CN113733929A

CN113733929A - Wheel torque coordination control method and device for wheel hub motor driven vehicle

Info

Publication number: CN113733929A
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: 2021-12-03
Anticipated expiration: 2041-06-22
Also published as: CN113733929B

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 a running state parameter and a road key characteristic parameter of a wheel hub motor full-drive vehicle; according to the magnitude of the front wheel corner, by utilizing the driving state parameters and the road key characteristic parameters, a target wheel moment value is determined based on a hierarchical longitudinal driving force coordination control strategy, a model prediction controlled vehicle yaw and roll stability integrated control strategy and a model prediction controlled independent control strategy for preventing idle running and slip of each wheel on the ground pressure or an adhesion coefficient, and the target wheel moment value is output to a vehicle electric drive system, so that the coordinated independent control of the differential torque of the wheels under the conditions of straight running and steering of the vehicle and the coordinated independent control of the differential torque of the wheels under the conditions of non-slip running and non-slip running under the complex conditions are realized. By adopting the method, the dynamic property, low-speed flexibility and high-speed stability of the whole automobile are improved, the instability risk is reduced, and the maneuvering capability of the automobile in running is effectively improved.

Description

Wheel torque coordination control method and device for wheel hub 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 wheel hub motor driven vehicle. In addition, an electronic device and a non-transitory computer readable storage medium are also related.

Background

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

The in-wheel motor driven vehicle (such as an in-wheel motor driven vehicle) belongs to a brand-new all-wheel drive form, and is completely different from the central drive of the traditional vehicle and the current common centralized drive electric vehicle form, and the change of the drive form inevitably causes the change of the dynamic characteristics of the in-wheel motor driven vehicle, so that a torque coordination control strategy meeting the dynamic characteristic requirements of the in-wheel motor driven vehicle needs to be developed according to the specific characteristics of the in-wheel motor driven vehicle. In-wheel motor driven vehicles eliminate the mechanical connection between the drive wheels, and also require different wheel speeds to be coordinated with the wheel center speeds of the wheels when the vehicle is turning or traveling on uneven roads. In the prior art, based on an Ackerman steering model, a rotating speed control scheme is adopted to directly control the rotating speed of each driving wheel, the rotating speeds of the wheels with mutually independent motion states are mutually related again, and the wheel motion freedom degree is insufficient due to mutual constraint of wheel rotation parameters. When the generated ideal automobile steering model of the target rotating speed does not accord with the actual kinematics, the rotating speed of the wheels is not coordinated, so that the wheels are dragged and slipped.

If the driving torque transmitted to the wheel by the hub motor is used as a control parameter, and the rotating speed of the wheel is not controlled, so that the wheel can rotate freely along with the stress state, the wheel has rotational freedom. The kinematic states of each electric wheel are mutually independent and respectively meet the wheel dynamic equation. Therefore, how to design a stable wheel torque coordination control scheme of the in-wheel motor driven vehicle by using the driving wheel torque as a control parameter becomes a problem to be solved in the industry at present.

Disclosure of Invention

Therefore, the invention provides a wheel torque coordination control method and device for an in-wheel motor driven vehicle, and aims to solve the problems that the scheme for controlling the rotating speed of each driving wheel in the prior art is high in limitation, and the stability and the controllability 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 a driving state parameter and a road key characteristic parameter of a wheel hub motor all-wheel-drive vehicle;

according to the size of a front wheel corner, 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, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead driving condition; alternatively, the first and second electrodes may be,

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

Further, the determining of the driving state parameter and the road key characteristic parameter of the in-wheel motor all-wheel drive vehicle specifically includes:

acquiring a target sensor signal of a wheel hub motor all-wheel-drive vehicle, and inputting the target sensor signal into a vehicle state estimation model based on adaptive unscented Kalman filtering to obtain a driving state parameter; obtaining a road adhesion coefficient in the vehicle running process based on a road adhesion coefficient estimation model of unscented Kalman filtering of exponential weighted attenuation memory filtering;

wherein the driving state parameters comprise yaw angular velocity, longitudinal vehicle speed, lateral vehicle speed, mass center slip angle, tire longitudinal force, tire lateral force, longitudinal acceleration, lateral acceleration, steering wheel angle, motor drive torque, wheel speed, and vehicle pitch angle; the road key characteristic parameter comprises the road surface adhesion coefficient; the vehicle state estimation model is a nonlinear vehicle estimation model having four degrees of freedom of longitudinal, lateral, yaw, and roll.

Further, the acquiring a target sensor signal of the wheel hub motor all-wheel-drive vehicle, inputting the target sensor signal into a vehicle state estimation model based on adaptive unscented kalman filtering, and acquiring a driving 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 rotating 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 angular velocity signal, the longitudinal acceleration signal and the lateral acceleration signal into a lateral force calculation model to obtain a tire lateral force;

inputting the steering wheel angle signal, the yaw angular velocity 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 adaptive unscented Kalman filtering to obtain a yaw angular velocity, a longitudinal vehicle speed and a lateral vehicle speed;

and inputting the longitudinal vehicle speed and the lateral vehicle speed into a mass center slip angle model to obtain a mass center slip angle and obtain a driving state parameter.

Furthermore, the hierarchical longitudinal driving force coordination control strategy comprises an upper layer front and rear axle torque dynamic load pre-distribution control strategy, a middle layer driving antiskid control strategy and a lower layer torque redistribution control strategy;

the determining of 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 characteristic parameter specifically comprises the following steps:

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

determining a second given torque to output based on a drive anti-skid control strategy using the first given torque, wheel speed, and longitudinal vehicle speed; the wheel rotating speed is obtained through a motor rotating speed sensor;

and performing wheel torque redistribution control according to a preset torque redistribution control strategy on the basis of the second given torque and the current wheel state of the vehicle.

Further, the determining a first given torque based on the front and rear axle torque dynamic load pre-distribution control strategy specifically includes:

analyzing an accelerator pedal signal of the vehicle to obtain an expected motor driving torque demand; carrying out torque following control according to the motor driving torque requirement; the opening degree of an accelerator pedal corresponding to the accelerator pedal signal represents a torque instruction of a wheel axle motor;

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

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

Further, the performing of the redistribution control 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 which slips by using the driving torque of the normal working motor at the same side;

if the vehicle is in the opposite-side double-wheel slip state, torque redistribution control is carried out 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 which normally does not slip at the same side until the output torque of the motor is saturated;

if the vehicle is in the same-side double-wheel slip state, torque redistribution control is carried out according to a preset third torque redistribution control strategy; the third torque redistribution control strategy is to enable the controller to perform low-selection control under the condition of ensuring that the left and right side moments are equal so as not to generate yaw deflection, and enable the opposite side motors with double-wheel slip to output the same-magnitude moments by taking the torque command value of the slipping wheels with low left-side adhesion coefficients as a reference;

if the vehicle is in the three-wheel slip state, performing torque redistribution control according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is to enable the controller to carry out torque reduction control on non-slip wheels under the condition of ensuring that the left and right side moments are equal so as not to generate yaw deflection, so as to maintain the straight running of the vehicle;

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 to maintain the straight running of the vehicle under the condition that the left and right moments are ensured to be equal so as not to generate yaw deflection.

Further, determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, specifically comprising:

determining a vehicle reference yaw velocity and a mass center slip angle according to the current actual steering wheel angle signal and the actual vehicle speed signal; on the basis of a preset vehicle yaw stability constraint condition, a preset roll stability constraint condition and a preset saturated safety constraint condition of an actuating mechanism, on the basis of two control targets of yaw stability control for reference yaw velocity tracking and roll stability control for 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 a vehicle is predicted according to current vehicle state information;

according to the prediction result, performing online rolling optimization in a limited time domain, and outputting a corresponding additional yaw moment; under the condition that the sum of target driving or braking torques of the wheels 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 a torque adjustment amount of the driving wheels; and outputting the torque adjustment amount to a vehicle electric drive system as the target yaw wheel moment value to enable each wheel longitudinal force to generate a desired yaw moment so as to enable the vehicle to stably run.

Correspondingly, the invention also provides a wheel torque coordination control device of the wheel hub motor driven vehicle, which comprises:

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

the longitudinal driving force 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 size of a front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead working condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the 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 wheel hub motor all-wheel-drive vehicle, inputting the target sensor signal into a vehicle state estimation model based on adaptive unscented Kalman filtering, and obtaining a driving state parameter; the road adhesion coefficient obtaining subunit is used for obtaining a road adhesion coefficient in the vehicle running process based on a road adhesion coefficient estimation model of unscented Kalman filtering of exponential weighted attenuation memory filtering;

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

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

the wheel torque coordination control unit comprises a longitudinal driving force coordination control unit, and the longitudinal driving force coordination control unit is specifically used for:

if the vehicle is in the three-wheel slip state, performing torque redistribution control according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is to enable the controller to carry out torque reduction control on the non-slip wheels to maintain the straight running of the vehicle under the condition that the left and right side moments are guaranteed to be equal to each other so that yaw deflection is not generated.

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

Correspondingly, the invention also provides an electronic device, comprising: the wheel torque coordination control method comprises the following steps of a memory, a processor and a computer program which are stored on the memory and can run on the processor, wherein the processor executes the program to realize the wheel torque coordination control method of the in-wheel motor driven vehicle.

Accordingly, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when being executed by a processor, realizes 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 hub 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 the ultimate steering working condition operation stability control analysis of the wheel hub motor full-drive vehicle so as to fully utilize ground adhesion 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/adhesion coefficient is suddenly changed, and improve the traction force and the off-road capability of the wheel hub motor driven vehicle; the wheel torque is coordinated through a vehicle yaw and roll stability integrated control strategy of model prediction control, yaw response is improved, the vehicle running stability range is expanded, the coordination of the wheel driving force during sharp yaw is realized, and the problem of high-speed instability of the wheel-hub motor driven vehicle is solved; therefore, the control of the wheel adhesion coefficient and the driving force is reduced, the maneuverability and the control stability of the whole vehicle are improved, the trafficability of the vehicle on poor off-road roads and terrains 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 drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

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

FIG. 2 is a schematic diagram of a work flow of a vehicle state estimation model provided by an embodiment of the invention;

FIG. 3 is a schematic diagram of a work flow of coordinated control of wheel torque 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 schematic workflow diagram illustrating a first integrated yaw and roll stability control strategy for a vehicle based on model predictive control according to an embodiment of the present invention;

fig. 6 is a schematic diagram of a second work flow according to 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 physical structure diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The invention is based on the characteristics that the wheel hub motor drives the vehicle to drive and the braking torque is independently controllable, and can further improve the stability of the vehicle when the vehicle runs at high speed under the condition of meeting the control requirement of the whole vehicle by coordinately controlling the torque of the independent wheel hub motor driving system. Particularly, when the vehicle runs in an emergency or encounters external interference, the dynamic performance of the vehicle, including longitudinal, lateral and yaw movement, can be controlled, and the whole vehicle can be kept to run stably. Under some special road surface working conditions, the driving force of each wheel can be controlled to be reasonably distributed, and the passing performance of the whole vehicle is improved. Therefore, for the wheel hub motor driven vehicle, the vehicle dynamics control in the traditional sense can be realized by carrying out wheel torque coordination control on the wheel hub motor driven vehicle. The implementation process adopted by the invention comprises the following steps: and estimating driving state parameters and road adhesion conditions by using known information of the vehicle, and carrying out hierarchical torque coordination control and vehicle steering stability integrated torque coordination control. The wheel torque values or yaw wheel moment values resulting from the torque coordination control are output to a vehicle electric drive system, which may include vehicle motors and a speed reducer.

The following describes a specific implementation process of the wheel torque coordination control method of the in-wheel motor driven vehicle based on the 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 the road key characteristic parameters of the wheel hub motor all-wheel drive vehicle.

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

As shown in fig. 2, in actual implementation,the method comprises the steps of obtaining a target sensor signal of the wheel hub motor all-wheel-drive vehicle, inputting the target sensor signal into a vehicle state estimation model based on self-adaptive unscented Kalman filtering, and obtaining running state parameters, wherein the specific implementation process comprises the following steps: sensor signals such as a steering wheel angle signal, a motor drive torque signal, wheel speed signals (e.g., four wheel speeds), a yaw rate signal, a longitudinal acceleration signal, and a lateral acceleration signal 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 angular velocity signal, the longitudinal acceleration signal and the lateral acceleration signal to a lateral force calculation model (i.e., a lateral force calculation model) to obtain the tire lateral force. Inputting the steering wheel angle signal, the yaw angular velocity 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 adaptive unscented Kalman filtering for AUKF estimation to obtain a yaw angular velocity and a longitudinal vehicle speed v_xLateral vehicle speed v_y(ii) a And inputting the longitudinal vehicle speed and the lateral vehicle speed into a centroid sideslip angle model for centroid sideslip angle calculation to obtain a centroid sideslip angle beta. And then outputting corresponding running state parameters, namely including a mass center slip angle, a longitudinal vehicle speed, a lateral vehicle speed, a yaw angular velocity, a longitudinal motor driving rotating shaft, a lateral motor driving rotating shaft and the like.

In the process of obtaining the driving state parameters, it should be noted that a nonlinear vehicle estimation model with four degrees of freedom, such as longitudinal direction, lateral direction, yaw and roll, is established based on vehicle state estimation of the improved Sage-Husa AUKF theory; the method has the advantages that the driving torque of the vehicle driven by the hub motor is easy to obtain, 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 unknown noise is estimated by combining low-cost sensor signals such as yaw velocity, longitudinal acceleration, lateral acceleration, steering wheel turning angle and the like by utilizing an improved Sage-Husa suboptimal unbiased maximum posterior estimator, the recursive form of the unknown noise is fused with a UKF method, the statistical characteristics of the system noise are estimated and corrected in real time in the filtering process, the error of state estimation is reduced, and the longitudinal vehicle speed, the lateral vehicle speed and the centroid sideslip angle are estimated. In the embodiment of the invention, the longitudinal vehicle speed, the lateral vehicle speed and the centroid slip angle of the wheel can be accurately estimated based on the AUKF estimation algorithm.

In the process of obtaining the road adhesion coefficient, it needs to be noted that the road adhesion coefficient estimation based on the exponential weighting decay memory UKF provides a road adhesion coefficient identification method based on a wheel hub motor driven vehicle, and aiming at the problem that the model error is easy to cause filter divergence, the method introduces the decay memory filtering on the basis of the traditional UKF theory, and considers that the influence of the latest observation data on the filtering precision cannot be highlighted by a constant decay factor, and designs an exponential decay factor to improve the traditional UKF algorithm, thereby ensuring that the estimator works in the optimal state. By giving the road adhesion coefficient, the road adhesion coefficient of the vehicle is estimated under the working condition of butt joint of the road and the working condition of double line shifting, and the combined simulation result shows that the effectiveness of the estimation result by adopting the method is effectively improved.

Step 102: according to the magnitude of the front wheel corner (the treading strength of an accelerator pedal and a brake pedal), 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, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead working condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

In the embodiment of the invention, a hierarchical driving force coordination control structure is provided from the viewpoint of improving the traction force and the off-road capability of the wheel driven by the in-wheel motor. The control structure comprises three-layer control of a dynamic load pre-distribution control strategy based on the torque of the front axle and the rear axle, a driving antiskid control strategy and a torque redistribution control strategy based on the vehicle state. That is to say, the hierarchical longitudinal driving force coordination control strategy comprises three layers, namely an upper-layer front and rear axle torque dynamic load pre-distribution control strategy, a middle-layer driving antiskid control strategy and a lower-layer torque redistribution control strategy. The driving anti-skid control is a core layer, an extreme value seeking algorithm of a road surface adhesion coefficient of the wheel slip rate is utilized to realize the optimal slip rate estimation of a variable road surface, and the wheel slip under the condition of a cross-country severe road surface is inhibited by adopting a method of combining sliding mode control and PID (proportional-integral-derivative control). And finally, realizing the coordinated distribution control of the driving force among the shafts and among the driving motors through the layered control structure.

As shown in fig. 3, both the yaw stability control strategy and the rollover stability control strategy of the vehicle may be triggered, and may be triggered simultaneously or in a time-shared manner. Therefore, in the implementation process, firstly, the driving state parameters and the road key characteristic parameters of the in-wheel motor all-wheel-drive vehicle need to be acquired, that is, after the steering wheel angle measurement value, the vehicle motion state observation value and measurement value, the road adhesion coefficient estimation value, the driving/braking pedal stroke measurement value and the like of the vehicle are acquired for processing, the following operations are performed: and 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 using the driving state parameter and the road key characteristic parameter, and outputting the target wheel torque value to a corresponding vehicle electric drive system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead working condition. And if the front wheel turning angle delta is larger than or equal to a preset front wheel turning angle threshold value, determining that the current vehicle is in a limit turning working condition, determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by utilizing the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the turning working condition.

In order to achieve the purpose that the in-wheel motor driven vehicle gives full play to the driving force when running in a straight line and turns smoothly when running in a turn, the following describes the driving force coordination control process of the in-wheel motor driven vehicle under the longitudinal working condition:

as shown in fig. 4, in the embodiment of the present invention, 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 includes: determining a first given torque T based on a front-rear axle torque dynamic load pre-distribution control strategy by utilizing a vehicle operation signal, a vehicle pitch angle and a longitudinal acceleration_top-i(ii) a The vehicle pitch angle is acquired through a preset gyroscope sensor; the vehicle operating signal corresponds to an accelerator pedal signal of a vehicle; determining a second given torque T to be output based on a drive anti-skid control strategy using the first given torque, wheel speed, and longitudinal vehicle speed_mid-i(ii) a The wheel rotating speed is obtained through a motor rotating speed sensor; obtaining a third given torque T according to a preset torque redistribution control strategy based on the second given torque and the current wheel state of the vehicle_bot-iThe wheel torque redistribution control is performed given target output torque values of 4 drive motors, such as the respective output wheel torques T for an in-wheel motor four-wheel drive vehicle_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-distribution control strategy, wherein the specific implementation process comprises the following steps: analyzing an accelerator pedal signal of the vehicle to obtain an expected motor driving torque demand; carrying out torque following control according to the motor driving torque requirement; the opening degree of an accelerator pedal corresponding to the accelerator pedal signal represents a torque instruction of a wheel axle motor; according to the size of the vehicle pitch angle, triggering and adopting a preset front and rear axle torque dynamic distribution strategy based on the road gradient to distribute the wheel torque; or, a preset front and rear axle torque dynamic distribution strategy that the front and rear wheels simultaneously reach the adhesion limit is adopted to distribute the wheel torque, and the distribution result of the wheel torque is determinedIs a first given torque.

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

The method comprises the following steps of 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, wherein 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 which slips by using the driving torque of the normal working motor on the same side. Specifically, the control principle is to fully utilize the driving torque of the normal working motor on the same side to compensate the lost driving torque of the wheel motor which generates slip. And (3) increasing the lost torque to the output torque of the normal motor on the same side, and finishing the coordinated redistribution of the motor torque if the increased driving torque of the wheel does not exceed the maximum torque limit value normally output by the motor, namely an inequality constraint formula is met. Otherwise, enabling the normal working wheels on the same side to output the maximum torque value, reducing the driving torque of the wheels on the opposite side to meet the equation constraint formula, and preferentially reducing the driving torque of the wheels on the opposite side and the rear wheel in consideration of the fact that the front wheels are steering wheels.

If the vehicle is in the opposite-side double-wheel slip state, torque redistribution control is carried out 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 which normally does not slip on the same side until the output torque of the motor is saturated. Specifically, taking two front wheels as an example, the control flow of redistribution of motor torque in the state of two opposite wheels 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 the slip loss. The controller distributes the driving torque lost on one side to the motor which normally does not slip 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, torque redistribution control is carried out according to a preset third torque redistribution control strategy; and the third torque redistribution control strategy is to enable the controller to perform low-selection control under the condition of ensuring that the left and right side moments are equal so as not to generate yaw deflection, and enable the opposite side motors with double-wheel slip to output the same-magnitude moments by taking the torque command value of the slipping wheels with low left-side adhesion coefficients as a reference. Specifically, taking the left two-wheel slip as an example, the control principle is to ensure that the left and right moments are equal so as not to generate yaw deflection, the controller performs low-selection control, and the torque command value of the slipping wheel with the low left adhesion coefficient is selected as a reference so that the opposite (right) side motor outputs the same magnitude of moment.

If the vehicle is in the three-wheel slip state, performing torque redistribution control according to a preset fourth torque redistribution control strategy; the fourth torque redistribution control strategy is to enable the controller to carry out torque reduction control on the non-slip wheels to maintain the straight running of the vehicle under the condition that the left and right side moments are guaranteed to be equal to each other so that yaw deflection is not generated. Specifically, taking three-wheel slip except for the right rear wheel 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, and the controller performs torque reduction control on the non-slip wheels (the right rear wheel) so as to maintain the straight running of the vehicle.

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 to maintain the straight running of the vehicle under the condition that the left and right moments are ensured to be equal so as not to generate yaw deflection. Specifically, 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, and the controller performs low-selection control on the wheels on the left side and the right side so as to maintain the straight running of the vehicle.

Based on the above, the front and rear axle load pre-distribution control strategy, the drive antiskid control strategy and the vehicle state-based redistribution strategy are adopted to realize a 3-layer control strategy. And dynamically coordinating and distributing the load of the front and rear axles according to the longitudinal acceleration and the longitudinal gradient by a pre-distribution control strategy. And driving an anti-skid control strategy, and seeking an algorithm model by using an extreme value of the road adhesion coefficient of the wheel slip rate to realize the optimal slip rate estimation of the variable road surface. Meanwhile, in consideration of enhancing the robustness of anti-skid control, the method combining sliding mode control and PID control is adopted to inhibit wheel skid under the condition of cross-country severe road. And finally, realizing the optimal distribution control of the driving force among the shafts and among the driving motors by judging the slip states of the wheels, and further finishing the wheel torque control distribution of the vehicle under the straight-driving working condition.

Since the external force applied to the vehicle is mainly derived from the ground friction, the friction between the tire and the ground is easier to adjust than the air acting force. In recent years, the vehicle control performance is improved to a certain extent and the safety accidents are reduced by the vehicle loading application of an anti-lock brake control system, a driving anti-skid control system, a driving stability control system and the like. However, the above control systems do not maximize the use of ground-attached resources, subject to vehicle hardware conditions. The invention provides a yaw and roll integrated control strategy which fully utilizes ground attachment resources to improve the vehicle operation stability, and aims to solve the problem of stability control of a wheel hub motor four-wheel drive off-road vehicle under a steering driving working condition.

In order to achieve the purpose of fully exerting the driving force when the in-wheel motor driven vehicle runs in a straight line and smoothly steering when the in-wheel motor driven vehicle runs in a turning way, the following describes the control process of the steering stability of the in-wheel motor driven vehicle under the limit steering condition:

as shown in fig. 5, in the embodiment of the present invention, the determining the target yaw wheel moment value based on the model-predictive-controlled vehicle yaw and roll stability integrated control strategy by using the driving state parameter and the road key characteristic parameter may include: determining a vehicle reference yaw velocity and a mass center slip angle according to the current actual steering wheel angle signal and the actual vehicle speed signal; on the basis of preset vehicle yaw stability constraint conditions, roll stability constraint conditions and saturated safety constraint conditions of an actuating mechanism, a three-degree-of-freedom vehicle model is adopted as a prediction model of model prediction control for two control targets of reference yaw velocity tracking and roll stability control for reducing the lateral load transfer rate on the basis of yaw stability control, and vehicle state information in a future period of the vehicle is predicted according to current vehicle state information. According to the prediction result, performing online rolling optimization in a limited time domain, and outputting a corresponding additional yaw moment; under the condition that the sum of target driving or braking torques of the wheels 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 a torque adjustment amount of the driving wheels; and outputting the torque adjustment amount to a vehicle electric drive system as the target yaw wheel moment value to enable each wheel longitudinal force to generate a desired yaw moment so as to enable the vehicle to stably run. The actuator may be an actuator of a vehicle or a vehicle electric drive system.

In the embodiment of the invention, on the basis of the safety and stability performance requirement of the vehicle, the stability of the whole vehicle is ensured to be optimal by a vehicle yaw and roll stability integrated control strategy based on model predictive control. As shown in fig. 6, first, the yaw rate and the centroid slip angle referred to by the vehicle are identified based on the direction rotation 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 deviation of a mass center side drift angle and an actual yaw velocity from a reference value, the stability constraint of the roll stability of the vehicle on the lateral load transfer rate and the saturation safety constraint of an actuating mechanism, integrates two control targets of tracking the reference yaw velocity and reducing the lateral load transfer rate by the yaw stability control, selects a model prediction control strategy, takes a three-degree-of-freedom vehicle model as a prediction model, effectively predicts the future information of the system according to the state information of the current vehicle, then carries out online rolling optimization in a limited time domain, takes an additional yaw moment M as output, and is based on the calculated additional yaw moment and other constraint conditions on the premise that the sum of four-wheel target driving/braking torques is equal to the total required torque, and distributing the total required torque to each wheel according to a certain distribution rule to obtain the torque adjustment amount of the four driving wheels, and acting the torque adjustment amount on a corresponding four-wheel drive system to enable the longitudinal force of each wheel to generate an expected yaw moment so as to ensure the stable running of the vehicle.

It should be noted that model predictive control is an optimization control algorithm based on a predictive model, rolling implementation and combined with feedback correction, and mainly includes the following three parts: prediction model, rolling optimization and feedback correction. Wherein, (1) the prediction model: the prediction model is used for jointly predicting the future output of the object according to the past information and the future input of the object. (2) And (3) rolling optimization: model predictive control is an optimization control algorithm that determines future control actions with an optimization of some performance metric. It is emphasized that the optimization of the model predictive control is not done off-line at a time, but is done on-line repeatedly, so-called roll optimization. Rolling optimization is the key point at which model predictive control differs from optimal control. (3) And (3) feedback correction: after a series of future control amounts are determined by the roll optimization, in order to prevent a control target from deviating from a reference state due to model mismatch, environmental disturbance, or the like, the model predictive control is generally performed not on all the control amounts one by one but on only the control amount at the present time. At the next moment, 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 concrete implementation scenario, since a large twisted road surface, ice and snow, or a muddy road surface may be encountered, it is necessary to consider trafficability control of the vehicle on the large twisted road surface, ice and snow, or the muddy road surface in addition to the above-described operation stability control of the vehicle. For example, when considering stability control only, when a vehicle is driven on a large twisted road, the wheel on the other side of the suspended wheel should reduce torque, otherwise the vehicle is easy to be unstable. However, in practice, when considering the passing control mode, when the vehicle runs on a large twisted road, the passing should be considered first, that is, the control reduces the torque of the idler wheel and does not reduce the torque of the side wheel, that is, does not reduce the driving force of the side hub motor, otherwise no driving force may not pass on the large twisted road. Similarly, when the vehicle is traveling on an icy or snowy or muddy road, the passing control of the vehicle is preferentially ensured in consideration of the passing control mode without considering the sideslip stability. Specifically, a corresponding creep gear may be provided on the vehicle, and the slipping wheels may be controlled to reduce torque to reduce slip, while non-decreasing torque that does not slip. When the vehicle runs on a large-twist, ice, snow and muddy road, under the condition of considering the passing control mode, the sideslip of the vehicle is not required to be controlled, the opening degree of an accelerator pedal is taken as a torque command of an in-wheel motor, the advancing of the vehicle can be controlled only by controlling the advancing of the vehicle, and the controller is enabled to reduce the torque of slipping or idling wheels by setting the crawling gear, namely the yaw deflection control of the vehicle is ignored by a set crawling control strategy so that the maximum longitudinal driving force is obtained, and the rapid passing of the vehicle is ensured.

By adopting the wheel torque (which is completely different from other rotating speed controls) coordination control method of the wheel hub motor driven vehicle, through the longitudinal working condition driving force coordination control and the ultimate steering working condition operation stability control analysis of the wheel hub motor full-driven 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 adhesion resources, the optimal torque control distribution of the wheel hub motor driven vehicle under the longitudinal working condition is ensured, the timeliness of the wheel driving force when the wheel load/adhesion coefficient is suddenly changed is realized, and the traction force and the off-road capability of the wheel hub motor driven vehicle are improved; and the vehicle yaw and roll stability integrated control strategy through model prediction control coordinates the wheel torque, thereby improving the yaw response, expanding the vehicle running stability range, realizing the coordination when the wheel driving force suddenly rotates and yaws, solving the problem of high-speed instability of the wheel hub motor driven vehicle, improving the whole vehicle maneuverability and control stability, and improving the stability of the vehicle on poor road surfaces and terrains of cross country. In addition, the target wheel torque value can be determined based on the slip rate of the target wheel to the ground and output to an electric drive system of the vehicle, and the slip or idle target wheel torque is coordinated and controlled independently, so that the trafficability of the vehicle on a large-twist, muddy or sleet road surface is further improved, and the instability or wheel flying risk is reduced. Corresponding to the wheel torque coordination control method of the in-wheel motor driven vehicle, the invention also provides a wheel torque coordination control device of the in-wheel motor driven vehicle. Since the embodiment of the device is similar to the embodiment of the method, the description is simple, and the relevant points are referred to the description of the embodiment of the method. 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.

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

the parameter determining unit 701 is used for determining a driving state parameter and a road key characteristic parameter of the in-wheel motor all-wheel 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 strategy by using the driving state parameter and the road key characteristic parameter according to the magnitude of a front wheel corner, and output the target wheel torque value to a corresponding vehicle electric drive system, so as to implement wheel torque coordination independent control of a vehicle under a straight-ahead driving condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

By adopting the wheel torque coordination control device of the in-wheel motor driven vehicle, disclosed by the embodiment of the invention, through the longitudinal working condition driving force coordination control and the ultimate steering working condition operation stability control analysis of the in-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 adhesion resources, the optimal torque control distribution of the in-wheel motor driven vehicle under the longitudinal working condition is ensured, the timeliness of the wheel driving force when the wheel load/adhesion coefficient is suddenly changed is realized, and the traction force and the off-road capability of the in-wheel motor driven vehicle are improved; the wheel torque is coordinated through a vehicle yaw and roll stability integrated control strategy of model prediction control, yaw response is improved, the vehicle running stability range is expanded, the coordination of the wheel driving force during sharp yaw is realized, and the problem of high-speed instability of the wheel-hub motor driven vehicle is solved; therefore, the maneuverability and the operation stability of the whole vehicle are improved, the trafficability of the vehicle on poor road surfaces and terrains in cross country is improved, and the instability risk is reduced.

Corresponding to the wheel torque coordination control method of the in-wheel motor driven vehicle, the invention also provides electronic equipment. Since the embodiment of the electronic device is similar to the above method embodiment, the description is simple, and please refer to the description of the above method embodiment, and the electronic device described below is only schematic. Fig. 8 is a schematic physical structure diagram 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 and the memory 802 complete communication with each other through the communication bus 803 and communicate with the outside through a communication interface 804. The processor 801 may invoke logic instructions in the memory 802 to perform a method of wheel torque coordination control for an in-wheel motor driven vehicle, the method comprising: determining a driving state parameter and a road key characteristic parameter of a wheel hub motor all-wheel-drive vehicle; according to the size of a front wheel corner, 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, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead driving condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

Furthermore, the logic instructions in the memory 802 may be implemented in software functional units and stored in a computer readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.

In another aspect, an embodiment of the present invention further provides a computer program product, where the computer program product includes a computer program stored on a non-transitory computer-readable storage medium, where the computer program includes program instructions, and when the program instructions are executed by a computer, the computer is capable of executing the wheel torque coordination control method for an in-wheel motor driven vehicle provided by the above-mentioned embodiments of the method, where the method includes: determining a driving state parameter and a road key characteristic parameter of a wheel hub motor all-wheel-drive vehicle; according to the size of a front wheel corner, 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, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead driving condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

In still another aspect, the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented by a processor to execute a wheel torque coordination control method of an in-wheel motor driven vehicle provided in the foregoing embodiments, where the method includes: determining a driving state parameter and a road key characteristic parameter of a wheel hub motor all-wheel-drive vehicle; according to the size of a front wheel corner, 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, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the coordination independent control of the wheel torque of the vehicle under the straight-ahead driving condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

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

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

3. The wheel torque coordination control method of the in-wheel motor driven vehicle according to claim 2, wherein the obtaining of the target sensor signal of the in-wheel motor all-wheel drive vehicle, inputting the target sensor signal to a vehicle state estimation model based on adaptive unscented kalman filtering, and obtaining the driving state parameter specifically comprises:

4. The wheel torque coordination control method of an in-wheel motor driven vehicle according to claim 1, characterized in that the hierarchical longitudinal driving force coordination control strategy comprises an upper layer front and rear axle torque dynamic load pre-distribution control strategy, a middle layer driving antiskid control strategy and a lower layer torque redistribution control strategy;

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

6. The wheel torque coordination control method of an in-wheel motor driven vehicle according to claim 4, characterized in that said determining the second given torque to be output based on the driving anti-skid control strategy specifically comprises: and analyzing the first given torque, the wheel rotating speed and the longitudinal vehicle speed based on an extreme value seeking strategy of the wheel slip rate and the road adhesion coefficient, realizing the estimation of the optimal slip rate of the road surface, outputting a corresponding wheel torque optimized value, and determining the wheel torque optimized value as a second given torque.

7. The wheel torque coordination control method of the in-wheel motor driven vehicle according to claim 4, wherein 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 specifically comprises:

8. The wheel torque coordinated control method of an in-wheel motor driven vehicle according to claim 1, characterized in that a target yaw wheel moment value is determined based on a model predictive controlled vehicle yaw and roll stability integrated control strategy using said driving state parameters and said road key characteristic parameters, comprising in particular:

9. A wheel torque coordination control device for 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 size of a front wheel corner, and outputting the target wheel torque value to a corresponding vehicle electric driving system to realize the wheel torque coordination independent control of the vehicle under the straight-ahead working condition; or determining a target yaw wheel moment value based on a vehicle yaw and roll stability integrated control strategy of model predictive control by using the driving state parameters and the road key characteristic parameters, and outputting the target yaw wheel moment value to a corresponding vehicle electric drive system to realize the differential torque coordination independent control of the vehicle under the steering working condition.

10. 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 according to any one of claims 1 to 8.

11. A non-transitory computer-readable storage medium, having a computer program stored thereon, wherein the computer program, when being 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 8.