CN114083995B - Method, system and medium for distributing torque of hub motor automobile - Google Patents
Method, system and medium for distributing torque of hub motor automobile Download PDFInfo
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- CN114083995B CN114083995B CN202111341681.4A CN202111341681A CN114083995B CN 114083995 B CN114083995 B CN 114083995B CN 202111341681 A CN202111341681 A CN 202111341681A CN 114083995 B CN114083995 B CN 114083995B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The invention discloses a method, a system and a medium for distributing torque of an in-wheel motor vehicle, which comprise the steps of calculating the slip rate of each wheel; calculating the torque load distribution coefficient of each hub motor according to the wheel slip ratio; calculating the torque load coefficient of each hub motor according to the torque load distribution coefficient of each hub motor; and calculating the target driving torque of each wheel according to the torque load coefficient of each wheel hub motor and the working torque of each wheel hub motor. By utilizing the method, the problem that the target torque of the whole vehicle is difficult to calculate due to the difference of the working rotational speeds of the hub motors is avoided; the dynamic linkage between single wheels, axles and whole vehicle torque load coefficients and the conversion of whole vehicle torque load scaling factors are realized, so that the performance of the whole vehicle is optimal; the output capacities of the front and rear shaft motors and the battery in the torque distribution process are fully utilized, the maximum exertion of the capacities of the motors and the battery is ensured, the allowable limit is not exceeded, and the reliability and the stability of the system are ensured.
Description
Technical Field
The invention belongs to the technical field of torque distribution of hub motor vehicles, and particularly relates to a method, a system and a medium for torque distribution of hub motor vehicles.
Background
An in-wheel motor is adopted to gradually become an important power driving device of an electric automobile. The hub motor automobile integrates a motor, a speed reducer and a braking device in a wheel hub, has the advantages of saving the arrangement space of the whole automobile and independently controlling the motion state of each wheel. With the development and maturity of technology, the in-wheel motor automobile is also widely applied.
The distribution control method of the wheel torque of the hub motor automobile is a key technology of the hub motor automobile. Compared with an electric vehicle with a bridge motor, each wheel of the in-wheel motor vehicle can be independently controlled to drive, but the torque calculation of each wheel is more complex. In-wheel motor vehicle wheel torque distribution considerations are numerous, including power, economy and stability. Based on different performance target emphasis points, different wheel torque distribution control methods are designed. The current common torque distribution control methods of the hub motor automobile comprise an average distribution method, a minimum energy consumption method, a yaw stability control method and the like.
The torque average distribution method directly divides the required torque of the whole vehicle by the number of hub motors of the whole vehicle to be used as the target torque of each hub motor; based on a minimum energy consumption method, the torque of each hub motor in the state of the highest total efficiency is searched as the target torque of each hub motor according to a set searching method for the required torque of the whole vehicle and the efficiency MAP of the motor; the yaw stability control method is based on a whole vehicle transverse dynamics model to perform torque distribution calculation.
The control methods directly distribute the required torque of the whole vehicle, but the hub motor vehicle is provided with more than 4 driving wheels, so that a specific hub motor cannot be selected as a reference object, and the required torque of the whole vehicle is difficult to calculate; secondly, the output capacity of the power battery and the output capacity of the motor are not considered to be combined with various motion states of the vehicle, so that the problem that the power battery is easy to overdischarge in the process of rapid acceleration is solved; and directly executing the calculated required torque of each hub electric locomotive wheel after the torque distribution.
Disclosure of Invention
The method for distributing the torque of the hub motor vehicle for achieving one of the purposes of the invention comprises the following steps:
s1, calculating the slip rate S of each wheel 1～n ；
The wheel slip ratio s 1～n The calculation method of (1) comprises the following steps:
step 1, calculating the navigation angle theta of the wheels at the inner side and the outer side of the front axle of the vehicle according to the steering angle signal theta of the steering wheel Inner part And theta Outer part ；
The inner side wheel refers to the wheel with smaller turning radius in the turning process of the vehicle; when the vehicle runs in left steering or right steering, the navigation angles of the inner wheels and the outer wheels of the front axle meet the following conditions: θ Inner part ＞θ Outer part > 0; when the vehicle turns left, the left wheel θ of the front axle of the vehicle fl The navigation angle of (a) is theta Inner part When the vehicle turns right, the vehicle front axle right side wheel θ fr The navigation angle of (a) is theta Inner part The method comprises the steps of carrying out a first treatment on the surface of the When the vehicle runs straight, the navigation angles of the inner wheels and the outer wheels of the front axle meet the following conditions: θ Outer part ＝θ Inner part ＝0。
When the steering angle signal theta is zero, the vehicle runs straight, when theta is negative, the vehicle runs in a left steering, and when theta is positive, the vehicle runs in a right steering.
Step 2, according to the reference wheel speed omega and the navigation angle theta Inner part And theta Outer part The speed reduction ratio i of the integrated speed reducer inside the wheel of the hub motor calculates the speed v at the mass center of the whole vehicle;
the speed of the center of the front axle or the rear axle of the vehicle is equivalent to the speed of the center of mass of the whole vehicle; the reduction ratio i of the integrated speed reducer in the wheel of the hub motor is obtained by mechanical design solidification;
further, the calculation method of the reference wheel speed ω includes:
sequencing the rotation speeds of all hub motors, omega x ≥ω y ≥...ω m ≥ω n Wherein n is the number of hub motors and is more than or equal to 4;
if the brake pedal is in a stepping state, the reference wheel speed omega takes a value of the rotating speed omega of the larger hub motor 2 ；
If the brake pedal is in a released state, the reference wheel speed omega takes the value of the rotating speed omega of the smaller hub motor n-1 。
Further, the calculation method of the vehicle speed v at the center of mass of the whole vehicle comprises the following steps:
wherein θ is i The method comprises the following steps: when the reference wheel speed omega is the wheel speed of the inner wheel, theta i ＝θ Inner part : when the reference wheel speed omega is the wheel speed of the outer wheel, theta i ＝θ Outer part ；
The reference wheel speed ω is the wheel speed of the inside wheel, that is, θ when the reference wheel speed ω is taken as the inside wheel i Navigation angle θ for front axle inboard wheel Inner part The reference wheel speed ω is the wheel speed of the outside wheel, that is, θ when the reference wheel speed ω is taken as the outside wheel i Navigation angle θ for front axle outboard wheel Outer part 。
Step 3, according to the vehicle speed v at the center of mass of the whole vehicle, the wheelbase L of the front axle and the rear axle, the reduction ratio i of the integrated speed reducer in the wheel of the hub motor and the wheel speed omega of each hub motor 1～n Calculating the slip ratio s of each wheel by the radius R of the wheel and the turning radius R at the center of the front axle 1～n Wherein n is the number of in-wheel motors;
further, the calculation method of the slip ratio of each wheel includes:
wherein omega i The rotating speed of the wheel hub motor corresponding to the wheel is set; r is the radius of the wheel; r is the turning radius at the center of the front axle of the vehicle; θ i A navigation angle for the wheel; l is the wheelbase of the front and rear axles; i is the reduction ratio of the integrated speed reducer inside the wheel of the hub motor.
Further, the calculation method of the turning radius R at the center of the front axle includes:
step 1, obtaining a turning vector relation by using a vector method and a whole vehicle steering model:
wherein:is the vector from the steering center to the front axle center; />Steering center to inboard wheel vector; />Steering center to outboard wheel vector.
Step 2, calculating a turning radius R at the center of the front axle by vector modulo calculation:
s2, calculating a torque load distribution coefficient K of the hub motors on the left and right sides of the front and rear axles according to the wheel slip rate and the wheel navigation angle 1～n ；
Torque load distribution coefficient K of each hub motor 1～n The calculation method of (1) comprises the following steps:
wherein: i epsilon [1, n ]]N is the number of hub motors; θ i The navigation angle of the wheel where the hub motor is positioned is set; epsilon 1 、ε 2 : adjusting parameters of the distribution coefficients; Δs j Theta is the difference in slip ratio of each wheel on the axle where the wheel is located fl The navigation angle of the left front wheel of the vehicle; θ fr A navigation angle for the right front wheel of the vehicle; t is the running time of the torque distribution method of the hub motor vehicle.
S3, according to the torque load distribution coefficient K of each hub motor 1～n Calculating the torque load coefficient Ld of each hub motor 1～n ；
Torque load factor Ld for 4 in-wheel motors 1～4 Comprises the following steps:
wherein: b is
Wherein Ld 1 、Ld 2 、Ld 3 、Ld 4 The torque load coefficients of the front axle left side, the front axle right side, the rear axle left side and the rear axle right side hub motors are respectively represented in sequence; k (K) fl 、K fr 、K rl 、K rr : sequentially divided intoTorque load distribution coefficients of the hub motors at the left side of the front axle, the right side of the front axle, the left side of the rear axle and the right side of the rear axle are respectively set; ld (Ld) f The front axle torque load factor; ld (Ld) r The rear axle torque load factor;
the front and rear axle torque load factor Ld f And Ld r The calculation method of (1) comprises the following steps:
ld is a whole vehicle torque load coefficient calculated according to the opening value theta of the accelerator pedal; gamma is a torque load factor correction factor; k is a torque load distribution coefficient of the wheel rotating shaft.
Further, the method for calculating the torque load distribution coefficient K of the wheel rotating shaft includes:
K＝K a +K b +K c
K a : a basic distribution ratio; k (K) b : accelerating distribution ratio; k (K) c : the slip distribution ratio between the shafts;
further, the K a Is preferably in the range of [0,1 ]]The calibration can be performed according to actual conditions;
further, the K b The calculation method of (1) comprises the following steps:
wherein:
p 11 : acceleration adjustment factor, p 11 >0, preferably in the range of [0,0.1 ]]；
a: acceleration of the whole vehicle, wherein the unit is m/s2, the vehicle runs at a constant speed when a=0, the acceleration of the whole vehicle is a >0, and the deceleration of the whole vehicle is a < 0;
a 0 : acceleration base coefficient, priority range of [0,5 ]]；
Further, the K b ∈[-0.3,0.3]。
Further, provided thatThe K is c The calculation method of (1) comprises the following steps:
when any one of the following 3 cases is satisfied:
(1) The torque load distribution coefficients of the hub motors on the left and right sides of the front axle are in a distribution limit state, at least one wheel of the front axle is in a slip state, and all wheels of the rear axle are in a normal working state, namely K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 2 *s 0 And s is fmax ≤τ 3 *s 0 ；
(2) All wheels of the front axle are in a normal working state, the torque load distribution coefficients of the hub motors on the left side and the right side of the rear axle are in a limit distribution state, and at least one wheel of the rear axle is in a slip state, namely K rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 2 *s 0 And s is rmax ≤τ 3 *s 0 ，
(5) The torque load distribution coefficients of all wheel motors of the front axle and the rear axle are in a slip limit distribution state, namely K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 2 *s 0 And (K) rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 2 *s 0 )；
Wherein:
K fl : torque load distribution coefficient of front axle left hub motor;
K fr : torque load distribution coefficient of the front axle right side hub motor;
K ll : torque load distribution coefficient of the rear axle left hub motor;
K lr : torque load distribution coefficient of the rear axle right side hub motor;
τ 2 : the upper limit adjustment coefficient of the slip rate between wheels;
s 0 : a reference slip ratio;
s fmax : maximum value of front axle wheel slip rate;
s rmax : maximum value of rear axle wheel slip rate;
τ 3 : a lower limit adjustment coefficient for the slip rate between the shafts;
p 21 、p 22 : an inter-axle slip ratio adjustment factor;
t: operation time of torque distribution method of hub motor vehicle
Δs: the difference between the maximum value of the front axle wheel slip ratio and the maximum value of the rear axle wheel slip ratio; otherwise, when all wheels do not slip, i.e. s fmax ≤τ 3 *s 0 And s is rmax ≤τ 3 *s 0 ：
K c ＝0
s fmax S is the minimum and maximum value of the front axle slip rate rmax Is the maximum value of the rear axle slip rate;
further, the K c ∈[-0.3,0.3]；
Further, the torque load factor correction factor γ includes:
when the following 3 conditions are satisfied simultaneously, namely:
(1) At least one of the front axle wheels being in extreme slip condition, i.e. K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 4 *s 0 ；
(2) At least one of the rear axle wheels being in extreme slip condition, i.e. K rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 4 *s 0 ；
(3) The front-rear torque load factor is already distributed, that is, the front axle wheel slip rate is equal to the rear axle wheel slip rate.
The calculation formula of gamma is as follows:
wherein p is r1 、p r2 : scaling factor correction coefficients; τ 4 : the lower limit adjustment coefficient of the slip rate of the whole vehicle; t is the running time of the torque distribution method of the hub motor vehicle.
Otherwise, if the front and rear axle wheels are not simultaneously in slip condition, i.e. delta 1 ＜K min ＜δ 2 Or Δs+.0 or s fmax ＜τ 3 *s 0 Or s rmax ＜τ 3 *s 0 The calculation formula of gamma:
γ＝1
wherein:
δ 1 : a lower limit value of a torque load distribution coefficient of each hub motor;
δ 2 : an upper limit value of each wheel torque load distribution coefficient;
K min : minimum value of torque load distribution coefficient of hub motor;
Δs: the difference between the maximum value of the front axle wheel slip ratio and the maximum value of the rear axle wheel slip ratio;
s fmax : maximum value of front axle wheel slip rate;
s rmax : maximum value of rear axle wheel slip rate;
τ 3 : a lower limit adjustment coefficient for the slip rate between the shafts;
s 0 : reference slip ratio.
S4, according to the torque load coefficient Ld of each hub motor 1～n Calculating target driving torque T of each hub motor 1～n 。
T i ＝Ld i *T(w i )*β
Wherein:
n is the number of hub motors, i epsilon [1, n ];
Ld i : the corresponding torque load coefficient of the hub motor;
beta: a power battery power limiting factor;
T(w i ): the working torque of the hub motor;
w i : wheel speed of the wheel hub motor.
Further, the calculation method of the power limiting factor beta of the power battery comprises the following steps:
when (when)When (1):
β＝1；
when (when)When (1):
wherein:
n is the number of hub motors, i epsilon [1, n ];
Ld i the torque load factor of the hub motor;
T(W i ) The working torque of the hub motor is the working torque of the hub motor;
P P : the power cell allows maximum discharge power.
Further, the operating torque T (w i ) The calculation method of (1) comprises the following steps:
step 1, initializing working torque to be peak working torque T of hub motor max (w i )，T max (w i ) The calculation method of (1) comprises the following steps:
wherein: t (T) max (w): peak working torque of the hub motor; t (T) 0 : peak torque of the in-wheel motor; p (P) max : peak power; w (w) 0 : peak torque operating maximum speed; w (w) i : the rotational speed of the hub motor;
step 2, when Ld i *T(w i )*β＞T e (w i ) Time-to-start timing, ld i *T(w i )*β≦T e (w i ) Ending the time counting, and when the time counting duration is greater than or equal to a first set duration, working torque of the hub motor is as follows:
T(w i )＝T e (w i )
wherein T is e (w i ) The calculation method for the rated torque of the hub motor comprises the following steps:
wherein: t (T) 1 : rated torque; p (P) e : rated power; w (w) e : rated rotational speed;
the first set period is preferably 18s, but is not limited thereto.
When Ld i *T(w i )*β≦T e (w i ) Time-to-start timing, ld i *T(w i )*β＞T e (w i ) Ending the time counting, and when the time counting duration is greater than or equal to a second set duration, working torque of the hub motor is as follows:
T(w i )＝T max (w i )
the second set period is preferably 30s, but is not limited thereto.
The system for distributing the torque of the hub motor vehicle for achieving the second purpose of the invention comprises a slip ratio calculating module: for calculating the slip ratio of each wheel; a torque load distribution coefficient calculation module: the torque load distribution coefficient is used for calculating the torque load distribution coefficient of each hub motor; a torque load factor calculation module: for calculating a torque load factor; a target driving torque calculation module: for calculating a target driving torque of each in-wheel motor.
Further, the method also comprises a torque load factor correction factor calculation module: for calculating a torque load factor correction factor.
Further, the system also comprises a power battery power limiting factor module: for calculating a power battery power limit factor.
A non-transitory computer readable storage medium, on which a computer program is stored, which when executed by a processor, performs any one of the steps of a method of torque distribution of the in-wheel motor vehicle.
The beneficial effects of the invention are as follows:
1. the problem that the target torque of the whole vehicle is difficult to calculate due to the difference of the working rotational speeds of a plurality of hub motors is avoided;
2. the dynamic linkage between single wheels, axles and whole vehicle torque load coefficients and the conversion of whole vehicle torque load scaling factors are realized, so that the performance of the whole vehicle is optimal;
3. the output capacity of the front and rear shaft motors and the output capacity of the battery are utilized in the torque distribution process, so that the maximum exertion of the capacities of the motors and the battery is ensured, the allowable application limit of the motors and the battery is not exceeded, and the reliability and the stability of the system are ensured.
4. And the acceleration is distributed to the torque, so that the slip of the front wheel caused by the transfer of the axle load is avoided. The safety of the vehicle is ensured.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
fig. 2 is a block diagram of the system of the present invention.
Detailed Description
The following detailed description is presented to explain the claimed invention and to enable those skilled in the art to understand the claimed invention. The scope of the invention is not limited to the following specific embodiments. It is also within the scope of the invention to include the claims of the present invention as made by those skilled in the art, rather than the following detailed description.
In the description of the present invention, the terms "first," "second," and the like are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
First, terms and parameters that occur more frequently in this document will be described.
θ Inner part : navigation angle of the inner side wheel of the front axle during steering; θ Outer part : rotationNavigation angle of the wheel at the outer side of the front axle;
θ fl : navigation angle of the left wheel of the front axle; θ fr : navigation angle of the wheel on the right side of the front axle;
r: is the radius of the tire;
omega: a reference wheel speed;
i: the reduction ratio of the integrated speed reducer inside the wheel of the hub motor;
r: a turning radius at the center of the front axle;
l: the wheelbase of the front axle and the rear axle;
s 1 、s 2 、s 3 、s 4 : the slip ratio of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel is sequentially set; s is(s) 0 : a reference slip ratio of preferably in the range of [0,0.3]The calibration can be performed;
s fmin 、s fmax : minimum and maximum values of front axle slip ratio;
s rmin 、s rmax : minimum and maximum values of rear axle slip ratio;
s max : maximum slip rate of the whole vehicle;
Δs f : the slip ratio difference between the left front wheel and the right front wheel;
Δs r : slip differential between the left and right rear wheels;
Δs: maximum slip ratio s of front axle fmax Maximum slip ratio s with rear axle rmax A difference value;
K fl 、K fr 、K rl 、K rr : the torque load distribution coefficients of the hub motors of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively represented in sequence;
Ld 1 、Ld 2 、Ld 3 、Ld 4 : the torque load coefficients of the front axle left side, the front axle right side, the rear axle left side and the rear axle right side hub motors are respectively represented in sequence;
k: front axle torque load distribution coefficient;
ld: the torque load coefficient of the whole vehicle;
l: the wheelbase of the front axle and the rear axle;
P P : the power battery allows maximum discharge power;
τ 1 : the lower limit adjustment coefficient of the slip rate between wheels; τ 2 : the upper limit adjustment coefficient of the slip rate between wheels; τ 3 : the lower limit adjustment coefficient of the slip rate between the shafts is preferably in the range of [0,3 ]]The calibration can be performed; τ 4 : and the lower limit adjustment coefficient of the slip rate of the whole vehicle.
In this embodiment, the in-wheel motor vehicle takes the form of 4X4, including 4 in-wheel drive motors, for example, to describe one embodiment of the method of the present invention.
S1, calculating the slip rate S of each wheel 1～n ；
Step 1, calculating the navigation angle theta of the wheels at the inner side and the outer side of the front axle of the vehicle according to the steering angle signal theta of the steering wheel Inner part And theta Outer part ；
Navigation angle theta of inner and outer wheels of front axle during running of vehicle Inner part And theta Outer part Fitting is carried out on the relation between the steering wheel angle theta, the fitting method comprises the steps of adopting a quadratic curve fitting method, and the calculating method comprises the following steps:
wherein: θ: steering wheel angle; a, a 1 、b 1 、c 1 : the navigation angle fitting coefficient of the inner wheel; a, a 2 、b 2 、c 2 : navigation angle fitting coefficients for the outboard wheels.
When the vehicle runs in left steering or right steering, the navigation angles of the inner wheels and the outer wheels of the front axle meet the following conditions: θ Inner part ＞θ Outer part > 0; when the vehicle runs straight, the navigation angles of the inner wheels and the outer wheels of the front axle meet the following conditions: θ Outer part ＝θ Inner part ＝0。
When the steering wheel angle θ is zero, the vehicle travels straight, when θ is a negative number, the vehicle travels in a left steering, and when θ is a positive number, the vehicle travels in a right steering.
When the vehicle turns left, namely theta is less than 0, the navigation angles of the left and right wheels of the front axle are respectively as follows:
when the vehicle turns right, namely theta >0, the navigation angles of the left and right wheels of the front axle are respectively as follows:
when the vehicle is traveling straight, i.e., θ=0, the navigation angles of the front-axle left and right wheels are respectively:
θ fl ＝θ fr ＝θ outer part ＝θ Inner part
Step 2, calculating a reference wheel speed omega, which comprises the following steps:
(1) Acquiring the rotation speeds of all current hub motors and sequencing the rotation speeds; in this embodiment, 4 in-wheel motors are set, assuming that: omega x ≥ω y ≥ω m ≥ω n ；
Wherein: omega x ，ω y ，ω m ，ω n : the rotational speeds of the 4 hub motors; x, y, m, n ε {1,2,3,4}, and x noteqy noteqm noteqn; omega 1 ，ω 2 ，ω 3 ，ω 4 : the rotational speeds of the front left, front right, rear left and rear right hub motors.
(2) Acquiring the state of a brake pedal:
if the brake pedal is stepped on, the whole vehicle is in a braking state, the calculation distortion of the vehicle speed caused by locking of the wheel is prevented, and the calculation of the vehicle speed is carried out by adopting a larger rotating speed of the hub motor, namely: ω=ω y
If the brake pedal is not stepped on, the whole vehicle is in a driving running state, the calculation distortion of the vehicle speed caused by wheel slip is prevented, and the calculation of the vehicle speed adopts the rotation speed of a smaller hub motor, namely: ω=ω m
Step 3, calculating the vehicle speed v at the center of mass of the whole vehicle;
if the wheel speed of the inner wheel is taken by referring to the wheel speed omega, the vehicle speed v at the center of mass of the whole vehicle is as follows:
if the wheel speed of the outer wheel is taken by referring to the wheel speed omega, the vehicle speed v at the center of mass of the whole vehicle is:
step 4, calculating the slip rate s of each wheel 1～n ：
ω i The rotating speed of the wheel hub motor corresponding to the wheel is set; θ i Is the navigation angle of the wheel. In this embodiment, the calculation method for slip ratio of 4 hub motors includes:
and obtaining a turning vector relation by using a vector method and a whole vehicle steering model:
wherein:is the vector from the steering center to the front axle center; />Steering center to inboard wheel vector; />Steering centre to outboard wheel steeringAmount of the components.
Calculating the turning radius R at the center of the front axle using vector modulo:
further, the slip ratio maximum value of the front and rear axles is calculated from the slip ratios of the 4 wheels:
calculating slip ratio difference deltas of coaxial wheels f And Deltas r And a difference deltas in the maximum value of the front-rear shaft slip ratio:
s2, calculating a torque load distribution coefficient K of the hub motors on the left and right sides of the front and rear axles according to the wheel slip rate and the wheel navigation angle 1～n ；
Wherein: i epsilon [1, n ]]N is the number of hub motors; θ i The navigation angle of the wheel where the hub motor is positioned is set; epsilon 1 、ε 2 : adjusting parameters of the distribution coefficients; Δs j Theta is the difference in slip ratio of each wheel on the axle where the wheel is located fl The navigation angle of the left front wheel of the vehicle; θ fr A navigation angle for the right front wheel of the vehicle; t is the operation time of the torque distribution method of the hub motor vehicle, and when the torque distribution method of the hub motor vehicle starts to operate, delta s is calculated j 。
In this embodiment, the method for calculating the torque load distribution coefficients of the 4 hub motors includes:
wherein: k (K) fl 、K fr 、K rl 、K rr ∈[δ 1 ,δ 2 ]，δ 1 Distributing the lower limit value delta of the coefficient for each wheel moment load 2 Distributing an upper limit value of a coefficient for each wheel torque load; epsilon f1 、ε f2 : an adjustment parameter of a torque load distribution coefficient of the left front wheel; epsilon r1 、ε r2 : an adjustment parameter of a torque load distribution coefficient of the left rear wheel; the sum of the torque load distribution coefficients of the left front wheel and the right front wheel is 1; the sum of the torque load distribution coefficients of the left rear wheel and the right rear wheel is 1.
Preferably delta 1 And delta 2 Sum of 1, delta 1 Is preferably within the range of [0,0.4 ]]。
The maximum value of the current shaft slip rate satisfies s fmax ≤τ 1 *s 0 Time epsilon f1 ＝ε f2 ＝0；
The maximum value of the current shaft slip rate satisfies s fmax ＞τ 2 *s 0 And |Δs f When I > 0.03, ε f1 ＜0，ε f2 ＜0；
When the maximum value of the slip rate of the rear axle meets s rmax ≤τ 1 *s 0 Time epsilon f1 ＝ε f2 ＝0；
When the maximum value of the slip rate of the rear axle meets s rmax ＞τ 2 *s 0 And |Δs r Epsilon with 0.03 r1 ＜0，ε r2 ＜0；
S3, according to the torque load distribution coefficient K of each hub motor 1～n Calculating the torque load coefficient Ld of each hub motor 1～n The method comprises the steps of carrying out a first treatment on the surface of the The method comprises the following steps:
step 1, calculating a wheel rotation shaft torque load distribution coefficient K, and taking the calculation of a front axle torque load distribution coefficient as an example in the embodiment:
K＝K a +K b +K C
wherein: k is E [ delta ]' 1 ，δ' 2 ],δ' 1 Is negative in torqueLower limit value of load distribution coefficient, delta' 2 Distributing the upper limit value of the coefficient, delta 'for the torque load' 1 +δ' 2 ＝1，δ' 1 Is preferably within the range of [0,0.4 ]]；K a : a basic distribution ratio; k (K) b : accelerating distribution ratio, K b ∈[-0.3,0.3]；K c : slip distribution ratio between shafts, K c ∈[-0.3,0.3]The method comprises the steps of carrying out a first treatment on the surface of the The basic distribution ratio K a Preferred ranges are [0,1]；
The accelerated distribution ratio K b The calculation formula of (1) comprises:
wherein: p is p 11 : acceleration adjustment factor, p 11 >0, priority range of [0,0.05 ]]The method comprises the steps of carrying out a first treatment on the surface of the a: acceleration of the whole vehicle, wherein the unit is m/s2, and the vehicle runs at a constant speed when a=0, and a is as follows>0 acceleration running of the whole vehicle, a<0, decelerating and running the whole vehicle; a, a 0 : acceleration base coefficient, preferably in the range of [0,5 ]]。
When any one of the following 3 cases is satisfied:
(1) The torque load distribution coefficients of the hub motors on the left and right sides of the front axle are in a distribution limit state, at least one wheel of the front axle is in a slip state, and all wheels of the rear axle are in a normal working state, namely K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 2 *s 0 And s is fmax ≤τ 3 *s 0 ；
(2) All wheels of the front axle are in a normal working state, the torque load distribution coefficients of the hub motors on the left side and the right side of the rear axle are in a limit distribution state, and at least one wheel of the rear axle is in a slip state, namely K rl ＝δ 1 K rr ＝δ 1 And s is rmax ＞τ 2 *s 0 And s is rmax ≤τ 3 *s 0
(3) The torque load distribution coefficient of all hub motors of the front and rear shafts is in a distribution limit state, namely (K) fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 2 *s 0 ) And (K) rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 2 *s 0 )。
K c Is calculated according to the formula:
t is the running time of the torque distribution method of the hub motor vehicle;
when the front axle and the rear axle do not slip, s fmax ≤τ 3 *s 0 And s is rmax ≤τ 3 *s 0 ，K C Is calculated according to the formula:
K c ＝0
wherein: p is p 21 、p 22 : the preferred range of the slip ratio adjustment coefficient between shafts is [0,1]；
Step 2, calculating a torque load factor correction factor gamma;
when the following 3 conditions are satisfied simultaneously, namely:
(1) Front axle limit slip condition, i.e. K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 4 *s 0 ；
(2) The extreme slip state of the rear axle, i.e. K rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 4 *s 0 ；
(3) The front-rear torque load factor has been distributed, i.e., Δs=0.
The calculation formula of gamma is as follows:
wherein: p is p r1 、p r2 : the optimal range of the scaling factor correction coefficient is (0, 1), the scaling factor correction coefficient can be calibrated, and t is the running time of the torque distribution method of the hub motor vehicle.
The front and rear shafts are not simultaneously in slip stateTime delta 1 ＜K min ＜δ 2 Or Δs+.0 or s fmax ＜τ 3 *s 0 Or s rmax ＜τ 3 *s 0 The calculation formula of gamma:
γ＝1
wherein: k (K) min ＝min(K fl ,K fr ,K rl ,K rr )
Further, τ 1 、τ 2 、τ 3 、τ 4 The size relation between the two is as follows: τ 1 ＜τ 2 ＜τ 3 ＜τ 4 . Preferred values are:
step 3, according to the opening value of the accelerator pedalCalculating the torque load coefficient Ld and Ld E [0,1 ] of the whole vehicle]. L and->The mapping relation between the two functions can be a linear function, a concave function, a convex function or an S-shaped function;
step 4, calculating the torque load coefficients of the front axle and the rear axle:
wherein: l (L) f : front axle torque load factor; l (L) r : rear axle torque load factor.
Step 5, calculating the torque load coefficient Ld of each hub motor 1～n ；
In this embodiment, the calculation is performed based on 4 hub motors of the front left, front right, rear left and rear right of the whole vehicle, and the calculation of the torque load coefficient may be:
wherein: ld (Ld) 1 、Ld 2 、Ld 3 、Ld 4 : the torque load coefficients of the front left, front right, rear left and rear right hub motors are respectively represented in sequence;
b is a diagonal matrix of the torque load coefficients of the front axle and the rear axle, and the value of the diagonal matrix is as follows:
further, ld 1 、Ld 2 、Ld 3 、Ld 4 The method meets the following conditions:
s4, according to the torque load coefficient Ld of each hub motor 1～n Calculating target driving torque T of each hub motor 1～n 。
Step 1, calculating peak working torque of each hub motor:
wherein: t (T) max (w i ): peak working torque of the hub motor; t (T) 0 : peak torque of the in-wheel motor; p (P) max : peak power; w (w) 0 : peak torque operating maximum speed; w (w) i : the rotational speed of the hub motor. I E [1,4 ] in this embodiment]；
Step 2, calculating the continuous rated working torque of each hub:
wherein: t (T) e (w i ): continuously rated working torque; t (T) 1 : rated torque; p (P) e : rated power; w (w) 1 : rated rotational speed.
Step 3, initializing working torque to be peak working torque T of hub motor max (w i )：
T(w i )＝T max (w i )
Step 4, when Ld i *T(w i )*β＞T e (w i ) Time-to-start timing, ld i *T(w i )*β≦T e (w i ) Ending the time counting, and when the time counting duration is greater than or equal to a first set duration, working torque of the hub motor is as follows:
T(w i )＝T e (w i )
wherein T is e (w i ) The calculation method for the rated torque of the hub motor comprises the following steps:
wherein: t (T) 1 : rated torque; p (P) e : rated power; w (w) e : rated rotational speed;
the first set period is preferably 18s, but is not limited thereto.
When Ld i *T(w i )*β≦T e (w i ) Time-to-start timing, ld i *T(w i )*β＞T e (w i ) Ending the time counting, and when the time counting duration is greater than or equal to a second set duration, working torque of the hub motor is as follows:
T(w i )＝T max (w i )
the second set period is preferably 30s, but is not limited thereto.
Step 5, calculating a power limiting factor beta of the power battery:
when (when)When (1):
β＝1
when (when)When (1):
n is the number of in-wheel motors, in this embodiment n=4, and can be specifically expressed as:
when Ld 1 *T(w fl )+Ld 2 *T(w fr )+Ld 3 *T(w rl )+Ld 4 *T(w rr )≤P P When (1):
β＝1
when Ld 1 *T(w fl )+Ld 2 *T(w fr )+Ld 3 *T(w rl )+Ld 4 *T(w rr )＞P P When (1):
wherein Ld 1 、Ld 2 、Ld 3 、Ld 4 The torque load coefficients of the front axle left side, the front axle right side, the rear axle left side and the rear axle right side hub motors are respectively represented in sequence; p (P) P : the power battery allows maximum discharge power; w (w) fl 、w fr 、w rl 、w rr The rotating speeds of the hub motors at the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft are respectively in sequence;
step 6, calculating the target torque T of each hub motor 1～n ；
T i ＝Ld i *T(w i )*β
The calculation method of the 4 hub motors in the embodiment comprises the following steps:
/>
wherein: t (T) 1 、T 2 、T 3 、T 4 : is the root ofThe invention relates to a target torque of a left front wheel hub motor, a right front wheel hub motor, a left rear wheel hub motor and a right rear wheel hub motor of a hub motor automobile to be calculated.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic of each process, and should not limit the implementation process of the embodiment of the present application in any way.
One embodiment of the system of the present invention comprises:
slip ratio calculation module: the system comprises a torque load distribution coefficient calculation module, a torque load distribution coefficient calculation module and a torque load distribution coefficient calculation module, wherein the torque load distribution coefficient calculation module is used for calculating the slip rate of each wheel;
a torque load distribution coefficient calculation module: the torque load distribution coefficient of each hub motor is calculated according to the wheel slip rate calculated by the wheel slip rate calculation module, and is an input parameter of the torque load coefficient calculation module;
a torque load factor calculation module: the torque load calculation module is used for calculating a torque load coefficient according to the torque load distribution coefficient calculated by the torque load distribution coefficient calculation module, wherein the torque load coefficient is an input parameter of the target driving torque calculation module;
a target driving torque calculation module: and the target driving torque of each hub motor is calculated according to the torque load coefficient calculated by the torque load coefficient module.
Further, the method also comprises a torque load factor correction factor calculation module: calculating a torque load factor correction factor; the torque load factor correction factor is used as an input parameter of the torque load factor calculation module and used for calculating the torque load factor of each hub motor.
Further, the system also comprises a power battery power limiting factor module: the power control module is used for calculating a power battery power limiting factor, wherein the power battery power limiting factor is used as an input of the target driving torque calculation module and used for calculating the target driving torque.
The embodiment of the application also provides a computer readable storage medium, and the computer readable storage medium stores a computer program, and the computer program includes program instructions, and when the program instructions are executed by a processor, each step of the intelligent retrieval method for the power grid regulation and control field information based on deep learning is realized, and is not described herein.
The computer readable storage medium may be the data transmission apparatus provided in any of the foregoing embodiments or an internal storage unit of a computer device, for example, a hard disk or a memory of the computer device. The computer readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a flash card (flash card) or the like, which are provided on the computer device.
Further, the computer-readable storage medium may also include both internal storage units and external storage devices of the computer device. The computer-readable storage medium is used to store the computer program and other programs and data required by the computer device. The computer-readable storage medium may also be used to temporarily store data to be output or already output.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
Finally, it should be noted that: the above embodiments are only for illustrating the technical aspects of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those of ordinary skill in the art that: modifications and equivalents may be made to the specific embodiments of the invention without departing from the spirit and scope of the invention, which is intended to be covered by the claims.
What is not described in detail in this specification is prior art known to those skilled in the art.
Claims (9)
1. A method for torque distribution in an in-wheel motor vehicle, comprising the steps of:
s1, calculating the slip rate S of each wheel 1～n ；
S2, calculating a torque load distribution coefficient K of the hub motors on the left and right sides of the front and rear axles according to the wheel slip rate and the wheel navigation angle 1～n ；
S3, rootAccording to the torque load distribution coefficient K of each hub motor 1～n Calculating the torque load coefficient Ld of each hub motor 1～n ；
S4, according to the torque load coefficient Ld of each hub motor 1～n Calculating target driving torque T of each hub motor 1～n ；
In the step S2, the torque load distribution coefficients K of the hub motors on the left and right sides of the front and rear axles are calculated 1～n The calculation method of (1) comprises the following steps:
wherein: i epsilon [1, n ]]N is the number of hub motors; θ fl The navigation angle of the left front wheel of the vehicle; θ fr A navigation angle for the right front wheel of the vehicle; epsilon 1 、ε 2 Adjusting parameters of the distribution coefficient of the hub motor; Δs j A slip ratio difference value of the wheel on the axle where the wheel is located; t is the running time of the torque distribution method of the hub motor vehicle.
2. The method for distributing torque of an in-wheel motor vehicle according to claim 1, wherein in the step S1, the method for calculating the slip ratio of each wheel includes:
wherein omega i The rotating speed of the wheel hub motor corresponding to the wheel is set; r is the radius of the wheel; r is the turning radius at the center of the front axle of the vehicle; θ i A navigation angle for the wheel; l is the wheelbase of the front and rear axles; v is the vehicle speed at the mass center of the whole vehicle; i is the reduction ratio of the integrated speed reducer inside the wheel of the hub motor.
3. The method for torque distribution of an in-wheel motor vehicle according to claim 1, wherein said step S3 further includes calculating a torque load factor correction factor γ, said calculating method including:
when the following 3 conditions are satisfied simultaneously, namely:
(1) At least one of the front axle wheels being in extreme slip condition, i.e. K fl ＝δ 1 Or K fr ＝δ 1 And s is fmax ＞τ 4 *s 0 ；
(2) At least one of the rear axle wheels being in extreme slip condition, i.e. K rl ＝δ 1 Or K rr ＝δ 1 And s is rmax ＞τ 4 *s 0 ；
(3) The front and rear torque load coefficients are distributed, namely the front axle wheel slip rate is equal to the rear axle wheel slip rate;
wherein K is fl 、K fr 、K rl 、K rr : the torque load distribution coefficients of the hub motors are respectively arranged on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft in sequence; delta 1 : a lower limit value of a torque load distribution coefficient; p is p r1 、p r2 : scaling factor correction coefficients; τ 4 : the lower limit adjustment coefficient of the slip rate of the whole vehicle; s is(s) 0 : a reference slip ratio; s is(s) max : maximum slip rate of the whole vehicle; s is(s) fmax : maximum value of front axle wheel slip rate; s is(s) rmax : maximum value of rear axle wheel slip rate; t is the running time of the torque distribution method of the hub motor vehicle.
4. The method for torque distribution of an in-wheel motor vehicle according to claim 1, wherein in the step S3, the torque load coefficients Ld for the 4 in-wheel motors are calculated 1～4 Comprises the following steps:
wherein: b is
Wherein Ld 1 、Ld 2 、Ld 3 、Ld 4 The torque load coefficients of the front axle left side, the front axle right side, the rear axle left side and the rear axle right side hub motors are respectively represented in sequence; k (K) fl 、K fr 、K rl 、K rr : the torque load distribution coefficients of the hub motors are respectively arranged on the left side of the front shaft, the right side of the front shaft, the left side of the rear shaft and the right side of the rear shaft in sequence; ld (Ld) f The front axle torque load factor; ld (Ld) r The rear axle torque load factor;
the front axle torque load factor Ld f And rear axle torque load factor Ld r The calculation method of (1) comprises the following steps:
ld is a whole vehicle torque load coefficient calculated according to the opening value theta of the accelerator pedal; gamma is a torque load factor correction factor; k is the torque load distribution coefficient of the wheel axle.
5. The method for torque distribution of an in-wheel motor vehicle according to claim 1, wherein in step S4, each wheel target driving torque T 1～n The calculation method of (1) comprises the following steps:
T i ＝Ld i *T(w i )*β
wherein:
n is the number of hub motors, i epsilon [1, n ];
Ld i : the corresponding torque load coefficient of the hub motor;
beta: a power battery power limiting factor;
T(w i ): the working torque of the hub motor;
w i : wheel speed of the wheel hub motor.
6. A system for torque distribution for an in-wheel motor vehicle implementing the method of claim 1, comprising a slip ratio calculation module: for calculating the slip ratio of each wheel; a torque load distribution coefficient calculation module: the torque load distribution coefficient is used for calculating the torque load distribution coefficient of each hub motor; a torque load factor calculation module: for calculating a torque load factor; a target driving torque calculation module: for calculating a target driving torque of each in-wheel motor.
7. The system for torque distribution of an in-wheel motor vehicle of claim 6, further comprising a torque load factor correction factor calculation module: for calculating a torque load factor correction factor.
8. The system for torque distribution for an in-wheel motor vehicle of claim 6, further comprising a power cell power limiting factor module: for calculating a power battery power limit factor.
9. 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 method of torque distribution of an in-wheel motor vehicle according to any one of claims 1 to 5.
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