistribution control strategy based on vehicle states. That is, the hierarchical longitudinal driving force coordination control strategy comprises an upper layer front-rear axle torque dynamic load pre-allocation control strategy, a middle layer driving anti-skid control strategy and a lower layer torque redistribution control strategy. The driving anti-skid control is a core layer, the optimal slip rate estimation of the variable road surface is realized by utilizing an extremum seeking algorithm of the road surface adhesion coefficient of the wheel slip rate, and the wheel slip under the condition of the off-road severe road surface is restrained by adopting a method of combining slip mode control and PID (proportional-integral-derivative control) control. Finally, through the layered control structure, the coordination and distribution control of the driving force among the shafts and among the driving motors is realized.

As shown in fig. 3, both the yaw stability control strategy and the roll stability control strategy of the vehicle may be triggered, and may be triggered either simultaneously or time-division. Therefore, in the implementation process, firstly, the driving state parameters and the road key characteristic parameters of the wheel hub motor full-drive vehicle need to be obtained, namely, the steering wheel rotation angle measured value, the vehicle motion state observed value and measured value, the road surface adhesion coefficient estimated value, the driving/braking pedal stroke measured value and the like of the vehicle are obtained for processing, and then the following operations are executed: if the front wheel steering angle delta is smaller than a preset front wheel steering angle threshold value, determining that the current vehicle is in a longitudinal working condition, determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the running state parameter and the road key characteristic parameter, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under the straight working condition. And if the front wheel steering angle delta is larger than or equal to a preset front wheel steering angle threshold, determining that the current vehicle is in a limit steering working condition, determining a target yaw wheel moment value based on a model prediction control vehicle yaw and roll stability integrated control strategy by utilizing the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under the steering working condition.

In order to achieve the purpose of fully exerting driving force when the hub motor driven vehicle runs straight and stably steering when the vehicle runs in a turning mode, the process of controlling the driving force coordination of the hub motor driven vehicle under the longitudinal working condition will be described below:

as shown in fig. 4, in the embodiment of the present invention, the determining the target wheel torque value based on the hierarchical longitudinal driving force coordination control strategy by using the driving state parameter and the road key feature parameter specifically includes: determining a first given torque T based on a front-to-rear axle torque dynamic load pre-allocation control strategy using vehicle steering signals, vehicle pitch angle, and longitudinal acceleration _top-i The method comprises the steps of carrying out a first treatment on the surface of the The vehicle pitch angle is obtained through a preset gyroscope sensor; the vehicle steering signal corresponds to an accelerator pedal signal of the vehicle; determining a second given output based on a drive slip control strategy using the first given torque, wheel speed, and longitudinal vehicle speedTorque T _mid-i The method comprises the steps of carrying out a first treatment on the surface of the The wheel rotation speed is obtained through a motor rotation speed sensor; based on the second given torque and the current wheel state of the vehicle, obtaining a third given torque T according to a preset torque redistribution control strategy _bot-i Wheel torque redistribution control is performed given target output torque values of 4 drive motors, such as respective output wheel torques T for a four-wheel drive vehicle with an in-wheel motor _w1 、T _w2 、T _w3 、T _w4 . The method comprises the following steps of determining a first given torque based on a front and rear axle torque dynamic load pre-allocation control strategy, wherein the specific implementation process comprises the following steps: analyzing an accelerator pedal signal of the vehicle to obtain a desired motor driving torque requirement; performing torque follow-up control according to the motor driving torque demand; the opening degree of the accelerator pedal corresponding to the accelerator pedal signal represents a torque command of the wheel shaft motor; triggering and adopting a preset front and rear axle torque dynamic distribution strategy based on road gradient according to the pitch angle of the vehicle to distribute wheel torque; or, a preset front and rear axle torque dynamic distribution strategy that the front and rear wheels reach the attachment limit simultaneously is adopted to distribute the wheel torque, and the distribution result of the wheel torque is determined as a first given torque.

The specific implementation process of determining the output second given torque based on the driving anti-slip control strategy comprises the following steps: and analyzing the first given torque, the wheel rotating speed and the longitudinal vehicle speed based on an extremum seeking strategy of the wheel slip rate and the road surface adhesion coefficient to realize the optimal slip rate estimation of the road surface, outputting a corresponding wheel torque optimized value, and determining the wheel torque optimized value as the second given torque.

The wheel torque redistribution control is performed according to a preset torque redistribution control strategy based on the second given torque and the current wheel state of the vehicle, and the specific implementation process comprises the following situations:

if the vehicle is in a single-wheel slip state, torque redistribution control is carried out according to a preset first torque redistribution control strategy; the first torque redistribution control strategy is to compensate the lost driving torque of the wheel motor with the slip by using the driving torque of the motor which works normally on the same side. Specifically, the control principle is to make full use of the driving torque of the motor which normally works on the same side to compensate the lost driving torque of the wheel motor which generates slip. And increasing the lost torque to the output torque of the normal motor on the same side, and if the increased driving torque of the wheel does not exceed the maximum torque limit value of the normal output of the motor, namely, the inequality constraint formula is satisfied, completing the coordination redistribution of the motor torque. Otherwise, the wheels working normally on the same side are enabled to output the maximum moment value, the driving moment of the wheels on the opposite side is reduced to meet the constraint of the equation, and the driving moment of the wheels on the opposite side is preferentially reduced in consideration of the fact that the front wheels are steering wheels.

If the vehicle is in the opposite-side double-wheel slip state, performing torque redistribution control according to a preset second torque redistribution control strategy; the second torque redistribution control strategy is to fully utilize the driving torque of the normal non-slip wheel motor to compensate the driving torque lost by slip, so that the controller distributes the driving torque lost by one side to the motor with the same side and normal non-slip until the output torque of the motor is saturated. Specifically, taking two front wheel slip as an example, the motor torque redistribution control flow in the opposite side double wheel slip state is shown in the figure. The control principle is to fully utilize the driving torque of the normal non-slip wheel motor to compensate the driving torque of slip loss. The controller distributes the lost driving torque of one side to the motor which does not slip normally on the same side until the output torque of the motor is saturated, namely the constraint condition is met.

If the vehicle is in the same-side double-wheel slip state, performing torque redistribution control according to a preset third torque redistribution control strategy; the third torque redistribution control strategy is that under the condition that the moment on the left side and the moment on the right side are equal so as not to generate yaw deflection, the controller performs low selection control, and the opposite side motor for the double-wheel slip is enabled to output the moment with the same magnitude by taking the torque command value of the slip wheel with the low left adhesion coefficient as a reference. Specifically, taking left two-wheel slip as an example, the control principle is to ensure that the moments on the left side and the right side are equal so as not to generate yaw deflection, the controller performs low-selection control, and selects a torque command value of a slip wheel with a low left adhesion coefficient as a reference so as to enable a motor on the opposite side (right side) to output the moment with the same magnitude.

If the vehicle is in the three-wheel slip state, torque redistribution control is carried out according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is to enable the controller to perform moment reduction control on the non-slip wheels under the condition that the moment on the left side and the moment on the right side are equal to avoid yaw deflection, so that the vehicle can be maintained to run in a straight line. Specifically, taking three-wheel slip except for the right rear wheel as an example, the control principle is to ensure that the moments at the left side and the right side are equal so as not to generate yaw deflection, and the controller performs moment-reducing control on the wheel (the right rear wheel) which does not slip so as to maintain the vehicle to run straight.

If the vehicle is in the all-wheel slip state, torque redistribution control is carried out according to a preset fifth torque redistribution control strategy; the fifth torque redistribution control strategy is to enable the controller to perform low selection control on the left and right wheels under the condition that the moment on the left and right sides is equal to avoid yaw deflection, so that the vehicle can be kept to run in a straight line. Specifically, the control principle is to ensure that the moments at the left side and the right side are equal so as not to generate yaw deflection, and the controller performs low-selection control on the wheels at the left side and the right side so as to maintain the straight running of the vehicle.

Based on the foregoing, the control strategy is pre-allocated by the front-rear axle load, the drive anti-skid control strategy, and the reassignment strategy based on the vehicle condition layer 3 control strategy. And carrying out dynamic coordination distribution according to the longitudinal acceleration and the longitudinal gradient by a front-rear axle load pre-distribution control strategy. And driving an anti-skid control strategy, and utilizing an extremum seeking algorithm model of the road adhesion coefficient of the wheel slip rate to realize the optimal slip rate estimation of the variable road. Meanwhile, the robustness of the anti-skid control is enhanced, and the method of combining the sliding mode control and the PID control is adopted to inhibit the wheel skid under the condition of off-road severe pavement. Finally, optimal distribution control of driving force among shafts and among driving motors is realized through judgment based on the slip state of each wheel, and further wheel torque control distribution of the vehicle under the straight running working condition is completed.

Since the external force exerted by the vehicle is mainly derived from the ground friction, the friction between the tire and the ground is easier to adjust than the air force. In recent years, loading applications such as a brake anti-lock control system, a drive anti-slip control system, a running stability control system, and the like improve handling performance of a vehicle to some extent, and reduce safety accidents. But are limited by vehicle hardware conditions, none of the above control systems maximize the utilization of ground attachment resources. The wheel motor four-wheel drive off-road vehicle has the advantage of independent and controllable wheel driving/braking torque, and the invention provides an integrated yaw and roll control strategy for improving the vehicle steering stability by fully utilizing ground attachment resources around the stability control problem of the wheel motor four-wheel drive off-road vehicle under the steering running working condition.

In order to achieve the purpose of fully exerting driving force when the in-wheel motor-driven vehicle runs straight and stably steering when the vehicle runs in a turning mode, the control process of the steering stability of the in-wheel motor-driven vehicle under the limit steering working condition is described as follows:

as shown in fig. 5, in the embodiment of the present invention, using the driving state parameter and the road key feature parameter, the vehicle yaw and roll stability integrated control strategy based on model prediction control determines a target yaw wheel moment value, and the specific implementation process may include: determining a reference yaw rate and a centroid side offset angle of the vehicle according to a current actual steering wheel angle signal and an actual vehicle speed signal; based on a preset vehicle yaw stability constraint condition, a preset roll stability constraint condition and a preset saturation safety constraint condition of an actuating mechanism, a three-degree-of-freedom vehicle model is adopted as a prediction model of model prediction control for predicting vehicle state information in a period of time in the future of the vehicle based on two control targets of yaw stability control for tracking a reference yaw rate and roll stability control for reducing a side load transfer rate. According to the prediction result, online rolling optimization is carried out in a limited domain, and a corresponding additional yaw moment is output; under the condition that the sum of the wheel target driving or braking torques is equal to the total required torque, distributing the total required torque to each wheel of the vehicle according to a preset distribution rule based on the additional yaw moment to obtain the torque adjustment quantity of the driving wheels; the torque adjustment amount is outputted as the target yaw wheel moment value to a vehicle electric drive system, and the longitudinal forces of the respective wheels are caused to generate a desired yaw moment to stabilize the vehicle running. The actuator may be an actuator of a vehicle or an electric drive system of a vehicle.

In the embodiment of the invention, the integrated control strategy of the yaw and roll stability of the vehicle based on model prediction control is based on the comprehensive safety and stability performance requirements of the vehicle, so as to ensure that the stability performance of the whole vehicle is optimal. As shown in fig. 6, the yaw rate and the centroid slip angle of the vehicle reference are first identified based on the steering angle (such as the steering wheel angle) input by the driver and the actual vehicle speed. The integrated controller fully considers the stability constraint of the yaw stability of the vehicle on the centroid side deviation angle and the deviation of the actual yaw rate and the reference value, the stability constraint of the roll stability of the vehicle on the side load transfer rate and the saturation safety constraint of an actuating mechanism, synthesizes two control targets of the yaw stability control on the reference yaw rate tracking and the roll stability control on the reduction of the side load transfer rate, selects a model prediction control strategy, takes a three-degree-of-freedom vehicle model as a prediction model, effectively predicts future information of the system according to the state information of the current vehicle, carries out online rolling optimization in a limited domain, takes an additional yaw moment M as output, distributes the total required torque to each wheel according to a certain distribution rule based on the calculated additional yaw moment and other constraint conditions on the premise of meeting the condition that the sum of four-wheel target driving/braking torques is equal to the total required torque, and acts on a corresponding four-wheel driving system to enable the longitudinal force of each wheel to generate the expected yaw moment, and ensures stable running of the vehicle.

It should be noted that, the model predictive control is an optimization control algorithm based on a predictive model, implemented by rolling and combined with feedback correction, and mainly includes the following three parts: predictive model, rolling optimization, feedback correction. Wherein (1) a predictive model: the predictive model functions to predict the future output of an object based on both past information and future inputs of the object. (2) Rolling optimization: model predictive control is an optimization control algorithm that determines future control actions with an optimum of a certain performance metric. It is emphasized that the optimization of the model predictive control is not done off-line at a time, but rather repeatedly on-line, so-called rolling optimization. The rolling optimization is a key point of model predictive control different from optimal control. (3) feedback correction: after a series of future control amounts are determined by the scroll optimization, in order to prevent the control object from deviating from the reference state due to model mismatch, environmental disturbance, or the like, the model predictive control is generally not performed entirely one by one, but is performed only at the current time. At the next moment, firstly, the actual output of the object is observed, the prediction result of the model is corrected by utilizing the information, and then, a new round of optimization is carried out.

In addition, in a specific implementation scenario, a situation such as a large twisted road surface, ice and snow, or a muddy road surface may be encountered, and thus, in addition to the above-described operation stability control of the vehicle, it is also necessary to consider the trafficability control of the vehicle on the large twisted road surface, ice and snow, or the muddy road surface. For example, considering only stability control, when the vehicle is traveling on a large twist road, the wheels on the opposite side of one wheel in suspension should be torqued down, otherwise it is prone to instability. However, in practice, in consideration of the passability control mode, when the vehicle is running on a large twist road, passability should first be considered, i.e., control to reduce the torque of the idle wheel, and not to reduce the torque of the opposite wheel, i.e., not to reduce the driving force of the opposite wheel hub motor, otherwise there may be no possibility that the driving force may pass on a large twist road. Similarly, in the trafficability control mode, the trafficability control of the vehicle is preferably ensured regardless of the side slip stability when the vehicle is traveling on ice, snow or mud. Specifically, a corresponding creep gear may be provided on the vehicle, and the wheels controlling slip reduce torque to reduce slip without reducing torque without slip. That is, when the vehicle is running on a large twist, ice and snow, or a muddy road, in consideration of the trafficability control mode, the sideslip of the vehicle is not required to be controlled, the accelerator pedal opening is taken as a torque command of the in-wheel motor, only the forward movement of the vehicle can be controlled, and the controller can reduce the torque of the skid or idle wheel by setting the crawling gear, namely, the set crawling control strategy is used for neglecting the yaw deflection control of the vehicle to obtain the maximum longitudinal driving force, so that the vehicle can rapidly pass through.

By adopting the wheel torque (which is quite different from other rotational speed control) coordination control method of the wheel motor driven vehicle, the wheel driving torque is coordinated and distributed by utilizing a hierarchical longitudinal driving force coordination control strategy through the longitudinal working condition driving force coordination control and limit steering working condition operation stability control analysis of the wheel motor full-drive vehicle so as to fully utilize ground attachment resources, the optimal torque control distribution of the wheel motor driven vehicle under the longitudinal working condition is ensured, the timeliness of the wheel driving force when the wheel load/attachment coefficient is suddenly changed is realized, and the traction force and the off-road capability of the wheel motor driven vehicle are improved; the vehicle yaw and roll stability integrated control strategy through model prediction control coordinates wheel torque, improves yaw response, expands vehicle running stability range, realizes coordination when the wheel driving force suddenly turns to yaw, and solves the problem of high-speed instability of the wheel hub motor driven vehicle, thereby improving vehicle maneuverability and control stability and improving stability of the vehicle on off-road poor road surfaces and terrains. In addition, the target wheel moment value can be determined based on the slip ratio of the target wheel to the ground and is output to the electric driving system of the vehicle, so that the slip or idle target wheel torque is coordinated and independently controlled, the trafficability of the vehicle on a large-torsion, muddy or rainy or snowy road surface is further improved, and the instability or the wheel flying risk is reduced. Corresponding to the wheel torque coordination control method of the in-wheel motor driven vehicle, the invention further provides a wheel torque coordination control device of the in-wheel motor driven vehicle. Since the embodiment of the apparatus is similar to the above-described method embodiment, the description is relatively simple, and reference should be made to the description of the above-described method embodiment section, and the embodiment of a wheel torque coordination control apparatus for an in-wheel motor-driven vehicle described below is merely illustrative. Fig. 7 is a schematic structural diagram of a wheel torque coordination control device for an in-wheel motor driven vehicle according to an embodiment of the present invention.

The invention relates to a wheel torque coordination control device of an in-wheel motor driven vehicle, which comprises the following parts:

a parameter determining unit 701, configured to determine a running state parameter and a road key feature parameter of the wheel hub motor full-drive vehicle;

the wheel torque coordination control unit 702 is configured to determine a target wheel torque value based on a hierarchical longitudinal driving force coordination control policy according to the magnitude of the front wheel steering angle and using the driving state parameter and the road key feature parameter, and output the target wheel torque value to a corresponding vehicle electric driving system, so as to implement coordination independent control of wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

By adopting the wheel torque coordination control device of the wheel hub motor driven vehicle, through the longitudinal working condition driving force coordination control and the limit steering working condition operation stability control analysis of the wheel hub motor full-drive vehicle, the wheel driving torque is coordinated and distributed by utilizing a layering longitudinal driving force coordination control strategy so as to fully utilize ground attachment resources, ensure the optimal torque control distribution of the wheel hub motor driven vehicle under the longitudinal working condition, realize the timeliness of the wheel driving force when the wheel load/attachment coefficient is suddenly changed, and improve the traction force and the off-road capability of the wheel hub motor driven vehicle; the vehicle yaw and roll stability integrated control strategy controlled by model prediction is used for coordinating the wheel torque, so that the yaw response is improved, the vehicle running stability range is enlarged, the coordination of the wheel driving force during the rapid yaw rotation is realized, and the high-speed instability problem of the vehicle driven by the hub motor is solved; therefore, the maneuverability and the control stability of the whole vehicle are improved, the trafficability of the vehicle on the poor road surface and the terrain of the cross country is improved, and the instability risk is reduced.

Corresponding to the wheel torque coordination control method of the hub motor driven vehicle, the invention further provides electronic equipment. Since the embodiments of the electronic device are similar to the method embodiments described above, the description is relatively simple, and reference should be made to the description of the method embodiments described above, and the electronic device described below is merely illustrative. Fig. 8 is a schematic diagram of the physical structure of an electronic device according to an embodiment of the present invention. The electronic device may include: a processor (processor) 801, a memory (memory) 802, and a communication bus 803, wherein the processor 801, the memory 802, and the communication bus 803 complete communication with each other, and communicate with the outside through a communication interface 804. The processor 801 may invoke logic instructions in the memory 802 to perform a wheel torque coordination control method of an in-wheel motor-driven vehicle, the method comprising: determining running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle; determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the running state parameter and the road key characteristic parameter according to the magnitude of the front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

Further, the logic instructions in the memory 802 described above may be implemented in the form of software functional units and stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, randomAccess Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

In another aspect, an embodiment of the present invention further provides a computer program product including a computer program stored on a non-transitory computer readable storage medium, the computer program including program instructions which, when executed by a computer, enable the computer to perform the wheel torque coordination control method of the in-wheel motor-driven vehicle provided in the above method embodiments, the method including: determining running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle; determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the running state parameter and the road key characteristic parameter according to the magnitude of the front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

In still another aspect, an embodiment of the present invention further provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the wheel torque coordination control method of the in-wheel motor-driven vehicle provided by the above embodiments, the method including: determining running state parameters and road key characteristic parameters of the wheel hub motor full-drive vehicle; determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the running state parameter and the road key characteristic parameter according to the magnitude of the front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition.

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A wheel torque coordination control method of an in-wheel motor-driven vehicle, characterized by comprising:

determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition;

the hierarchical longitudinal driving force coordination control strategy comprises an upper layer front and rear axle torque dynamic load pre-allocation control strategy, a middle layer driving anti-skid control strategy and a lower layer torque redistribution control strategy; the determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by using the driving state parameter and the road key characteristic parameter specifically comprises the following steps: determining a first given torque based on a front-rear axle torque dynamic load pre-allocation control strategy by using vehicle steering signals, vehicle pitch angle and longitudinal acceleration; the vehicle pitch angle is obtained through a preset gyroscope sensor; the vehicle steering signal corresponds to an accelerator pedal signal of the vehicle; determining an output second given torque based on a drive slip control strategy using the first given torque, wheel speed, and longitudinal vehicle speed; the wheel rotation speed is obtained through a motor rotation speed sensor; and carrying out wheel torque redistribution control according to a preset torque redistribution control strategy based on the second given torque and the current wheel state of the vehicle.

2. The method for controlling the coordination of the wheel torque of the in-wheel motor driven vehicle according to claim 1, wherein the determining of the driving state parameter and the road key feature parameter of the in-wheel motor driven vehicle specifically comprises:

3. The method for controlling the coordination of the wheel torque of the in-wheel motor driven vehicle according to claim 2, wherein the obtaining the target sensor signal of the in-wheel motor full-drive vehicle, inputting the target sensor signal to a vehicle state estimation model based on adaptive unscented kalman filtering, obtaining the running state parameter, specifically includes:

4. The wheel torque coordination control method of an in-wheel motor driven vehicle according to claim 1, wherein the determining of the first given torque based on the front-rear axle torque dynamic load pre-allocation control strategy specifically comprises:

5. The wheel torque coordination control method of an in-wheel motor-driven vehicle according to claim 1, characterized in that the determination of the output second given torque based on the drive slip prevention control strategy specifically includes: and analyzing the first given torque, the wheel rotating speed and the longitudinal vehicle speed based on an extremum seeking strategy of the wheel slip rate and the road surface adhesion coefficient to realize the optimal slip rate estimation of the road surface, outputting a corresponding wheel torque optimized value, and determining the wheel torque optimized value as the second given torque.

6. The wheel torque coordination control method of an in-wheel motor-driven vehicle according to claim 1, wherein the wheel torque redistribution control is performed according to a preset torque redistribution control strategy based on the second given torque and a current wheel state of the vehicle, specifically comprising:

7. The wheel torque coordination control method of an in-wheel motor-driven vehicle according to claim 1, characterized in that determining a target yaw wheel moment value based on a model predictive controlled vehicle yaw and roll stability integrated control strategy using the running state parameter and the road key feature parameter, specifically comprises:

8. A wheel torque coordination control device of an in-wheel motor-driven vehicle, characterized by comprising:

the wheel torque coordination control unit is used for determining a target wheel torque value based on a hierarchical longitudinal driving force coordination control strategy by utilizing the driving state parameter and the road key characteristic parameter according to the magnitude of the front wheel steering angle, and outputting the target wheel torque value to a corresponding vehicle electric driving system so as to realize coordination independent control of the wheel torque of the vehicle under a straight running working condition; or determining a target yaw wheel moment value based on a model prediction controlled vehicle yaw and roll stability integrated control strategy by using the running state parameter and the road key characteristic parameter, and outputting the target yaw wheel moment value to a corresponding vehicle electric driving system to realize differential torque coordination independent control of the vehicle under a steering working condition;

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor, when executing the program, implements the steps of the wheel torque coordination control method of an in-wheel motor-driven vehicle as claimed in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, having stored thereon a computer program, characterized in that the computer program, when executed by a processor, implements the steps of the wheel torque coordination control method of an in-wheel motor-driven vehicle according to any one of claims 1 to 7.