CN210337596U - Electric automobile distributed drive electronic differential control device and electric automobile - Google Patents
Electric automobile distributed drive electronic differential control device and electric automobile Download PDFInfo
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- CN210337596U CN210337596U CN201921037988.3U CN201921037988U CN210337596U CN 210337596 U CN210337596 U CN 210337596U CN 201921037988 U CN201921037988 U CN 201921037988U CN 210337596 U CN210337596 U CN 210337596U
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Abstract
The utility model provides an electric automobile distributing type drive electron differential controlling means and electric automobile relates to electron differential control field. 3 control modes of a normal differential control unit, a road surface abnormal differential control unit or an instability differential control unit are set, and the differential control modes are specifically adjusted based on different vehicle states and road surface states; when the vehicle deviates and the wheels slip, the road surface abnormal differential control unit adjusts the target rotating speed of the driving motor by respectively controlling the rotating speeds of the driving wheels at the two sides, namely PID control is carried out by the difference value of the wheel speed of the wheels and the actual vehicle speed, so as to achieve the differential control of the vehicle and smoothly pass through a bad road; and the instability differential control unit corrects the target torque of each driving motor through a vehicle stability control program when the vehicle is unstable, controls the yaw moment of the vehicle and further improves the running stability of the vehicle. The differential performance is ensured by controlling the wheel speed and the driving force no longer singly.
Description
Technical Field
The utility model relates to an electron differential control field, concretely relates to electric automobile distributing type drive electron differential controlling means and electric automobile.
Background
The distributed driving system adopts flexible connection to replace part of mechanical transmission parts, has a compact structure, improves the driving efficiency and the space utilization rate of the vehicle, realizes electronic differential by independently adjusting the torque of the driving wheels, enhances the electronization degree of the vehicle, realizes better active control, and becomes a research hotspot of the driving technology of the electric vehicle. The distributed driving system integrates power, transmission and braking, and the key technology comprises an electric wheel driving technology and an electronic differential control technology.
The currently proposed electronic differential control schemes mostly use wheel rotation speed as a control parameter, for example, the turning radius ratio of each wheel of the vehicle is converted into the rotation speed ratio of the driving wheel, which provides convenience for the vehicle speed control of the whole vehicle.
Because the wheel rotating speed is not only influenced by the driving force and resistance applied to the wheel from the outside, but also influenced by the interaction force between the vehicle body and the wheel, the deformation of tires, the inconsistent road adhesion conditions on two sides and the like in the moving process of the vehicle, the motion of the vehicle is difficult to express by using a simple geometric motion relation, and the ideal differential performance of the wheel is difficult to be realized by single wheel rotating speed control and driving force control, so that the differential performance has strong limitation.
SUMMERY OF THE UTILITY MODEL
Technical problem to be solved
The utility model provides a not enough to prior art, the utility model provides an electric automobile distributing type drive electron differential controlling means and electric automobile has solved current differential performance poor, easily leads to the technical problem that child, vehicle off tracking appeared grinding in the vehicle.
(II) technical scheme
In order to achieve the above purpose, the utility model discloses a following technical scheme realizes:
in a first aspect, the present invention provides an electric vehicle distributed drive electronic differential control device, the control device includes:
an electronic differential;
the accelerator pedal sensor is used for acquiring an accelerator opening signal and outputting the accelerator opening signal to the electronic differential;
an IMU sensor installed at a centroid position of the electric vehicle, the IMU sensor for acquiring a vehicle actual yaw rate signal and outputting the vehicle actual yaw rate signal to the electronic differential;
the wheel speed sensor is used for acquiring a wheel speed signal of a wheel and outputting the wheel speed of the wheel to the electronic differential;
one end of the driving motor controller is connected with the electronic differential, and the other end of the driving motor controller is connected with a motor; the electronic differential sends a working instruction of the driving motor to the driving motor controller, and the driving motor controller feeds back real-time working parameters of the motor to the electronic differential;
wherein the electronic differential includes:
the state identification module is used for identifying a vehicle state and a road surface state and sending a vehicle state and road surface state instruction;
the differential control module is used for receiving the vehicle state and road surface state instructions sent by the state identification module and selecting to enter a normal differential control unit, a road surface abnormal differential control unit or an unstable differential control unit based on the instructions;
the normal differential control unit is used for obtaining a first target torque according to the accelerator opening degree signal and the motor rotating speed signal, sending a working instruction of the driving motor controller, and correcting the torque of the motor to the first target torque;
the road surface abnormal differential control unit is used for calculating to obtain a first target rotating speed through PID control according to the difference value between the wheel speed of the wheel and the actual vehicle speed, sending a working instruction of the driving motor controller and correcting the rotating speed of the motor to the first target rotating speed;
and the instability differential control unit is used for calculating to obtain a second target torque through PID control according to the difference value between the actual yaw velocity and the ideal yaw velocity of the automobile, sending a working instruction of the driving motor controller and correcting the torque of the motor to the second target torque.
Preferably, the differential control module further comprises:
the mode selection unit is used for receiving the vehicle state and road surface state instruction sent by the state identification module;
the state identification module sends a normal vehicle state instruction and a normal road state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter a normal differential control unit working mode;
the state identification module sends a command that the vehicle state is normal and the road surface state is abnormal, and the mode selection unit receives the command and controls the electronic differential to enter a working mode of the road surface abnormal differential control unit;
the state identification module sends an abnormal vehicle state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter the working mode of the instability differential control unit.
Preferably, the state identification module identifies and judges that the difference value between the wheel speed of the wheel and the vehicle speed exceeds a set threshold value, and sends an abnormal road state instruction.
Preferably, the state identification module identifies and judges that the difference value between the actual yaw rate and the ideal yaw rate of the automobile exceeds a set threshold value, and sends an abnormal vehicle state command.
Preferably, the ideal yaw rate is calculated according to the following formula:
wherein: omega _ swa is an ideal yaw angular velocity, delta is a front wheel corner, and is obtained through calculation of a steering wheel corner signal and a steering transmission ratio; μ — vehicle speed; l is the wheel base; vch-a characteristic vehicle speed.
In a second aspect, the present invention further provides an electric vehicle, which includes any one of the above-mentioned electric vehicle distributed driving electronic differential control device.
(III) advantageous effects
The utility model provides an electric automobile distributing type drive electron differential controlling means and electric automobile. Compared with the prior art, the method has the following beneficial effects:
the utility model is provided with 3 control modes of a normal differential control unit, a road surface abnormal differential control unit or an instability differential control unit, and the differential control modes are adjusted based on different vehicle states and road surface states by identifying the vehicle states and the road surface states and then entering different control modes; when the vehicle deviates and the wheels slip, the road surface abnormal differential control unit adjusts the target rotating speed of the driving motor by respectively controlling the rotating speeds of the driving wheels at the two sides, namely PID control is carried out by the difference value of the wheel speed of the wheels and the actual vehicle speed, so as to achieve the differential control of the vehicle and smoothly pass through a bad road; and the instability differential control unit corrects the target torque of each driving motor through a vehicle stability control program when the vehicle is unstable, controls the yaw moment of the vehicle and further improves the running stability of the vehicle. The differential performance is ensured by controlling the wheel speed and the driving force no longer singly.
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 described below, it is obvious that the drawings in the following description are only 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 structural diagram of an embodiment of the present invention.
Fig. 2 is a control flow chart according to an embodiment of the present invention.
Detailed Description
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 are clearly and completely described, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
As described in the background art, the rotational speed of the wheels of the vehicle is influenced not only by the driving force and resistance applied to the wheels from the outside but also by the interaction force between the vehicle body and the wheels, and the movement of the vehicle is difficult to be expressed by a simple geometric movement relationship due to the deformation of the tires, the inconsistency of the adhesion conditions on the road surfaces on both sides, and the like during the movement of the vehicle.
Therefore, it is difficult to ensure the ideal differential performance of the wheels by using a single wheel speed control and driving force control in the specific implementation process, because the speed control is difficult to adapt to the differential caused by uneven road surface, difference of rolling radius of the wheels and nonlinear dynamics of the vehicle at high speed, and the torque control cannot be coordinated with the interaction force between the wheels and the vehicle body, because the latter is dynamically changed during the running of the vehicle. If the principle of the electronic differential control of the distributed driving electric automobile is unreasonable, the problems of tire wear, vehicle deviation and the like of the vehicle can be easily caused.
The embodiment of the application provides an electric automobile distributed drive electronic differential control device, and solves the technical problems that the existing differential performance is poor, and tire wear and vehicle deviation of a vehicle are easily caused. The differential performance is ensured by controlling the wheel speed and the driving force no longer singly.
In order to solve the technical problems, the general idea of the embodiment of the application is as follows:
the embodiment of the utility model provides a set up normal differential control unit, the unusual differential control unit in road surface, unstability differential control unit, 3 kinds of control mode, based on discerning vehicle state and road surface state, then get into different control mode, no longer single lean on wheel rotational speed control and drive power control, guarantee the differential performance.
In order to better understand the technical solution, the technical solution will be described in detail with reference to the drawings and the specific embodiments.
In a first aspect, as shown in fig. 1-2, an embodiment of the present invention provides a distributed driving electronic differential control device for an electric vehicle, where the control device includes an electronic differential, an accelerator pedal sensor, an IMU sensor, a wheel speed sensor, and a driving motor controller; the accelerator pedal sensor is used for acquiring an accelerator opening signal and outputting the accelerator opening signal to the electronic differential;
the IMU sensor is arranged at the position of the mass center of the electric automobile and is used for acquiring an automobile actual yaw velocity signal and outputting the automobile actual yaw velocity to the electronic differential; the specific IMU sensor can also be used for acquiring the actual yaw angular acceleration of the automobile;
the wheel speed sensor is used for acquiring a wheel speed signal of a wheel and outputting the wheel speed of the wheel to the electronic differential;
one end of the driving motor controller is connected with the electronic differential, and the other end of the driving motor controller is connected with the motor; the electronic differential sends a working instruction of the driving motor to the driving motor controller, and the driving motor controller feeds back real-time working parameters of the motor to the electronic differential; real-time parameters of the motor can comprise torque, rotating speed and the like;
the electronic differential comprises a state identification module and a differential control module, wherein the state identification module is used for identifying a vehicle state and a road surface state and sending a vehicle state and road surface state instruction;
the differential control module is used for receiving the vehicle state and road surface state instructions sent by the state identification module and selecting to enter a normal differential control unit, a road surface abnormal differential control unit or an unstable differential control unit based on the instructions;
the normal differential control unit is used for obtaining a first target torque according to the accelerator opening degree signal and the motor rotating speed signal, sending a working instruction of the driving motor controller, and correcting the torque of the motor to the first target torque;
the road surface abnormal differential control unit is used for calculating to obtain a first target rotating speed through PID control according to the difference value between the wheel speed of the wheel and the actual vehicle speed, sending a working instruction of the driving motor controller and correcting the rotating speed of the motor to the first target rotating speed;
and the instability differential control unit is used for calculating to obtain a second target torque through PID control according to the difference value between the actual yaw velocity and the ideal yaw velocity of the automobile, sending a working instruction of the driving motor controller and correcting the torque of the motor to the second target torque.
In the above embodiment, in a specific implementation process, the differential control module selects which differential control mode to enter based on the vehicle state and the road surface state;
the differential control mode comprises a normal differential control mode, a road surface abnormal differential control mode and an instability differential control mode; the system comprises a normal differential control unit, a road surface abnormal differential control unit, a destabilization differential control unit, a vehicle body control unit and a vehicle body control unit, wherein the normal differential control unit is used for executing a normal differential control mode, the road surface abnormal differential control unit is used for executing a road surface abnormal differential control mode, and the destabilization differential control unit is used for a destabilization differential control mode;
as shown in fig. 2, the normal differential control mode is to obtain a first target torque according to the accelerator opening signal and the motor speed signal, and the driving motor controller corrects the torque of the driving motor to the first target torque; in the specific implementation process, corresponding driving motor target torques under different accelerator opening signals and different motor rotating speeds are stored in corresponding MAP graphs, the first target torque of the driving motor required by a driver is obtained in a table look-up and interpolation calculation mode only according to the actual accelerator opening of the driver and the current motor rotating speed signal in the control process, and the MAP graphs need to be tested and calibrated according to the control requirements of different vehicles. Specifically, the process of obtaining the first target torque through the MAP is as follows: and obtaining a wheel edge demand MAP (MAP) based on the accelerator opening degree signal and the motor rotating speed signal, and further deducing a first target torque based on the wheel edge demand MAP.
The road surface abnormal differential control mode obtains a first target rotating speed through PID control calculation according to the difference value between the wheel speed of the wheel and the actual vehicle speed, and the driving motor controller corrects the rotating speed of the driving motor to the first target rotating speed; specifically, when the wheels slip, namely, when the road surface is in an abnormal state, the target rotating speed of each driving motor is adjusted to ensure that each driving wheel cannot slip, the wheel speed and the actual vehicle speed difference value of the wheels are calculated, the first target rotating speed of the corresponding driving wheel driving motor is obtained by calculation through PID control, the rotating speed of the driving vehicle can be directly controlled, and the dynamic property and the stability of the electric vehicle on the special road surface are improved.
And the instability differential control mode calculates to obtain a second target torque through PID control according to the difference value between the actual yaw velocity and the ideal yaw velocity of the automobile, and the driving motor controller corrects the torque of the driving motor to the second target torque. Specifically, the difference between the actual yaw rate and the ideal yaw rate is calculated, and the second target torque of the drive wheel driving motor is calculated by PID control. When the actual yaw rate is larger than the ideal yaw rate and exceeds a set value, namely the vehicle is subjected to excessive steering, reducing the target torque of the driving motor of the wheels on the outer side of the vehicle according to the second target torque obtained by calculation, and reducing the excessive steering trend of the vehicle; when the actual yaw rate is less than the ideal yaw rate and exceeds the set value, that is, the vehicle is understeered, it is necessary to reduce the target torque of the wheel-driving motor on the inner side of the vehicle and to reduce the tendency of the vehicle to understeer, in accordance with the calculation to obtain the second target torque. The torque of the driving motor on one side is reduced, a certain yaw moment is provided for the vehicle, and the running stability of the vehicle is further improved.
The embodiment of the utility model provides a set up 3 kinds of control modes of normal differential control unit, unusual differential control unit in road surface or unstability differential control unit, through discerning vehicle state and road surface state, then get into different control modes, specific differential control mode is adjusted based on different vehicle states and road surface states; when the vehicle deviates and the wheels slip, the road surface abnormal differential control unit adjusts the target rotating speed of the driving motor by respectively controlling the rotating speeds of the driving wheels at the two sides, namely PID control is carried out by the difference value of the wheel speed of the wheels and the actual vehicle speed, so as to achieve the differential control of the vehicle and smoothly pass through a bad road; and the instability differential control unit corrects the target torque of each driving motor through a vehicle stability control program when the vehicle is unstable, controls the yaw moment of the vehicle and further improves the running stability of the vehicle. The differential performance is ensured by controlling the wheel speed and the driving force no longer singly.
Specifically, the control device of the above embodiment further includes a steering wheel angle sensor for acquiring a steering signal of a steering wheel and outputting the steering signal to the electronic differential.
In one embodiment, the differential control module further comprises a mode selection unit, wherein the mode selection unit is used for receiving the vehicle state and road surface state instruction sent by the state identification module;
the state identification module sends a normal vehicle state instruction and a normal road state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter a normal differential control unit working mode;
the state identification module sends a command that the vehicle state is normal and the road surface state is abnormal, and the mode selection unit receives the command and controls the electronic differential to enter a working mode of the road surface abnormal differential control unit;
the state identification module sends an abnormal vehicle state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter the working mode of the instability differential control unit.
In one embodiment, the state identification module identifies and judges that the difference value between the wheel speed of the wheel and the vehicle speed exceeds a set threshold value, and sends an abnormal road state instruction.
In one embodiment, the state identification module identifies that the difference value between the actual yaw rate and the ideal yaw rate of the automobile exceeds a set threshold value and sends an abnormal vehicle state command.
In one embodiment, the ideal yaw rate is calculated according to the following formula:
wherein: omega _ swa is an ideal yaw angular velocity, delta is a front wheel corner, and is obtained through calculation of a steering wheel corner signal and a steering transmission ratio; μ — vehicle speed; l is the wheel base; vch-a characteristic vehicle speed. Wherein steering gear ratio and characteristic vehicle speed are both performance parameters known in the art.
In the embodiment, a plurality of sensors are further arranged and used for acquiring various parameter signals of the automobile in the form process so as to identify the vehicle state and the road surface state; collecting an accelerator opening signal, a steering wheel corner signal, an actual yaw velocity of the automobile, a motor rotating speed signal, a vehicle speed, a wheel speed signal of wheels and a yaw acceleration of the whole automobile;
whether the vehicle state is normal or not is identified through an accelerator opening signal, a steering wheel turning angle signal, an actual yaw velocity of the vehicle and a yaw acceleration signal of the whole vehicle;
whether the road surface state is normal or not is identified through the vehicle speed of the automobile and the wheel speed signal of the wheel.
The above embodiment provides only one specific example for determining whether the road surface state and the road surface state are normal, and in the process of the specific embodiment, the vehicle signal acquired by the signal acquisition module in the above embodiment may also be used for identification and determination.
In a second aspect, the present invention provides an electric vehicle, which includes the electric vehicle distributed driving electronic differential control apparatus of any one of the above embodiments.
In summary, compared with the prior art, the method has the following beneficial effects:
the embodiment of the utility model provides a set up 3 kinds of control modes of normal differential control unit, unusual differential control unit in road surface or unstability differential control unit, through discerning vehicle state and road surface state, then get into different control modes, specific differential control mode is adjusted based on different vehicle states and road surface states; when the vehicle deviates and the wheels slip, the road surface abnormal differential control unit adjusts the target rotating speed of the driving motor by respectively controlling the rotating speeds of the driving wheels at the two sides, namely PID control is carried out by the difference value of the wheel speed of the wheels and the actual vehicle speed, so as to achieve the differential control of the vehicle and smoothly pass through a bad road; and the instability differential control unit corrects the target torque of each driving motor through a vehicle stability control program when the vehicle is unstable, controls the yaw moment of the vehicle and further improves the running stability of the vehicle. The differential performance is ensured by controlling the wheel speed and the driving force no longer singly.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention in its corresponding aspects.
Claims (6)
1. An electric vehicle distributed drive electronic differential control apparatus, characterized in that the control apparatus comprises:
an electronic differential;
the accelerator pedal sensor is used for acquiring an accelerator opening signal and outputting the accelerator opening signal to the electronic differential;
an IMU sensor installed at a centroid position of the electric vehicle, the IMU sensor for acquiring a vehicle actual yaw rate signal and outputting the vehicle actual yaw rate signal to the electronic differential;
the wheel speed sensor is used for acquiring a wheel speed signal of a wheel and outputting the wheel speed of the wheel to the electronic differential;
one end of the driving motor controller is connected with the electronic differential, and the other end of the driving motor controller is connected with a motor; the electronic differential sends a working instruction of the driving motor to the driving motor controller, and the driving motor controller feeds back real-time working parameters of the motor to the electronic differential;
wherein the electronic differential includes:
the state identification module is used for identifying a vehicle state and a road surface state and sending a vehicle state and road surface state instruction;
the differential control module is used for receiving the vehicle state and road surface state instructions sent by the state identification module and selecting to enter a normal differential control unit, a road surface abnormal differential control unit or an unstable differential control unit based on the instructions;
the normal differential control unit is used for obtaining a first target torque according to the accelerator opening degree signal and the motor rotating speed signal, sending a working instruction of the driving motor controller, and correcting the torque of the motor to the first target torque;
the road surface abnormal differential control unit is used for calculating to obtain a first target rotating speed through PID control according to the difference value between the wheel speed of the wheel and the actual vehicle speed, sending a working instruction of the driving motor controller and correcting the rotating speed of the motor to the first target rotating speed;
and the instability differential control unit is used for calculating to obtain a second target torque through PID control according to the difference value between the actual yaw velocity and the ideal yaw velocity of the automobile, sending a working instruction of the driving motor controller and correcting the torque of the motor to the second target torque.
2. The electric vehicle distributed drive electronic differential control apparatus according to claim 1, wherein the differential control module further comprises:
the mode selection unit is used for receiving the vehicle state and road surface state instruction sent by the state identification module;
the state identification module sends a normal vehicle state instruction and a normal road state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter a normal differential control unit working mode;
the state identification module sends a command that the vehicle state is normal and the road surface state is abnormal, and the mode selection unit receives the command and controls the electronic differential to enter a working mode of the road surface abnormal differential control unit;
the state identification module sends an abnormal vehicle state instruction, and the mode selection unit receives the instruction and controls the electronic differential to enter the working mode of the instability differential control unit.
3. The distributed drive electronic differential control device for electric vehicles according to claim 1, wherein the state identification module identifies that the difference between the wheel speed of the wheel and the vehicle speed exceeds a set threshold value and sends an abnormal road state command.
4. The distributed-drive electronic differential control apparatus for electric vehicles according to claim 1, wherein the state recognition module recognizes and judges that the difference between the actual yaw rate and the desired yaw rate of the vehicle exceeds a set threshold, and sends a vehicle state abnormality command.
5. The distributed drive electronic differential control apparatus for electric vehicles according to claim 4, wherein the desired yaw rate is calculated according to the following equation:
wherein: omega _ swa is an ideal yaw angular velocity, delta is a front wheel corner, and is obtained through calculation of a steering wheel corner signal and a steering transmission ratio; μ — vehicle speed; l is the wheel base; vch-a characteristic vehicle speed.
6. An electric vehicle characterized by comprising the distributed drive electronic differential control apparatus of an electric vehicle according to any one of claims 1 to 5.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112549987A (en) * | 2020-12-01 | 2021-03-26 | 江苏大学 | Automobile inter-wheel differential steering method based on driving-braking composite control |
| CN112874316A (en) * | 2021-01-27 | 2021-06-01 | 奇瑞新能源汽车股份有限公司 | Stability control method and device for electric automobile and vehicle |
| WO2023221899A1 (en) * | 2022-05-20 | 2023-11-23 | 比亚迪股份有限公司 | Vehicle torque control method and apparatus, electronic device, and storage medium |
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2019
- 2019-07-04 CN CN201921037988.3U patent/CN210337596U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112549987A (en) * | 2020-12-01 | 2021-03-26 | 江苏大学 | Automobile inter-wheel differential steering method based on driving-braking composite control |
| CN112549987B (en) * | 2020-12-01 | 2022-06-21 | 江苏大学 | Automobile inter-wheel differential steering method based on driving-braking composite control |
| CN112874316A (en) * | 2021-01-27 | 2021-06-01 | 奇瑞新能源汽车股份有限公司 | Stability control method and device for electric automobile and vehicle |
| CN112874316B (en) * | 2021-01-27 | 2023-03-21 | 奇瑞新能源汽车股份有限公司 | Stability control method and device for electric automobile and vehicle |
| WO2023221899A1 (en) * | 2022-05-20 | 2023-11-23 | 比亚迪股份有限公司 | Vehicle torque control method and apparatus, electronic device, and storage medium |
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