WO2025035981A1 - 分布式驱动电动汽车的控制方法、控制器、系统及车辆 - Google Patents

分布式驱动电动汽车的控制方法、控制器、系统及车辆 Download PDF

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Publication number
WO2025035981A1
WO2025035981A1 PCT/CN2024/102453 CN2024102453W WO2025035981A1 WO 2025035981 A1 WO2025035981 A1 WO 2025035981A1 CN 2024102453 W CN2024102453 W CN 2024102453W WO 2025035981 A1 WO2025035981 A1 WO 2025035981A1
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Prior art keywords
torque
vehicle
wheel
basic
additional
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PCT/CN2024/102453
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English (en)
French (fr)
Inventor
王念
苟斌
闫涛卫
张泽阳
车顺
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Dongfeng Motor Group Co Ltd
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Dongfeng Motor Group Co Ltd
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel torque
    • 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

Definitions

  • the present application relates to the field of distributed drive vehicle control technology, and in particular to a control method, controller, system and vehicle for a distributed drive electric vehicle.
  • the layout structure of the electric vehicle drive system has gradually developed from a centralized drive system with a single power source to a distributed drive system with multiple power sources.
  • both the distributed drive system and the chassis integrated control system can realize longitudinal drive anti-skid and yaw stability control of the vehicle.
  • the existing technology is unable to coordinate the functional control of the distributed drive system and the chassis integrated control system, resulting in a waste of control resources and affecting the control effect of the entire vehicle.
  • the embodiments of the present invention provide a control method, controller, system and vehicle for a distributed drive electric vehicle, so as to solve or partially solve the technical problem that the prior art is unable to coordinate the functional control of the distributed drive system and the chassis integrated control system, resulting in a waste of control resources and also affecting the control effect of the entire vehicle.
  • a first aspect of the present invention provides a control method for a distributed drive electric vehicle, which is applied in a power chassis domain controller, and the method comprises:
  • the vehicle fault level determines the base torque of each wheel
  • the control strategy is determined according to the required torque of each wheel and the maximum output torque of each hub motor.
  • the basic torque of each wheel is determined according to the accelerator pedal opening and the vehicle fault level, including:
  • the average value of the front axle basic torque is determined as the basic torque of the left front wheel and the right front wheel
  • the average value of the rear axle basic torque is determined as the basic torque of the left rear wheel and the right rear wheel.
  • the determining of the additional anti-slip torque of the vehicle includes:
  • the actual slip rate of the wheel and the ideal slip rate of the wheel are determined as input values of the additional anti-slip torque PID algorithm, and a first output value is obtained accordingly; the first output value is the additional anti-slip torque.
  • the determining the additional yaw torque of the vehicle includes:
  • the angular velocity difference is used as an input value of the additional yaw torque PID control algorithm, and a second output value is obtained accordingly; the second output value is the additional yaw torque of the vehicle.
  • the adjusting of each basic torque based on the additional anti-slip torque and/or the additional yaw torque and outputting the required torque of each wheel includes:
  • the basic torque is adjusted according to the torque adjustment amount to obtain the required torque of the corresponding wheel;
  • the required torque of the wheel is a torque sum of a basic torque required by the wheel and the torque adjustment amount.
  • control strategy is determined according to the required torque of each wheel and the maximum output torque of each hub motor, including:
  • the control strategy is determined as: the hub motor provides the required torque of the wheel.
  • control strategy is determined according to the required torque of each wheel and the maximum output torque of each hub motor, including:
  • the control strategy is determined as: controlling the hub motor to output the maximum torque and compensating the target braking torque through the hydraulic circuit; the target braking torque is the difference between the required torque of the wheel and the maximum output torque of the hub motor.
  • a second aspect of the present invention provides a power chassis domain controller, the power chassis domain controller comprising:
  • a driving intention analysis module is configured to obtain an accelerator pedal opening of the vehicle
  • a torque distribution module configured to determine a basic torque of each wheel according to the accelerator pedal opening
  • a motor drive anti-skid control module configured to determine an additional anti-skid torque for the vehicle
  • a motor torque vectoring control module configured to determine an additional yaw torque of the vehicle
  • the drive arbitration module is configured to adjust each of the basic torques based on the additional anti-slip torque and/or the additional yaw torque, and output the required torque of each wheel; and determine the control strategy according to the required torque of each wheel and the maximum output torque of each hub motor.
  • a third aspect of the present invention provides a control system for a distributed drive electric vehicle, the system comprising:
  • the vehicle controller VCU is configured to obtain the vehicle fault level
  • the power chassis domain controller of the second aspect is configured to receive the fault level sent by the VCU, and determine the basic torque of each wheel based on the accelerator pedal opening of the vehicle and the vehicle fault level;
  • a fourth aspect of the present invention provides a vehicle, the vehicle comprising the control system of the distributed drive electric vehicle as described in the third aspect.
  • the present invention provides a control method, controller, system and vehicle for a distributed drive electric vehicle, the method comprising: obtaining the accelerator pedal opening and vehicle fault level of the vehicle, determining the basic torque of each wheel according to the accelerator pedal opening and the vehicle fault level; determining the additional anti-skid torque of the vehicle and/or the additional yaw torque of the vehicle; adjusting each of the basic torques based on the additional anti-skid torque and/or the additional yaw torque, and outputting the required torque of each wheel; determining the drive control strategy according to the required torque of each wheel and the maximum output torque of each wheel hub motor.
  • the chassis integrated control system provides compensation; thereby realizing the overall coordination of the function control of the distributed drive system and the chassis integrated control system, improving the utilization rate of the vehicle control resources, and ensuring the vehicle control effect.
  • FIG1 shows a schematic diagram of the overall structure of a control system for a distributed drive electric vehicle according to an embodiment of the present invention
  • FIG2 shows a schematic diagram of control logic of a distributed drive electric vehicle according to an embodiment of the present invention
  • FIG3 shows a schematic flow chart of a control method for a distributed drive electric vehicle according to an embodiment of the present invention
  • FIG. 4 shows a schematic diagram of the structure of a power chassis domain controller according to an embodiment of the present invention.
  • the distributed drive electric vehicle is driven by two or more motors to drive their own wheels respectively, and the motor drives the wheels to move by controlling the torque and speed. Since the distributed drive system cancels the torque transmission of the intermediate differential, it has outstanding advantages such as short drive transmission chain, high transmission efficiency, and compact structure.
  • Electric vehicles equipped with distributed drive have the characteristics of four-wheel independent control. Pure electric vehicles can use the characteristics of four-wheel independent drive control to achieve refined tire adhesion distribution and improve vehicle handling and driving stability. Distributed drive systems can also match the optimal efficiency range of the motor with the working conditions of the vehicle to improve driving efficiency and energy utilization.
  • both the distributed drive system and the chassis integrated control system can effectively control the vehicle state, which leads to overlapping functions of the distributed drive system and the chassis integrated control system.
  • an embodiment of the present invention provides a control system for a distributed drive electric vehicle, as shown in FIG1 , the system includes: a vehicle controller (VCU, Vehicle Control Unit), a power chassis domain controller (CDU, Conversion & Distribution Unit), an integrated electronic brake control system (IBC, Integrated brake control system), and four wheel hub motors; wherein, VCU, Vehicle Control Unit), a power chassis domain controller (CDU, Conversion & Distribution Unit), an integrated electronic brake control system (IBC, Integrated brake control system), and four wheel hub motors; wherein, VCU, Vehicle Control Unit), a power chassis domain controller (CDU, Conversion & Distribution Unit), an integrated electronic brake control system (IBC, Integrated brake control system), and four wheel hub motors; wherein,
  • a vehicle controller VCU is configured to determine a vehicle fault level
  • a power chassis domain controller CDU is configured to receive the fault level sent by the VCU, and determine the basic torque of each wheel based on the accelerator pedal opening of the vehicle and the vehicle fault level;
  • the basic torques are adjusted based on the additional anti-slip torque and/or the additional yaw torque, and the required torque of each wheel is output; and the control strategy is determined according to the required torque of each wheel and the maximum output torque of each hub motor.
  • the IBC is configured to control each hydraulic circuit to output a corresponding target braking torque based on a control strategy, and is configured to recover braking energy according to a brake pedal opening.
  • the power chassis domain controller CDU includes: a driving intention analysis module 21, a torque distribution module 22, a vehicle state determination module 23, a motor drive anti-skid control module (ETC, Electric Traction Control), a brake drive anti-skid control module (BTC, Brake Traction Control), a motor torque vector control module (TVC, Torque Vector Control), a brake stability control module (VDC, Vehicle Dynamics Control), a drive arbitration module 24 and a brake arbitration module 25.
  • ETC Electric Traction Control
  • BTC Brake Traction Control
  • TVC Torque Vector Control
  • VDC Vehicle Dynamics Control
  • drive arbitration module 24 and a brake arbitration module 25 the power chassis domain controller CDU includes: a driving intention analysis module 21, a torque distribution module 22, a vehicle state determination module 23, a motor drive anti-skid control module (ETC, Electric Traction Control), a brake drive anti-skid control module (BTC, Brake Traction Control), a motor torque vector control module (TVC, Torque Vector Control), a brake stability control module (VDC, Vehicle Dynamics Control
  • the overall control logic of the control system of distributed drive electric vehicles is as follows:
  • the CDU can drive directly according to the basic torque of the wheels without adjusting the basic torque of each wheel.
  • the torque is adjusted; wherein the base torque is a positive value at this time.
  • the base torque should be a negative value.
  • the basic torque needs to be adjusted according to the additional anti-slip torque and/or the additional yaw torque to obtain the required torque of each wheel.
  • the vehicle control strategy is then determined based on the required torque of each wheel and the maximum output torque of the hub motor.
  • the VCU will monitor the fault status of various vehicle components (such as IBC, power chassis domain controller and each wheel hub motor) in real time, and determine the vehicle fault level based on the fault status.
  • vehicle components such as IBC, power chassis domain controller and each wheel hub motor
  • the driving intention analysis module 21 analyzes the driving intention, obtains the corresponding accelerator pedal opening, and sends the accelerator pedal opening to the torque distribution module 22 .
  • the torque distribution module 22 distributes torque to each wheel according to the accelerator pedal opening and the vehicle fault level, determines the basic torque of each wheel, and sends the basic torque of each wheel to the driving arbitration module 24.
  • the vehicle state determination module 23 obtains the current driving parameters of the vehicle and determines the current vehicle state according to the current driving parameters, wherein the current driving parameters may include: steering wheel angle, vehicle speed, wheel speed and other information.
  • the vehicle state may include a slipping state and an unstable state, but the vehicle may only be in a slipping state, or only be in an unstable state, or both slipping and instability may exist at a given moment.
  • the ETC module will determine the additional anti-slip torque required by the vehicle and send the additional anti-slip torque to the drive arbitration module 24 .
  • the TVC module will determine the additional The additional yaw torque is added and sent to the drive arbitration module 24 .
  • the ETC module sends an additional anti-slip torque to the drive arbitration module 24 , and the TVC module also sends an additional yaw torque to the drive arbitration module 24 .
  • the drive arbitration module 24 After receiving the additional anti-slip torque and/or the additional yaw torque, the drive arbitration module 24 adjusts each basic torque based on the additional anti-slip torque and/or the additional yaw torque, and outputs the required torque of each wheel; then, drive arbitration is performed according to the required torque of each wheel and the maximum output torque of each hub motor to determine the corresponding control strategy.
  • the control strategy is: the hub motor provides the required torque of the wheel; then the drive arbitration module 24 will send the required torque of each wheel to the corresponding hub motor for execution.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the required torque of the left front wheel will be provided by the hub motor.
  • the hub motor is given priority to provide the maximum output torque, and the remaining insufficient torque is determined as the first residual braking torque, and the BTC module sends the first residual braking torque to the braking arbitration module 25.
  • the hub motor will be given priority to provide the maximum output torque, and the remaining insufficient torque will be determined as the second residual braking torque, and the VDC module will send the second residual braking torque to the braking arbitration module 25.
  • the BTC module will send the first residual braking torque to the brake arbitration module 25 , and the VDC module will also send the second residual braking torque to the brake arbitration module 25 .
  • the brake arbitration module 25 determines a final target brake torque according to the first residual brake torque and/or the second residual brake torque.
  • the target braking torque is the first residual braking torque. If the vehicle is currently in an unstable state, the target braking torque is the second residual braking torque. If the vehicle is currently in a slipping state and in an unstable state at the same time, the target braking torque is the torque sum of the first residual braking torque and the second residual braking torque.
  • the sum of the first residual braking torque and the second residual braking torque can also be understood as the difference between the required torque and the maximum output torque of the hub motor.
  • the corresponding control strategy is: control the wheel hub motor to output the maximum torque, and compensate the target braking torque through the braking hydraulic circuit.
  • the brake hydraulic circuit is controlled by the IBC, that is, after the brake arbitration module 25 determines the corresponding target braking torque, it will send a torque request to the IBC. After receiving the torque request, the IBC provides corresponding braking force to the wheels based on the target braking torque to suppress the vehicle from slipping and/or instability.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the CDU will send a torque request to the IBC, and the IBC will control the corresponding brake hydraulic pipeline to provide a target braking torque compensation of 10N.m.
  • this embodiment can coordinate and allocate the torque provided by the distributed drive system and the braking torque provided by the chassis integrated control system based on the vehicle status, solve the functional overlap problem of the distributed drive and chassis integrated control, realize the unified control of the distributed drive system and the chassis integrated control system, improve the utilization rate of control resources, and ensure the control effect of the whole vehicle.
  • the specific execution logic of the power chassis domain controller CDU can refer to the specific description in the subsequent embodiments on the power chassis domain controller side, so it will not be repeated here.
  • this embodiment further provides a control method for a distributed drive electric vehicle, which is applied in a power chassis domain controller CDU, as shown in FIG3 , and includes:
  • Step S310 obtaining the accelerator pedal opening and the vehicle fault level of the vehicle, and determining the basic torque of each wheel according to the accelerator pedal opening and the vehicle fault level.
  • the VCU monitors the fault status of various vehicle components (such as IBC, power chassis domain controller and each wheel hub motor) in real time, determines the vehicle fault level based on the fault status, and sends the vehicle fault level to the CDU.
  • vehicle components such as IBC, power chassis domain controller and each wheel hub motor
  • the vehicle fault level is 0; if there is a component inside the vehicle with a level 1 fault, and the fault levels of all components do not exceed level 1, the vehicle fault level is 1; if there is a component inside the vehicle with a level 2 fault, and the fault levels of all components do not exceed level 21, the vehicle fault level is 2; if there is a component inside the vehicle with a level 3 fault, the vehicle fault level is level 3.
  • the CDU can collect the vehicle's accelerator pedal opening in real time, and receive the vehicle fault level sent by the VCU, and determine the basic torque of each wheel based on the accelerator pedal opening and the vehicle fault level.
  • determining the base torque of each wheel according to the accelerator pedal opening and the vehicle fault level includes:
  • the average value of the front axle basic torque is determined as the basic torque of the left front wheel and the right front wheel
  • the average value of the rear axle basic torque is determined as the basic torque of the left rear wheel and the right rear wheel.
  • the first total basic torque expected by the vehicle is calculated based on the accelerator pedal opening and vehicle status information, wherein the vehicle status information includes: the maximum output current IA currently allowed by the system, the current speed of each wheel hub motor, and the current Ia corresponding to the peak torque of each wheel hub motor.
  • T outmax T tmax1 +T tmax2 +T tmax3 +T tmax4 ;
  • T tmax1 is the look-up maximum torque of the first wheel hub motor
  • T tmax2 is the look-up maximum torque of the second wheel hub motor
  • T tmax3 is the look-up maximum torque of the third wheel hub motor
  • T tmax4 is the look-up maximum torque of the fourth wheel hub motor.
  • T outmax ′ T outmax ; wherein T outmax ′ is the maximum output torque allowed by the system.
  • the fault level and the torque adjustment coefficient have a corresponding relationship.
  • the above vehicle fault levels include 4 levels (0 to 3), and the torque adjustment coefficient also includes 4 levels correspondingly, which are 100%, 100%, 10%, and 0%, respectively.
  • the system when the fault level is 0, the system operates normally and the first total basic torque does not need to be adjusted; when the fault level is 1, the system issues an alarm, but the first total basic torque continues to operate normally and does not need to be adjusted; when the fault level is 2, the first total basic torque is reduced to 0.1 times the normal torque; when the system fault level is 3, the system does not output torque and the torque is 0.
  • the total required torque obtained is:
  • the front and rear axle torque distribution ratio is determined based on the axle loads of the front and rear axles of the vehicle by adopting a torque distribution method proportional to the axle load, and then the front axle torque and rear axle torque are determined based on the front and rear axle torque distribution ratio.
  • the front and rear axle torque distribution ratio is also 4:6.
  • the average value of the front axle basic torque is determined as the basic torque of the left front wheel and the right front wheel
  • the average value of the rear axle basic torque is determined as the basic torque of the left rear wheel and the right rear wheel.
  • the front axle torque is 320N.m
  • the rear axle torque is 480N.m
  • the basic torque of the left front wheel and the right front wheel are 160N.m respectively
  • the basic torque of the left rear wheel and the right rear wheel are 240N.m.
  • Step S311 determining the additional anti-slip torque of the vehicle and/or the additional yaw torque of the vehicle.
  • the CDU can drive directly according to the basic torque of the wheel without adjusting the basic torque of each wheel. At this time, there is no need to suppress slipping and instability, so the basic torque is positive torque.
  • this embodiment also needs to determine the additional anti-slip torque of the vehicle and/or the additional yaw torque of the vehicle.
  • determining the additional anti-slip torque of the vehicle includes:
  • the actual slip rate of the wheel and the ideal slip rate of the wheel are determined as input values of the additional anti-slip torque PID algorithm, and a first output value is obtained accordingly; the first output value is the additional anti-slip torque.
  • the actual slip rate S x of each wheel can be determined according to formula (1):
  • x is the wheel number
  • r is the wheel rolling radius
  • ⁇ is the wheel speed
  • v is the current speed of the vehicle.
  • the additional anti-slip torque PID The input value of the algorithm is used to obtain the first output value, which is the additional anti-slip torque T.
  • the additional anti-slip torque PID algorithm is shown in formula (2):
  • Kp , Ki and Kd are pre-calibrated proportional coefficients, which are determined based on empirical values and the actual conditions of the vehicle and are not limited here.
  • e(t) is the input value, that is, e(t) is the actual slip rate of the wheel and the ideal slip rate of the wheel.
  • determining an additional yaw torque of the vehicle includes:
  • the angular velocity difference is used as the input value of the additional yaw torque PID control algorithm, and a second output value is obtained accordingly; the second output value is the additional yaw torque of the vehicle.
  • the ideal yaw velocity of the vehicle can be determined using a two-degree-of-freedom vehicle reference model, the actual yaw velocity of the vehicle can be determined using a gyroscope, and then the difference between the ideal yaw velocity and the actual yaw velocity can be determined to obtain the corresponding angular velocity difference.
  • the angular velocity difference is used as the input value of the additional yaw torque PID control algorithm, and the output value is the additional yaw torque ⁇ M z required to suppress vehicle instability.
  • the additional yaw torque of each wheel may be different, and the additional yaw torque of each wheel is determined as follows:
  • the additional yaw torque of the left front wheel is: - ⁇ F f *R FL ; the additional yaw torque of the right front wheel is: ⁇ F f *R FR ; the additional yaw torque of the left rear wheel is - ⁇ F r *R RL ; the additional yaw torque of the right rear wheel is ⁇ F r *R RR ; wherein, R FL is the left front wheel radius, R FR is the right front wheel radius, R RL is the left rear wheel radius, and R RR is the right rear wheel radius.
  • the additional yaw torque PID control algorithm may refer to the principle of the additional anti-slip torque PID algorithm, except that the additional yaw torque PID control algorithm and the additional anti-slip torque PID algorithm have different input values and proportional coefficients.
  • Step S312 adjusting each of the basic torques based on the additional anti-slip torque and/or the additional yaw torque, and outputting a required torque for each of the wheels;
  • each basic torque is adjusted based on the additional anti-slip torque and/or the additional yaw torque, and the required torque of each wheel is output.
  • each basic torque is adjusted based on the additional anti-slip torque and/or the additional yaw torque, and the required torque of each wheel is output, including:
  • the basic torque is adjusted according to the torque adjustment amount to obtain the required torque of the corresponding wheel;
  • the required torque of the wheel is the sum of the basic torque of the wheel and the torque adjustment amount.
  • the vehicle state may include a slipping state and an unstable state, but the vehicle may only be in a slipping state, or only be in an unstable state, or both a slipping state and an unstable state at a certain moment.
  • the left front wheel For example, if the vehicle is currently in a slipping and unstable state, take the left front wheel as an example:
  • Step S313 determining a control strategy according to the required torque of each wheel and the maximum output torque of each hub motor.
  • the required torque of each wheel and the maximum output torque of each wheel hub motor determine the driving control strategy, including:
  • the control strategy is determined as follows: the wheel hub motor provides the required torque of the wheel;
  • the control strategy is determined as: controlling the hub motor to output the maximum torque and compensating the target braking torque through the hydraulic circuit; the target braking torque is the difference between the required torque of the wheel and the maximum output torque of the hub motor.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the required torque of the left front wheel is provided by the hub motor.
  • the wheel hub motor is preferentially used to provide the maximum output torque, and the remaining insufficient torque is determined as the first remaining braking torque.
  • the wheel hub motor is preferentially used to provide the maximum output torque, and the remaining insufficient torque is determined as the second remaining braking torque.
  • the CDU will determine a final target braking torque according to the first residual braking torque and/or the second residual braking torque.
  • the target braking torque is the first residual braking torque. If the vehicle is currently in an unstable state, the target braking torque is the second residual braking torque. If the vehicle is currently in a slipping state and in an unstable state at the same time, the target braking torque is the sum of the first residual braking torque and the second residual braking torque; and the first residual braking torque and the second residual braking torque are The sum of the moments can also be understood as the difference between the required torque and the maximum output torque of the hub motor.
  • the corresponding control strategy is: control the wheel hub motor to output the maximum torque, and compensate the target braking torque through the braking hydraulic circuit.
  • the brake hydraulic circuit is controlled by the IBC, that is, after the CDU determines the corresponding target braking torque, it will send a torque request to the IBC. After receiving the torque request, the IBC provides corresponding braking force to the wheels based on the target braking torque to suppress vehicle slippage and/or instability.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the CDU will send a torque request to the IBC, and the IBC will control the corresponding brake hydraulic pipeline to provide a target braking torque compensation of 10N.m.
  • the maximum output torque provided by the distributed drive system and the braking torque provided by the chassis integrated control system can be uniformly coordinated and allocated based on the vehicle state, solving the problem of overlapping functions of the distributed drive and chassis integrated control, realizing the unified control of the distributed drive system and the chassis integrated control system, and improving the utilization rate of control resources.
  • the vehicle when the vehicle is in an unstable state, there is no need to suppress the instability by reducing the engine torque, thereby increasing the vehicle's extreme cornering speed and improving the vehicle's handling and driving stability.
  • this embodiment further provides a power domain chassis controller, as shown in FIG4 , the power domain chassis controller CDU includes:
  • the driving intention analysis module 21 is configured to obtain the accelerator pedal opening of the vehicle
  • the torque distribution module 22 is configured to determine the basic torque of each wheel according to the accelerator pedal opening;
  • a motor drive anti-skid control module ETC configured to determine an additional anti-skid torque of the vehicle
  • a motor torque vectoring control module TVC configured to determine an additional yaw torque of the vehicle
  • the drive arbitration module 24 is configured to adjust each of the basic torques based on the additional anti-slip torque and/or the additional yaw torque, and output the required torque of each wheel; and determine the control strategy according to the required torque of each wheel and the maximum output torque of each hub motor.
  • the power domain chassis controller CDU further includes: a vehicle state determination module 23 , a braking drive anti-skid control module BTC, a braking stability control module VDC and a braking arbitration module 25 .
  • the VCU will monitor the fault status of various vehicle components (such as IBC, power chassis domain controller and each wheel hub motor) in real time, and determine the vehicle fault level based on the fault status.
  • vehicle components such as IBC, power chassis domain controller and each wheel hub motor
  • the driving intention analysis module 21 analyzes the driving intention, obtains the corresponding accelerator pedal opening, and sends the accelerator pedal opening to the torque distribution module 22 .
  • the torque distribution module 22 distributes torque to each wheel according to the accelerator pedal opening and the vehicle fault level, determines the basic torque of each wheel, and sends the basic torque of each wheel to the driving arbitration module 24.
  • the vehicle state determination module 23 obtains the current driving parameters of the vehicle and determines the current vehicle state according to the current driving parameters, wherein the current driving parameters may include: steering wheel angle, vehicle speed, wheel speed and other information.
  • the vehicle state may include a slipping state and an unstable state, but the vehicle may only be in a slipping state, or only be in an unstable state, or both slipping and instability may exist at a given moment.
  • the ETC module will determine the additional anti-slip torque required by the wheels and send the additional anti-slip torque to the drive arbitration module 24 .
  • the TVC module will determine the additional yaw torque required by the wheels and send the additional yaw torque to the drive arbitration module 24 .
  • the ETC module sends an additional anti-slip torque to the drive arbitration module 24 , and the TVC module also sends an additional yaw torque to the drive arbitration module 24 .
  • the drive arbitration module 24 After receiving the additional anti-slip torque and/or the additional yaw torque, the drive arbitration module 24 adjusts each basic torque based on the additional anti-slip torque and/or the additional yaw torque, and outputs the required torque of each wheel; then, drive arbitration is performed according to the required torque of each wheel and the maximum output torque of each hub motor to determine the corresponding control strategy.
  • the control strategy is: the hub motor provides the required torque of the wheel; then the drive arbitration module 24 will send the required torque of each wheel to the corresponding hub motor for execution.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the required torque of the left front wheel is provided by the hub motor.
  • the hub motor is given priority to provide the maximum output torque, and the remaining insufficient torque is determined as the first residual braking torque, and the BTC module sends the first residual braking torque to the braking arbitration module 25.
  • the hub motor will be given priority to provide the maximum output torque, and the remaining insufficient torque will be determined as the second residual braking torque, and the VDC module will send the second residual braking torque to the braking arbitration module 25.
  • the BTC module will send the first residual braking torque to the brake arbitration module 25 , and the VDC module will also send the second residual braking torque to the brake arbitration module 25 .
  • the brake arbitration module 25 determines a final target brake torque according to the first residual brake torque and/or the second residual brake torque.
  • the target braking torque is the first residual braking torque.
  • the target braking torque is the second residual braking torque.
  • the target braking torque is the sum of the first residual braking torque and the second residual braking torque.
  • the sum of the first residual braking torque and the second residual braking torque can also be understood as the difference between the required torque and the maximum output torque of the hub motor.
  • the corresponding control strategy is: control the wheel hub motor to output the maximum torque, and compensate the target braking torque through the braking hydraulic circuit.
  • the brake hydraulic circuit is controlled by the IBC, that is, after the brake arbitration module 25 determines the corresponding target braking torque, it will send a torque request to the IBC. After receiving the torque request, the IBC provides corresponding braking force to the wheels based on the target braking torque to suppress the vehicle from slipping and/or instability.
  • the left front wheel requires 70N.m of braking torque to prevent the vehicle from skidding and becoming unstable.
  • the brake arbitration module 25 will send a torque request to the IBC, and the IBC will control the corresponding brake hydraulic pipeline to provide a target braking torque compensation of 10 N.m.
  • the power chassis domain controller introduced in the embodiment of the present invention is a controller used to implement the control method of the distributed drive electric vehicle in the embodiment of the present invention, based on the method introduced in the embodiment of the present invention, the person skilled in the art can understand the specific structure and deformation of the controller, so it is not repeated here. All controllers used in the method of the embodiment of the present invention belong to the scope of protection of the present invention.
  • the present invention also provides a vehicle, which includes the above-mentioned distributed drive electric vehicle control system and power chassis domain controller.
  • the control system and power chassis domain controller of the distributed drive electric vehicle can refer to the above-mentioned corresponding description, so they will not be repeated here.
  • control method, controller, system and vehicle of the distributed drive electric vehicle provided by the present invention can bring at least the following beneficial effects:
  • the present invention provides a control method, controller, system and vehicle for a distributed drive electric vehicle, the method comprising: obtaining the accelerator pedal opening and the vehicle fault level of the vehicle, determining the basic torque of each wheel according to the accelerator pedal opening and the vehicle fault level; determining the additional anti-skid torque of the vehicle; determining the additional yaw torque of the vehicle; adjusting each of the basic torques based on the additional anti-skid torque and the additional yaw torque, and outputting the required torque of each wheel; determining the drive control strategy according to the required torque of each wheel and the maximum output torque of each wheel hub motor.
  • the chassis integrated control system provides compensation; thereby realizing the overall coordination of the function control of the distributed drive system and the chassis integrated control system, improving the utilization rate of the vehicle control resources, and ensuring the vehicle control effect.
  • the present invention can cover the torque requirements of the entire vehicle in all scenarios (normal driving state, slipping state and unstable state) through driver intention analysis, torque distribution, unified drive anti-skid control and unified yaw control. It solves the problem of functional overlap between distributed drive and chassis integrated control, realizes the unified control of distributed drive system and chassis unified integrated control system, and optimizes the complexity of the algorithm; it not only expands the stability boundary of vehicles equipped with distributed drive, but also when the vehicle is unstable, there is no need to suppress instability by reducing the engine torque, thereby increasing the vehicle's extreme cornering speed and improving the vehicle's handling and driving stability.

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Abstract

本发明提供一种分布式驱动电动汽车的控制方法、控制器、系统及车辆，包括：根据油门踏板开度及车辆故障等级确定各车轮的基础扭矩；确定车辆的附加防滑扭矩和/或附加横摆扭矩；基于附加防滑扭矩和/或附加横摆扭矩对各基础扭矩进行调整，并输出各车轮的需求扭矩；根据车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定驱动控制策略。如此，当车辆同时集成有分布式驱动系统和传统底盘集成控制系统时，在确定出各轮的需求扭矩后，可基于各轮毂电机的最大输出扭矩确定对应的控制策略，若最大输出扭矩不足时，再由底盘集成控制系统提供补偿；从而实现对分布式驱动系统和底盘集成控制系统功能控制的统筹协调，提高控制资源利用率，确保整车控制效果。

Description

分布式驱动电动汽车的控制方法、控制器、系统及车辆 技术领域
本申请涉及分布式驱动整车控制技术领域，尤其涉及一种分布式驱动电动汽车的控制方法、控制器、系统及车辆。
背景技术
随着电动汽车技术研究的不断深入，电动汽车的驱动系统的布置结构逐渐由单一动力源的集中式驱动系统向多动力源的分布式驱动系统发展。
但是当车辆中同时集成有分布式驱动系统和传统的底盘集成控制系统时，会导致分布式驱动系统和底盘集成控制系统的功能出现重叠，比如分布式驱动系统和底盘集成控制系统均可实现对车辆的纵向驱动防滑和横摆稳定控制。
针对如何提高车辆操控性和行驶稳定性的目标，现有技术中无法对分布式驱动系统和底盘集成控制系统的功能控制进行统筹协调，导致控制资源浪费，同时也影响整车的控制效果。
发明内容
针对现有技术存在的问题，本发明实施例提供了一种分布式驱动电动汽车的控制方法、控制器、系统及车辆，以解决或者部分解决现有技术中无法对分布式驱动系统和底盘集成控制系统的功能控制进行统筹协调，导致控制资源浪费，同时也影响整车的控制效果的技术问题。
本发明的第一方面，提供一种分布式驱动电动汽车的控制方法，应用在动力底盘域控制器中，所述方法包括：
获取车辆的油门踏板开度及车辆故障等级，根据所述油门踏板开度及所述 车辆故障等级确定各车轮的基础扭矩；
确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；
基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；
根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
上述方案中，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩，包括：
根据所述油门踏板开度确定所述车辆的第一总基础扭矩；
基于所述故障等级对所述第一总基础扭矩进行调整，获得对应的总需求扭矩；
根据扭矩分配方式将所述总需求扭矩分配为前轴基础扭矩和后轴基础扭矩；
将所述前轴基础扭矩的均值确定为左前轮和右前轮的基础扭矩，将所述后轴基础扭矩的均值确定为左后轮和右后轮的基础扭矩。
上述方案中，所述确定所述车辆的附加防滑扭矩，包括：
针对任一车轮，确定所述车轮的实际滑转率；
基于附加防滑扭矩的PID算法，将所述车轮的实际滑移率及所述车轮的理想滑移率确定为附加防滑扭矩PID算法的输入值，相应获得第一输出值；所述第一输出值为所述附加防滑扭矩。
上述方案中，所述确定所述车辆的附加横摆扭矩，包括：
当确定所述车辆的方向盘转角不为0时，获取所述车辆的实际横摆角速度；
确定所述实际横摆角速度和理想横摆角速度之间的角速度差值；
基于附加横摆扭矩的PID控制算法，将所述角速度差值作为附加横摆扭矩PID控制算法的输入值，相应获得第二输出值；所述第二输出值为所述车辆的附加横摆扭矩。
上述方案中，所述基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩，包括：
针对任一车轮，根据所述附加防滑扭矩和/或所述附加横摆扭矩确定出扭矩调整量；
根据所述扭矩调整量对所述基础扭矩进行调整，获得对应车轮的需求扭矩；其中，
所述车轮的需求扭矩为所述车轮所需的基础扭矩与所述扭矩调整量的扭矩和值。
上述方案中，根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略，包括：
针对任一车轮，若轮毂电机的最大输出扭矩大于或等于对应车轮的需求扭矩时，确定所述控制策略为：由所述轮毂电机提供所述车轮的需求扭矩。
上述方案中，根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略，包括：
若轮毂电机的最大输出扭矩小于对应车轮的需求扭矩时，确定所述控制策略为：控制所述轮毂电机输出最大扭矩，并通过液压回路补偿目标制动扭矩；所述目标制动扭矩为所述车轮需求扭矩减去轮毂电机的最大输出扭矩的差值。
本发明的第二方面，提供一种动力底盘域控制器，所述动力底盘域控制器包括：
驾驶意图解析模块，被配置为获取车辆的油门踏板开度；
扭矩分配模块，被配置为根据所述油门踏板开度确定各车轮的基础扭矩；
电机驱动防滑控制模块，被配置为确定所述车辆的附加防滑扭矩；
电机扭矩矢量控制模块，被配置为确定所述车辆的附加横摆扭矩；
驱动仲裁模块，被配置为基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
本发明的第三方面，提供一种分布式驱动电动汽车的控制系统，所述系统包括：
整车控制器VCU，被配置为获取车辆故障等级；
第二方面所述的动力底盘域控制器，被配置为接收由所述VCU发送的故障等级，基于车辆的油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；
确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
本发明的第四方面，提供一种车辆，所述车辆包括第三方面所述的分布式驱动电动汽车的控制系统。
本发明提供了一种分布式驱动电动汽车的控制方法、控制器、系统及车辆，方法包括：获取车辆的油门踏板开度及车辆故障等级，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定驱动控制策略。如此，当车辆同时集成有分布式驱动系统和传统底盘集成控制系统时，在确定出各轮的需求扭矩后，可基于各轮毂电机的最大输出扭矩确定对应的控制策略，若最大输出扭矩不足时，再由底盘集成控制系统提供补偿；从而实现对分布式驱动系统和底盘集成控制系统功能控制的统筹协调，提高整车控制资源利用率，确保整车控制效果。
附图说明
通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并 不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：
图1示出了根据本发明一个实施例的分布式驱动电动汽车的控制系统整体结构示意图；
图2示出了根据本发明一个实施例的分布式驱动电动汽车的控制逻辑示意图；
图3示出了根据本发明一个实施例的分布式驱动电动汽车的控制方法流程示意图；
图4示出了根据本发明一个实施例的动力底盘域控制器结构示意图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
为了能够更好地理解本申请的技术方案，这里先介绍下分布式驱动系统，分布式驱动电动汽车由两个或多个电机分别驱动各自的车轮，电机通过控制转矩和转速来驱动车轮运动。由于分布式驱动系统取消了中间差速器的扭矩传递，因此具有驱动传动链短、传动效率高、结构紧凑等突出优点。
搭载有分布式驱动的电动汽车具有四轮独立可控的特点，纯电动汽车能够利用四轮独立驱动可控的特点，实现精细化的轮胎附着力分配，提高车辆的操控性和行驶稳定性。分布式驱动系统还可以将电机的最佳效率范围与车辆的工况进行匹配，提高驱动效率和能源利用率。
但是当分布式驱动电动汽车在路面上行驶接近失稳状态时，通过分布式驱动系统和底盘集成控制系统均可对车辆状态进行有效控制，这样就导致分布式驱动系统和底盘集成控制系统的功能重叠。
并且，传统的底盘集成控制系统一般是通过发动机降扭矩或者独立控制作用在车轮上的制动力来改善车辆的稳定性，这种控制方式需要以降低车速为代价，不仅降低了车辆的行驶能力，也会给驾驶员带来明显的介入感，对驾驶员产生驾驶干扰。
基于此，本发明实施例提供了一种分布式驱动电动汽车的控制系统，如图1所示，系统包括：整车控制器(VCU，Vehicle Control Unit)，动力底盘域控制器(CDU，Conversion&Distribution Unit)、集成式电子制动控制系统(IBC，Integrated brake control system)、四个轮毂电机；其中，
整车控制器VCU，被配置为确定车辆故障等级；
动力底盘域控制器CDU，被配置为接收由所述VCU发送的故障等级，基于车辆的油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；
确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；
基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
IBC，被配置为基于控制策略控制各液压回路输出对应的目标制动扭矩，以及被配置为根据制动踏板开度回收制动能量。
具体来讲，可参考图2，动力底盘域控制器CDU包括：驾驶意图解析模块21、扭矩分配模块22、车辆状态确定模块23、电机驱动防滑控制模块(ETC，Electric Traction Control)、制动驱动防滑控制模块(BTC，Brake Traction Control)、电机扭矩矢量控制模块(TVC，Torque Vector Control)、制动稳定性控制模块(VDC，Vehicle Dynamics Control)、驱动仲裁模块24和制动仲裁模块25。
分布式驱动电动汽车的控制系统的整体控制逻辑如下：
一般来说，若车辆一直处于较好的行驶状态，未出现打滑也未出现失稳现象，此时CDU可直接根据车轮的基础扭矩进行驱动，无需再对各车轮的基础 扭矩进行调整；其中，此时基础扭矩为正值。
若车辆在低附着系数(比如冰面)的路面上全油门启动或者由高附着系数的路面行驶至低附着系数的路面上时，此时需要提供一定的附加防滑扭矩，来提高车轮的附着力，避免车辆打滑。同样的，若车辆出现失稳，此时需要提供一定的附加横摆扭矩，来提高车辆的稳定性。在这种情况下，基础扭矩应为负值。
基于此，在确定出各车轮的基础扭矩后，需要根据附加防滑扭矩和/或附加横摆扭矩对基础扭矩进行调整，获得各车轮的需求扭矩。
再根据各车轮的需求扭矩及轮毂电机的最大输出扭矩来确定车辆控制策略。
具体地，首先，VCU会实时对车辆各部件(比如IBC、动力底盘域控制器及各轮毂电机)的故障状态进行监测，根据故障状态确定车辆故障等级。
然后，驾驶意图解析模块21对驾驶意图进行解析，获得对应的油门踏板开度，将油门踏板开度发送至扭矩分配模块22。
扭矩分配模块22根据油门踏板开度及车辆故障等级对各车轮进行扭矩分配，确定出各车轮的基础扭矩；并将各车轮的基础扭矩发送至驱动仲裁模块24。
然后车辆状态确定模块23获取车辆的当前行驶参数，根据当前行驶参数确定当前车辆状态。其中，当前行驶参数可以包括：方向盘转角、车速、车轮转速等信息。
车辆状态可包括打滑状态和失稳状态，但是车辆在某一时刻可能只存在打滑情况，也可能只存在失稳情况，或者同时存在打滑情况和失稳情况。
因此，若车辆状态确定模块23确定出车辆当前处于打滑状态时，ETC模块会确定出车辆所需要的附加防滑扭矩，并将附加防滑扭矩发送至驱动仲裁模块24。
若确定出车辆当前处于失稳状态时，TVC模块会确定出车辆所需要的附 加横摆扭矩，并将附加横摆扭矩发送至驱动仲裁模块24。
若车辆当前既处于打滑状态又处于失稳状态，ETC模块将附加防滑扭矩发送至驱动仲裁模块24，同时TVC模块也会将附加横摆扭矩发送至驱动仲裁模块24。
驱动仲裁模块24接收到附加防滑扭矩和/或附加横摆扭矩后，基于附加防滑扭矩和/或附加横摆扭矩对各基础扭矩进行调整，并输出各车轮的需求扭矩；然后根据各车轮的需求扭矩以及各轮毂电机的最大输出扭矩进行驱动仲裁，确定出相应的控制策略。
比如若轮毂电机的最大输出扭矩大于或等于对应车轮的需求扭矩，那么控制策略则为：由轮毂电机提供车轮的需求扭矩；那么驱动仲裁模块24则会将各车轮的需求扭矩发送至对应的轮毂电机去执行。
举例来说，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为-80N.m，那么则由轮毂电机提供左前轮的需求扭矩。
但是，当轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于打滑状态时，优先由轮毂电机提供最大输出扭矩，将剩余不足的扭矩确定为第一剩余制动扭矩，由BTC模块将第一剩余制动扭矩发送至制动仲裁模块25。
若轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于失稳状态时，优先由轮毂电机提供最大输出扭矩，将剩余不足的扭矩确定为第二剩余制动扭矩，由VDC模块将第二剩余制动扭矩发送至制动仲裁模块25。
若车辆当前既处于打滑状态又处于失稳状态，BTC模块会将第一剩余制动扭矩发送至制动仲裁模块25，同时VDC模块也会将第二剩余制动扭矩发送至制动仲裁模块25。
制动仲裁模块25，会根据第一剩余制动扭矩和/或第二剩余制动扭矩确定出最终的目标制动扭矩。
可以理解的是，若车辆当前处于打滑状态时，目标制动扭矩为第一剩余制动扭矩。若车辆当前处于失稳状态时，目标制动扭矩为第二剩余制动扭矩。若车辆当前处于打滑状态且同时处于失稳状态时，目标制动扭矩为第一剩余制动扭矩和第二剩余制动扭矩的扭矩和值。而第一剩余制动扭矩和第二剩余制动扭矩的和值也可以理解为需求扭矩减去轮毂电机的最大输出扭矩的差值。
那么对应的控制策略为：控制所述轮毂电机输出最大扭矩，并通过制动液压回路补偿目标制动扭矩。
而制动液压回路是由IBC控制的，也即制动仲裁模块25确定出对应的目标制动扭矩后，会向IBC发送扭矩请求，IBC接收到扭矩请求后，基于目标制动扭矩为车轮提供相应的制动力，以抑制车辆的打滑和/或失稳。
继续承接上述举例，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为-60N.m，目标制动扭矩为-10N.m，那么CDU则会向IBC发送扭矩请求，IBC会控制对应的制动液压管路提供10N.m的目标制动扭矩补偿。
这样，本实施例可基于车辆状态对分布式驱动系统提供的扭矩以及底盘集成控制系统提供的制动扭矩进行统一统筹和分配，解决了分布式驱动和底盘集成控制的功能重叠问题，实现了分布式驱动系统、底盘集成控制系统的统一控制，提高了控制资源利用率，确保整车控制效果。
这里，动力底盘域控制器CDU具体执行逻辑可参考后续关于动力底盘域控制器侧实施例中的具体描述，故在此不再赘述。
基于与前述实施例同样的发明构思，本实施例还提供一种分布式驱动电动汽车的控制方法，应用在动力底盘域控制器CDU中，如图3所示，方法包括：
步骤S310，获取车辆的油门踏板开度及车辆故障等级，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩。
如上文所述，VCU会实时对车辆各部件(比如IBC、动力底盘域控制器及各轮毂电机)的故障状态进行监测，根据故障状态确定车辆故障等级，并将车辆故障等级发送至CDU。
比如，若车辆内部所有部件均无故障，则车辆故障等级为0；若车辆内部有部件为1级故障，且所有部件的故障等级均不超过1级，则车辆故障等级为1；若车辆内部有部件为2级故障，且所有部件的故障等级均不超过21级，则车辆故障等级为2；若车辆内部有部件为3级故障，则车辆故障等级为3级。
CDU可以实时采集车辆油门踏板开度，并接收VCU发送的车辆故障等级，根据油门踏板开度及车辆故障等级确定各车轮的基础扭矩。
在一种实施方式中，根据油门踏板开度及车辆故障等级确定各车轮的基础扭矩，包括：
根据油门踏板开度确定车辆的第一总基础扭矩；
基于故障等级对第一总基础扭矩进行调整，获得对应的总需求扭矩；
根据扭矩分配方式将总需求扭矩分配为前轴基础扭矩和后轴基础扭矩；
将前轴基础扭矩的均值确定为左前轮和右前轮的基础扭矩，将后轴基础扭矩的均值确定为左后轮和右后轮的基础扭矩。
具体来讲，先根据油门踏板开度及车辆状态信息计算出车辆期望的第一总基础扭矩。其中，车辆状态信息包括：系统当前允许的最大输出电流IA，各轮毂电机的当前转速以及各轮毂电机峰值扭矩对应的电流Ia。
首先，针对各轮毂电机，根据当前转速，查询电机转速-力矩外特性表，得到对应的查表最大扭矩Ttmaxi(i＝1,2,3,4)，i为轮毂电机的编号。进而可确定出系统的查表输出总扭矩Toutmax为：
Toutmax＝Ttmax1+Ttmax2+Ttmax3+Ttmax4；其中，
Ttmax1为第1个轮毂电机的查表最大扭矩，Ttmax2为第2个轮毂电机的查表最大扭矩，Ttmax3为第3个轮毂电机的查表最大扭矩，Ttmax4为第4个轮毂电机的查表最大扭矩。
然后判断是否大于1，若确定大于等于1，则确定：
Toutmax′＝Toutmax；其中，Toutmax′为系统允许的最大输出扭矩。
若确定小于1，则确定
可根据公式Toutmax″＝min(Toutmax,Toutmax′)确定出最终的扭矩Toutmax″；
最后根据公式Tout＝Toutmax″*Accpedal确定第一总基础扭矩；其中，Accpedal为油门踏板开度。
但是若车辆出现故障，需要根据对应的故障等级调整第一总基础扭矩。在实际应用中，故障等级和扭矩调整系数具有对应关系。
上述车辆故障等级共包括4级(0～3级)，扭矩调整系数也对应包括4级，分别为100％、100％、10％、和0％。
比如，故障等级为0时，系统正常运行，第一总基础扭矩无需调整；故障等级为1时，系统发出报警，但第一总基础扭矩仍正常运行，无需调整；故障等级为2时，第一总基础扭矩降为正常扭矩的0.1倍；系统故障等级为3时，系统不输出扭矩，扭矩为0。
举例来说，假设第一总基础扭矩为1000N.m，故障等级为2级，对应的扭矩调整系数为10％，那么对第一总基础扭矩调整后，获得的总需求扭矩为：
1000*10％＝100N.m。
总需求扭矩确定出之后，基于整车的前后轴的轴荷，采用正比于轴荷的扭矩分配方式确定前后轴扭矩分配比例，然后基于前后轴扭矩分配比例确定前轴扭矩和后轴扭矩。
举例来说，比如整车前后轴荷比为4:6，那么前后轴扭矩分配比例也为4:6。
再将前轴基础扭矩的均值确定为左前轮和右前轮的基础扭矩，将后轴基础扭矩的均值确定为左后轮和右后轮的基础扭矩。
举例来说，假设总需求扭矩为800N.m，前后轴扭矩分配比例为4：6，那么前轴扭矩为320N.m，后轴扭矩为480N.m，左前轮和右前轮的基础扭矩分别为160N.m，左后轮和右后轮的基础扭矩为240N.m。
步骤S311，确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩。
如上文所述，若车辆一直处于较好的行驶状态，未出现打滑也未出现失稳现象，此时CDU可直接根据车轮的基础扭矩进行驱动，无需对各车轮的基础扭矩进行调整。此时无需抑制打滑和失稳，因此基础扭矩为正扭矩。
但是若车辆一直行驶在低附着系数(比如冰面)的路面上或者由高附着系数的路面行驶至低附着系数的路面上时，此时需要提供一定的附加防滑扭矩，来提高车轮的附着力，避免车辆打滑。
同样的，若车辆出现失稳，此时需要提供一定的附加横摆扭矩，来提高车辆的稳定性。
因此本实施例还需要确定车辆的附加防滑扭矩和/或车辆的附加横摆扭矩。
在一种实施方式中，确定车辆的附加防滑扭矩，包括：
针对任一车轮，确定车轮的实际滑转率；
基于附加防滑扭矩的PID算法，将车轮的实际滑移率及车轮的理想滑移率确定为附加防滑扭矩PID算法的输入值，相应获得第一输出值；第一输出值为附加防滑扭矩。
具体地，可根据公式(1)确定各车轮的实际滑转率Sx：
在公式(1)中，x为车轮序号，r为车轮滚动半径，ω为车轮转速，v车辆的当前车速。
然后，将车轮的实际滑移率及车轮的理想滑移率确定为附加防滑扭矩PID 算法的输入值，相应获得第一输出值，第一输出值为附加防滑扭矩T。其中，附加防滑扭矩PID算法如公式(2)所示：
在公式(2)中，Kp、Ki和Kd为预先标定好的比例系数，而基于经验值及车辆的实际情况确定，在此不做限制。e(t)输入值，即e(t)为车轮的实际滑移率及车轮的理想滑移率。
在一种实施方式中，确定车辆的附加横摆扭矩，包括：
当确定车辆的方向盘转角不为0时，获取车辆的实际横摆角速度；
确定实际横摆角速度和理想横摆角速度之间的角速度差值；
基于附加横摆扭矩的PID控制算法，将角速度差值作为附加横摆扭矩PID控制算法的输入值，相应获得第二输出值；第二输出值为所述车辆的附加横摆扭矩。
具体来说，当方向盘转角不为0时，可利用二自由度车辆参考模型确定车辆的理想横摆角速度，利用陀螺仪确定车辆的实际横摆角速度，然后确定理想横摆角速度减去实际横摆角速度的差值，获得对应的角速度差值。
以角速度差值为附加横摆扭矩PID控制算法的输入值，输出值为抑制车辆失稳所需要的附加横摆扭矩ΔMz。需要说明的是，每个轮子的附加横摆扭矩可能是不同的，每个轮子的附加横摆扭矩的确定方式如下：
由于附加横摆扭矩是在保持纵向扭矩不变的情况下，通过左右侧差扭调节来实现的，假设左前轮和右前轮直径为d1，左后轮和右后轮的直径为d2，那么可得：
前轮扭矩调整量ΔFf：
后轮扭矩调整量ΔFr：
那么各个车轮的附加横摆扭矩如下：
左前轮的附加横摆扭矩为：-ΔFf*RFL；右前轮的附加横摆扭矩为：ΔFf*RFR；左后轮的附加横摆扭矩为-ΔFr*RRL；右后轮的附加横摆扭矩为ΔFr*RRR；其中，RFL为左前轮半径，RFR为右前轮半径，RRL为左后轮半径，RRR为右后轮半径。
其中，附加横摆扭矩PID控制算法可参考上述附加防滑扭矩PID算法的原理，不同的是，附加横摆扭矩PID控制算法与附加防滑扭矩PID算法的输入值不同，比例系数也是不同的。
步骤S312，基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；
各个车轮的附加防滑扭矩和附加横摆扭矩确定出之后，基于附加防滑扭矩和/或附加横摆扭矩对各基础扭矩进行调整，并输出各车轮的需求扭矩。
在一种实施方式中，基于附加防滑扭矩和/或附加横摆扭矩对各基础扭矩进行调整，并输出各车轮的需求扭矩，包括：
针对任一车轮，根据附加防滑扭矩和/或附加横摆扭矩确定出扭矩调整量；
根据扭矩调整量对基础扭矩进行调整，获得对应车轮的需求扭矩；其中，
车轮的需求扭矩为车轮的基础扭矩与扭矩调整量的扭矩和值。
如上文所述，车辆状态可包括打滑状态和失稳状态，但是车辆在某一时刻可能只存在打滑情况，也可能只存在失稳情况，或者同时存在打滑情况和失稳情况。
举例来说，若车辆当前处于打滑状态且处于失稳状态时，以左前轮为例：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么扭矩调整量为-(50N.m+50N.m)＝-100N.m。
左前轮的需求扭矩为：30-100＝-70N.m。
按照同样的方法，可确定出所有车轮的需求扭矩。
步骤S313，根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
由于轮毂电机的最大输出扭矩是有限的，因此需要根据各车轮的需求扭矩 以及各轮毂电机的最大输出扭矩确定控制策略。
在一种实施方式中，各车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定驱动控制策略，包括：
针对任一车轮，若轮毂电机的最大输出扭矩大于或等于对应车轮的需求扭矩时，确定所述控制策略为：由轮毂电机提供车轮的需求扭矩；
若轮毂电机的最大输出扭矩小于对应车轮的需求扭矩时，确定控制策略为：控制所述轮毂电机输出最大扭矩，并通过液压回路补偿目标制动扭矩；目标制动扭矩为车轮需求扭矩减去轮毂电机的最大输出扭矩的差值。
举例来说，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为80N.m，那么则由轮毂电机提供左前轮的需求扭矩。
若当轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于打滑状态时，优先由轮毂电机提供最大输出扭矩，并将剩余不足的扭矩确定为第一剩余制动扭矩。
若轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于失稳状态时，优先由轮毂电机提供最大输出扭矩，并将剩余不足的扭矩确定为第二剩余制动扭矩。
若车辆当前既处于打滑状态又处于失稳状态，CDU会根据第一剩余制动扭矩和/或第二剩余制动扭矩确定出最终的目标制动扭矩。
可以理解的是，若车辆当前处于打滑状态时，目标制动扭矩为第一剩余制动扭矩。若车辆当前处于失稳状态时，目标制动扭矩为第二剩余制动扭矩。若车辆当前处于打滑状态且同时处于失稳状态时，目标制动扭矩为第一剩余制动扭矩和第二剩余制动扭矩的扭矩和值；而第一剩余制动扭矩和第二剩余制动扭 矩的和值也可以理解为需求扭矩减去轮毂电机的最大输出扭矩的差值。
那么对应的控制策略为：控制所述轮毂电机输出最大扭矩，并通过制动液压回路补偿目标制动扭矩。
而制动液压回路是由IBC控制的，也即CDU确定出对应的目标制动扭矩后，会向IBC发送扭矩请求，IBC接收到扭矩请求后，基于目标制动扭矩为车轮提供相应的制动力，以抑制车辆的打滑和/或失稳。
继续承接上述举例，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为-60N.m，目标制动扭矩为-10N.m，那么CDU则会向IBC发送扭矩请求，IBC会控制对应的制动液压管路提供10N.m的目标制动扭矩补偿。
这样在本实施例可基于车辆状态对分布式驱动系统提供的最大输出扭矩以及底盘集成控制系统提供的制动扭矩进行统一统筹和分配，解决了分布式驱动和底盘集成控制的功能重叠问题，实现了分布式驱动系统、底盘集成控制系统的统一控制，提高了控制资源利用率。并且在车辆处于失稳状态时，也无需通过降低发动机扭矩的方式来抑制失稳，进而提高了车辆的极限过弯车速，提升了车辆的操控性和行驶稳定性。
基于与前述实施例同样的发明构思，本实施例还提供一种动力域底盘控制器，如图4所示，动力域底盘控制器CDU包括：
驾驶意图解析模块21，被配置为获取车辆的油门踏板开度；
扭矩分配模块22，被配置为根据所述油门踏板开度确定各车轮的基础扭矩；
电机驱动防滑控制模块ETC，被配置为确定所述车辆的附加防滑扭矩；
电机扭矩矢量控制模块TVC，被配置为确定所述车辆的附加横摆扭矩；
驱动仲裁模块24，被配置为基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
继续参考图4，动力域底盘控制器CDU还包括：车辆状态确定模块23、制动驱动防滑控制模块BTC、制动稳定性控制模块VDC及制动仲裁模块25。
具体地，首先，VCU会实时对车辆各部件(比如IBC、动力底盘域控制器及各轮毂电机)的故障状态进行监测，根据故障状态确定车辆故障等级。
然后，驾驶意图解析模块21对驾驶意图进行解析，获得对应的油门踏板开度，将油门踏板开度发送至扭矩分配模块22。
扭矩分配模块22根据油门踏板开度及车辆故障等级对各车轮进行扭矩分配，确定出各车轮的基础扭矩；并将各车轮的基础扭矩发送至驱动仲裁模块24。
然后车辆状态确定模块23获取车辆的当前行驶参数，根据当前行驶参数确定当前车辆状态。其中，当前行驶参数可以包括：方向盘转角、车速、车轮转速等信息。
车辆状态可包括打滑状态和失稳状态，但是车辆在某一时刻可能只存在打滑情况，也可能只存在失稳情况，或者同时存在打滑情况和失稳情况。
因此，若车辆状态确定模块23确定出车辆当前处于打滑状态时，ETC模块会确定出车轮所需要的附加防滑扭矩，并将附加防滑扭矩发送至驱动仲裁模块24。
若确定出车辆当前处于失稳状态时，TVC模块会确定出车轮所需要的附加横摆扭矩，并将附加横摆扭矩发送至驱动仲裁模块24。
若车辆当前既处于打滑状态又处于失稳状态，ETC模块将附加防滑扭矩发送至驱动仲裁模块24，同时TVC模块也会将附加横摆扭矩发送至驱动仲裁模块24。
驱动仲裁模块24接收到附加防滑扭矩和/或附加横摆扭矩后，基于附加防滑扭矩和/或附加横摆扭矩对各基础扭矩进行调整，并输出各车轮的需求扭矩；然后根据各车轮的需求扭矩以及各轮毂电机的最大输出扭矩进行驱动仲裁，确定出相应的控制策略。
比如若轮毂电机的最大输出扭矩大于或等于对应车轮的需求扭矩，那么控制策略则为：由轮毂电机提供车轮的需求扭矩；那么驱动仲裁模块24则会将各车轮的需求扭矩发送至对应的轮毂电机去执行。
举例来说，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为80N.m，那么则由轮毂电机提供左前轮的需求扭矩。
但是，当轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于打滑状态时，优先由轮毂电机提供最大输出扭矩，将剩余不足的扭矩确定为第一剩余制动扭矩，由BTC模块将第一剩余制动扭矩发送至制动仲裁模块25。
若轮毂电机的最大输出扭矩小于对应的需求扭矩，且车辆当前处于失稳状态时，优先由轮毂电机提供最大输出扭矩，将剩余不足的扭矩确定为第二剩余制动扭矩，由VDC模块将第二剩余制动扭矩发送至制动仲裁模块25。
若车辆当前既处于打滑状态又处于失稳状态，BTC模块会将第一剩余制动扭矩发送至制动仲裁模块25，同时VDC模块也会将第二剩余制动扭矩发送至制动仲裁模块25。
制动仲裁模块25，会根据第一剩余制动扭矩和/或第二剩余制动扭矩确定出最终的目标制动扭矩。
可以理解的是，若车辆当前处于打滑状态时，目标制动扭矩为第一剩余制动扭矩。
若车辆当前处于失稳状态时，目标制动扭矩为第二剩余制动扭矩。
若车辆当前处于打滑状态且同时处于失稳状态时，目标制动扭矩为第一剩余制动扭矩和第二剩余制动扭矩的扭矩和值。在此状态下，第一剩余制动扭矩和第二剩余制动扭矩的和值也可以理解为需求扭矩减去轮毂电机的最大输出扭矩的差值。
那么对应的控制策略为：控制所述轮毂电机输出最大扭矩，并通过制动液压回路补偿目标制动扭矩。
而制动液压回路是由IBC控制的，也即制动仲裁模块25确定出对应的目标制动扭矩后，会向IBC发送扭矩请求，IBC接收到扭矩请求后，基于目标制动扭矩为车轮提供相应的制动力，以抑制车辆的打滑和/或失稳。
继续承接上述举例，假设车辆同时处于打滑和失稳状态，以左前轮为例说明：
假设左前轮的基础扭矩是30N.m，附加防滑扭矩为-50N.m，附加横摆扭矩是-50N.m，那么左前轮的需求扭矩为：30-50-50＝-70N.m。
也即，左前轮需要70N.m的制动扭矩，来抑制车辆的打滑和失稳。
若左前轮的轮毂电机的最大输出扭矩为-60N.m，目标制动扭矩为-10N.m，那么制动仲裁模块25则会向IBC发送扭矩请求，IBC会控制对应的制动液压管路提供10N.m的目标制动扭矩补偿。
由于本发明实施例所介绍的动力底盘域控制器，为实施本发明实施例的分布式驱动电动汽车的控制方法所采用的控制器，故而基于本发明实施例所介绍的方法，本领域所属人员能够了解该控制器的具体结构及变形，故而在此不再赘述。凡是本发明实施例的方法所采用的控制器都属于本发明所欲保护的范围。
基于与前述实施例同样的发明构思，本发明还提供一种车辆，该车辆包括上述提及的分布式驱动电动汽车的控制系统及动力底盘域控制器，分布式驱动电动汽车的控制系统及动力底盘域控制器可参考上述对应描述，故在此不再赘述。
本发明提供的分布式驱动电动汽车的控制方法、控制器、系统及车辆能够带来的有益效果至少是：
本发明提供了一种分布式驱动电动汽车的控制方法、控制器、系统及车辆，方法包括：获取车辆的油门踏板开度及车辆故障等级，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；确定所述车辆的附加防滑扭矩；确定所述车辆的附加横摆扭矩；基于所述附加防滑扭矩、所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定驱动控制策略。如此，当车辆同时集成有分布式驱动系统和传统底盘集成控制系统时，在确定出各轮的需求扭矩后，可基于各轮毂电机的最大输出扭矩确定对应的控制策略，若最大输出扭矩不足时，再由底盘集成控制系统提供补偿；从而实现对分布式驱动系统和底盘集成控制系统功能控制的统筹协调，提高整车控制资源利用率，确保整车控制效果。
可以看出，本发明通过对驾驶员意图解析、扭矩分配、统一驱动防滑控制、统一横摆控制，可以覆盖整车全场景(正常行驶状态、打滑状态及失稳状态)的扭矩需求。解决了分布式驱动和底盘集成控制的功能重叠问题，实现了分布式驱动系统、底盘统一集成控制系统的统一控制，优化了算法的复杂程度；不仅扩展了搭载分布式驱动汽车的稳定性边界，而且在车辆失稳状态时，无需通过降低发动机扭矩的方式来抑制失稳，进而提高了车辆的极限过弯车速，提升了车辆的操控性和行驶稳定性。
以上所述，仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种分布式驱动电动汽车的控制方法，其特征在于，应用在动力底盘域控制器中，所述方法包括：
    获取车辆的油门踏板开度及车辆故障等级，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；
    确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；
    基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；
    根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
  2. 如权利要求1所述的方法，其特征在于，根据所述油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩，包括：
    根据所述油门踏板开度确定所述车辆的第一总基础扭矩；
    基于所述故障等级对所述第一总基础扭矩进行调整，获得对应的总需求扭矩；
    根据扭矩分配方式将所述总需求扭矩分配为前轴基础扭矩和后轴基础扭矩；
    将所述前轴基础扭矩的均值确定为左前轮和右前轮的基础扭矩，将所述后轴基础扭矩的均值确定为左后轮和右后轮的基础扭矩。
  3. 如权利要求1所述的方法，其特征在于，所述确定所述车辆的附加防滑扭矩，包括：
    针对任一车轮，确定所述车轮的实际滑转率；
    基于附加防滑扭矩的PID算法，将所述车轮的实际滑移率及所述车轮的理想滑移率确定为附加防滑扭矩PID算法的输入值，相应获得第一输出值；所述第一输出值为所述附加防滑扭矩。
  4. 如权利要求1所述的方法，其特征在于，所述确定所述车辆的附加横 摆扭矩，包括：
    当确定所述车辆的方向盘转角不为0时，获取所述车辆的实际横摆角速度；
    确定所述实际横摆角速度和理想横摆角速度之间的角速度差值；
    基于附加横摆扭矩的PID控制算法，将所述角速度差值作为附加横摆扭矩PID控制算法的输入值，相应获得第二输出值；所述第二输出值为所述车辆的附加横摆扭矩。
  5. 如权利要求1所述的方法，其特征在于，所述基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩，包括：
    针对任一车轮，根据所述附加防滑扭矩和/或所述附加横摆扭矩确定出扭矩调整量；
    根据所述扭矩调整量对所述基础扭矩进行调整，获得对应车轮的需求扭矩；其中，
    所述车轮的需求扭矩为所述车轮所需的基础扭矩与所述扭矩调整量的扭矩和值。
  6. 如权利要求1所述的方法，其特征在于，根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略，包括：
    针对任一车轮，若轮毂电机的最大输出扭矩大于或等于对应车轮的需求扭矩时，确定所述控制策略为：由所述轮毂电机提供所述车轮的需求扭矩。
  7. 如权利要求1所述的方法，其特征在于，根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略，包括：
    若轮毂电机的最大输出扭矩小于对应车轮的需求扭矩时，确定所述控制策略为：控制所述轮毂电机输出最大扭矩，并通过液压回路补偿目标制动扭矩；所述目标制动扭矩为所述车轮需求扭矩减去轮毂电机的最大输出扭矩的差值。
  8. 一种动力底盘域控制器，其特征在于，所述动力底盘域控制器包括：
    驾驶意图解析模块，被配置为获取车辆的油门踏板开度；
    扭矩分配模块，被配置为根据所述油门踏板开度确定各车轮的基础扭矩；
    电机驱动防滑控制模块，被配置为确定所述车辆的附加防滑扭矩；
    电机扭矩矢量控制模块，被配置为确定所述车辆的附加横摆扭矩；
    驱动仲裁模块，被配置为基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
  9. 一种分布式驱动电动汽车的控制系统，其特征在于，所述系统包括：
    整车控制器VCU，被配置为获取车辆故障等级；
    如权利要求8所述的动力底盘域控制器，被配置为接收由所述VCU发送的故障等级，基于车辆的油门踏板开度及所述车辆故障等级确定各车轮的基础扭矩；
    确定所述车辆的附加防滑扭矩和/或所述车辆的附加横摆扭矩；基于所述附加防滑扭矩和/或所述附加横摆扭矩对各所述基础扭矩进行调整，并输出各所述车轮的需求扭矩；根据各所述车轮的需求扭矩以及各轮毂电机的最大输出扭矩确定控制策略。
  10. 一种车辆，其特征在于，所述车辆包括如权利要求9所述的分布式驱动电动汽车的控制系统。
PCT/CN2024/102453 2023-08-14 2024-06-28 分布式驱动电动汽车的控制方法、控制器、系统及车辆 Pending WO2025035981A1 (zh)

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