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汽车半主动悬架控制系统的分析与研究,汽车,主动,悬架,控制系统,分析,研究
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毕 业 设 计（论 文）任 务 书 设计（论文）题目：汽车半主动悬架控制系统的分析与研究 学生姓名：任务书填写要求1毕业设计（论文）任务书由指导教师根据各课题的具体情况填写，经学生所在专业的负责人审查、系（院）领导签字后生效。此任务书应在毕业设计（论文）开始前一周内填好并发给学生。2任务书内容必须用黑墨水笔工整书写，不得涂改或潦草书写；或者按教务处统一设计的电子文档标准格式（可从教务处网页上下载）打印，要求正文小4号宋体，1.5倍行距，禁止打印在其它纸上剪贴。3任务书内填写的内容，必须和学生毕业设计（论文）完成的情况相一致，若有变更，应当经过所在专业及系（院）主管领导审批后方可重新填写。4任务书内有关“学院”、“专业”等名称的填写，应写中文全称，不能写数字代码。学生的“学号”要写全号，不能只写最后2位或1位数字。 5任务书内“主要参考文献”的填写，应按照金陵科技学院本科毕业设计（论文）撰写规范的要求书写。 6有关年月日等日期的填写，应当按照国标GB/T 740894数据元和交换格式、信息交换、日期和时间表示法规定的要求，一律用阿拉伯数字书写。如“2002年4月2日”或“2002-04-02”。毕 业 设 计（论 文）任 务 书1本毕业设计（论文）课题应达到的目的： 通过本次毕业论文要求学生能够利用控制理论对汽车半主动悬架进行分析与研究，其目的在于培养学生综合分析和解决相关问题的独立工作能力,拓宽和深化学生的知识；培养学生正确使用技术资料,国家设计手册；正确进行数据处理,编写技术文件等方面的工作能力；使学生养成良好的工作态度,工作作风。同时掌握进行调查研究、面向实际、面向生产,面向工人和工程技术人员学习的工作方法。 2本毕业设计（论文）课题任务的内容和要求（包括原始数据、技术要求、工作要求等）： 介绍课题的研究背景、发展历史现状，对汽车半主动悬架进行动力学模型的建立，对比目前的控制方法，提出控制方案，并建立控制器，进行半主动悬架系统的控制仿真。论文要求研究内容正确，完整，工作量足够。毕业论文文笔流畅，叙述清晰，达到工科院校本科毕业的要求。具备的基本条件：应具备计算机一台，相关文献从校园期刊网获得。 毕 业 设 计（论 文）任 务 书3对本毕业设计（论文）课题成果的要求包括图表、实物等硬件要求：按期完成一篇符合金陵科技学院论文规范的毕业设计（毕业论文）1.5万字以上（并附相关的分析数据，图表），能详细说明研究思路；能有结构完整，合理可靠的技术方案；能有相应的设计说明，图纸和技术参数说明，并将验证结果在文中列出。 4主要参考文献： 1 党宝英. 车辆半主动悬架系统的模糊PID控制及仿真J. 无锡商业职业技术学院学报. 2015(06) 2 杨文光. 汽车半主动悬架系统的高精度模糊控制J. 华北科技学院学报. 2011(01) 3 刘飞,陈大宇. 车辆半主动悬架系统设计与试验研究J. 上海汽车. 2009(06) 4 成洁. 车辆半主动悬架系统及其控制技术J. 城市车辆. 2008(07) 5 李海波,何天明. 汽车半主动悬架系统的研究现状及趋势J. 北京汽车. 2007(03) 6 姚嘉伶,蔡伟义,陈宁. 汽车半主动悬架系统发展状况J. 汽车工程. 2006(03) 7 朱德军,任祖平,陈建松. 自适应模糊控制半主动悬架系统的研究J. 机械制造与自动化. 2004(01) 8 王梅. 汽车半主动悬架系统研究的技术现状J. 辽宁省交通高等专科学校学报. 2004(04)9 申永军,赵永香,田佳雨,杨绍普. 一类含时滞的半主动悬架系统的动力学分析J. 力学学报. 2013(05) 10 段敏,王庚封,付雅军,蒋东升. 基于AMESim/Simulink的磁流变半主动悬架系统性能仿真J. 辽宁工业大学学报(自然科学版). 2012(02)11 郝莉红,王志腾,陈洪. 基于MatlabSimulink对半主动悬架的Fuzzy-PID控制仿真研究J. 河北工业科技. 2013(01) 12 王威,薛彦冰,宋玉玲,杜晓晨. 基于GA优化控制规则的汽车主动悬架模糊PID控制J. 振动与冲击. 2012(22) 13 段虎明,石峰,谢飞,张开斌. 路面不平度研究综述J. 振动与冲击. 2009(09) 14 张大千,张天侠,郭生,訾学博. 车辆半主动悬架的模糊控制与仿真J. 机械设计. 2008(09) 15 贝绍轶,陈龙. 基于遗传算法的汽车半主动悬架模糊控制器设计J. 农业机械学报. 2006(09) 16 潘国建,刘献栋. 汽车悬架参数优化的最优控制方法J. 农业机械学报. 2005(11) 毕 业 设 计（论 文）任 务 书5本毕业设计（论文）课题工作进度计划：2015.12.05-2016.01.15确定选题，填写审题表；指导教师下发任务书，学生查阅课题相关参考文献、资料，撰写开题报告。2016.01.16-2016.02.25提交开题报告、外文参考资料及译文、毕业设计（论文）大纲；开始毕业设计(论文)。2016.02.26-2016.04.15具体设计或研究方案实施，提交毕业设计（论文）草稿，填写中期检查表。2016.04.16-2016.05.05完成论文或设计说明书、图纸等材料，提交毕业设计（论文）定稿，指导老师审核。2016.05.06-2016.05.13提交毕业设计纸质文档，学生准备答辩；评阅教师评阅学生毕业设计（论文）。2016.05.13-2016.05.26根据学院统一安排，进行毕业设计（论文）答辩。所在专业审查意见： 通过 负责人： 2016 年 1 月 22 日毕 业 设 计（论 文）开 题 报 告 设计（论文）题目：汽车半主动悬架控制系统的分析与研究 学生姓名： 开题报告填写要求 1开题报告（含“文献综述”）作为毕业设计（论文）答辩委员会对学生答辩资格审查的依据材料之一。此报告应在指导教师指导下，由学生在毕业设计（论文）工作前期内完成，经指导教师签署意见及所在专业审查后生效；2开题报告内容必须用黑墨水笔工整书写或按教务处统一设计的电子文档标准格式打印，禁止打印在其它纸上后剪贴，完成后应及时交给指导教师签署意见；3“文献综述”应按论文的框架成文，并直接书写（或打印）在本开题报告第一栏目内，学生写文献综述的参考文献应不少于15篇（不包括辞典、手册）；4有关年月日等日期的填写，应当按照国标GB/T 740894数据元和交换格式、信息交换、日期和时间表示法规定的要求，一律用阿拉伯数字书写。如“2004年4月26日”或“2004-04-26”。5、开题报告（文献综述）字体请按宋体、小四号书写，行间距1.5倍。 毕 业 设 计（论文） 开 题 报 告 1结合毕业设计（论文）课题情况，根据所查阅的文献资料，每人撰写不少于1000字左右的文献综述： 选题的目的和意义： 车悬架是汽车的车架与车桥或车轮之间的一切传力连接装置的总称，悬架的主要作用是传递作用在车轮和车身之间的一切力和力矩，比如支撑力、制动力和驱动力等，并且缓和由不平路面传给车身的冲击载荷、衰减由此引起的振动、保证乘员的舒适性、减小货物和车辆本身的动载荷。典型的汽车悬挂结构由弹性元件、减震器以及导向机构等组成，这三部分分别起缓冲，减振和力的传递作用。绝大多数悬挂多具有螺旋弹簧和减振器结构，但不同类型的悬挂的导向机构差异却很大，这也是悬挂性能差异的核心构件。根据结构不同可分为非独立悬架和独立悬架两种。 传统汽车的被动悬架已经不能满足现在高档汽车的需求，本课题是对目前比较流行的半主动悬架进行分析与控制设计，设计良好的半主动悬架控制器可以使半主动主动悬架有效降低车身振动加速度，减小轮胎动变形和轮胎动载荷，明显改善汽车的行驶平顺性和操纵稳定性，使悬架能更好地发挥其作用，与传统的系统相比，能满足更为苛刻的性能要求。因此无论对车辆本身还是对驾驶员都有重要意义。 本次毕业设计题目的应用意义在于通过实际操作进行对悬架系统研究，初步掌握利用计算机辅助设计悬架的方法。对汽车悬架系统的发展概况及其各种控制理论方法在车辆空气悬架控制中的应用进行调研，借鉴已有的车辆半主动悬架数学模型和动力学方程，在此基础上设计控制器，要求控制器工作稳定并能对半主动悬架刚度进行自动调节以适应不同路况以及不同车速，再与被动悬架做对比，从而得出对汽车操纵稳定性和舒适性的影响。国内外研究现状： 国外对于半主动悬架系统的研究开始的比较早，其中具有重要影响的有Thompson,Langlois等人，他们主要是对半主动悬架系统的控制策略以及台架试验进行研究。美国加州大学的D.A.Crosby和D.C.Karnopp等人，于1973年首次提出了半主动悬架的概念，L.Palkovics等人应用Sky-hook Control(天棚控制)、the Optimal Control(最优控制)、he Variable Structure Robust Control(多变量结构鲁棒控制)对半主动悬架进行控制，并分析了系统的鲁棒性，对三种不同控制策略的优缺点进行了比较。Lane.R.Miller和Douglas.E.Ivers等建立了二自由度1/4汽车悬架模型，他们将簧载质量加速度、悬架动挠度和车轮动载荷作为评价半主动悬架系统的性能指标，并对其进行了模拟实验，通过对试验结果以及仿真结果的比较验证了所建立的二自由度1 /4悬架模型的可靠性和可行性。 国内对于半主动悬架系统的研究开始于80年代中期，研究的重点主要集中在四方面:控制策略的研究;半主动悬架与底盘子系统的集成研究;台架试验及实车试验的研究;悬架参数非线性和不确定性研究。党宝英等设计了一种输出反馈模糊滑模控制器，对多种激励信号下电流变阻尼器半主动悬架系统的响应进行仿真分析; 李海波,何天明等在研究汽车半主动悬架系统时引入了神经网络自适应PID控制，并将控制结果与被动悬架进行了比较分析; 王梅等利用遗传算法的多项式函数对汽车半主动悬架系统进行仿真分析，仿真结果表明遗传算法可以很好的改善车辆的平顺性;洪家娣等利用神经网络自适应模糊控制方法通过调整阻尼值来改变阻尼力实现了对半主动悬架系统的控制，以改善悬架系统的振动特性; 贝绍轶等利用频域加权控制对磁流变半主动悬架系统进行控制，并将仿真结果与线性二次最优控制进行比较，研究结果表明，当反馈控制变量选择合理时，频域加权最优控制的控制效果明显优于线性二次型最优控制。 参考文献： 1 党宝英. 车辆半主动悬架系统的模糊PID控制及仿真J. 无锡商业职业技术学院学报. 2015(06) 2 杨文光. 汽车半主动悬架系统的高精度模糊控制J. 华北科技学院学报. 2011(01) 3 刘飞,陈大宇. 车辆半主动悬架系统设计与试验研究J. 上海汽车. 2009(06) 4 成洁. 车辆半主动悬架系统及其控制技术J. 城市车辆. 2008(07) 5 李海波,何天明. 汽车半主动悬架系统的研究现状及趋势J. 北京汽车. 2007(03) 6 姚嘉伶,蔡伟义,陈宁. 汽车半主动悬架系统发展状况J. 汽车工程. 2006(03) 7 朱德军,任祖平,陈建松. 自适应模糊控制半主动悬架系统的研究J. 机械制造与自动化. 2004(01) 8 王梅. 汽车半主动悬架系统研究的技术现状J. 辽宁省交通高等专科学校学报. 2004(04) 9 申永军,赵永香,田佳雨,杨绍普. 一类含时滞的半主动悬架系统的动力学分析J. 力学学报. 2013(05) 10 段敏,王庚封,付雅军,蒋东升. 基于AMESim/Simulink的磁流变半主动悬架系统性能仿真J. 辽宁工业大学学报(自然科学版). 2012(02) 11 郝莉红,王志腾,陈洪. 基于MatlabSimulink对半主动悬架的Fuzzy-PID控制仿真研究J. 河北工业科技. 2013(01) 12 王威,薛彦冰,宋玉玲,杜晓晨. 基于GA优化控制规则的汽车主动悬架模糊PID控制J. 振动与冲击. 2012(22) 13 段虎明,石峰,谢飞,张开斌. 路面不平度研究综述J. 振动与冲击. 2009(09) 14 张大千,张天侠,郭生,訾学博. 车辆半主动悬架的模糊控制与仿真J. 机械设计. 2008(09) 15 贝绍轶,陈龙. 基于遗传算法的汽车半主动悬架模糊控制器设计J. 农业机械学报. 2006(09) 16 潘国建,刘献栋. 汽车悬架参数优化的最优控制方法J. 农业机械学报. 2005(11) 毕 业 设 计（论文） 开 题 报 告 2本课题要研究或解决的问题和拟采用的研究手段（途径）： 本课题要研究或解决的问题 本文介绍半主动悬架的发展历史和现状以；介绍半主动悬架的结构；对汽车悬架系统的发展概况及其各种控制理论方法在车辆空气悬架控制中的应用进行调研，借鉴已有的车辆半主动悬架数学模型和动力学方程，在此基础上设计控制器，要求控制器工作稳定并能对半主动悬架刚度进行自动调节以适应不同路况以及不同车速，再与被动悬架做对比，从而得出对汽车操纵稳定性和舒适性的影响。 采用的研究手段（1）做好理论基础方面的准备，如matlab软件。 （2）查阅大量有关书籍和论文，学习关于课题领域的研究方法。 （3）制定出项目预定目标和研究步骤并实施。 （4）加强与指导老师和专业人员的交流，探讨解决遇到的疑难问题。 毕 业 设 计（论文） 开 题 报 告 指导教师意见：1对“文献综述”的评语：文献综述基本符合毕业论文课题研究的方向，与所学专业联系比较紧密。在查阅相关资料后进行了总结，基本符合文献综述的特点与要求。 2对本课题的深度、广度及工作量的意见和对设计（论文）结果的预测：本课题深度广度适中，工作量符合毕业论文要求；经过认真充分的准备工作，应当能够如期完成毕业论文工作。 3.是否同意开题： 同意 不同意 指导教师： 2016 年 03 月 07 日所在专业审查意见：同意 负责人： 2016 年 04 月 07 日毕 业 设 计（论 文）外 文 参 考 资 料 及 译 文译文题目： Parameters optimum matching of pure electric vehicle dual-mode coupling drive system纯电动汽车的双模式耦合驱动系统的参数优化匹配学生姓名：专业：所在学院：指导教师：职称： 年 3 月 3 日Parameters optimum matching of pure electric vehicle dual-mode coupling drive system1 IntroductionAccording to the sources of wheels driving torque, the drive modes of pure electric vehicles can be divided into the centralized drive and the distributed drive. The technology of the centralized drive is relatively mature, but the driving force is approximately averagely distributed to the left and right half shafts by the differential; the driving torque of individual wheels in most vehicles cannot be adjusted independently. It is difficult to carry out vehicle kinematics and dynamics control without installing other sensors and control mechanisms . The technology of the distributed drive is emerging in recent years. Because most of the mechanical parts between the wheels and the motors are replaced, the distributed drive system has the advantages of compact structure and high transmission efficiency . Also, the precise torque responses of the motors can enhance the existing vehicle control systems, for example, antilock brake system (ABS), traction control system (TCS), electronic stability control (ESC), and other advanced vehicle motion/stability control systems. Based on the above advantages, the distributed drive becomes an important development direction of electric drive technology.The distributed drive system has many advantages compared with the centralized drive system in the structure and control, but there are some serious deficiencies. Because multi-speed transmissions are difficult to match in the existing distributed drive systems, the vehicle dynamics is completely determined by the drive motors. On the one hand, it is difficult to balance the multiple needs of climbing, acceleration, and high speed. On the other hand, during the sudden acceleration of the vehicle or while climbing a steep slope, the phenomena of motor overheating and self-protection are likely to occur, which will threaten the traffic safety. Also, because the torque automatic balancing distribution mechanism, such as a differential, is removed between the coaxial drive wheels of a distributed driving electric vehicle, the obtained driving torque of each wheel is entirely determined by the corresponding drive system. To ensure the vehicle running in accordance with an expected trajectory, the output torque of each drive system must be dynamically controlled in accordance with a complex control strategy. To ensure that the vehicle is traveling straight, the rotation speed and the total driving torque of the motors on both sides of the vehicle must be approximately equal. So, in most of the vehicle traveling conditions, the motors are working in the same low-efficiency region, which will affect the actual driving efficiency of the distributed drive electric vehicle. Also, as a large-scale system with multi-components, some parts are not mature enough and failure may occur in various forms. Together with the change in the operating environment, many types of failure phenomenon may occur in the distributed drive systems. Once all of the drive systems at left or right side of the distributed drive electric vehicle are failure in strong driving process, the vehicle will be transient instability with the function of additional yaw moment produced by the single side driving. At that time, the driving torque of the normal working drive systems must be quickly reduced and sometimes a braking force compensation control also needs to be carried out to keep the vehicle restore stable running. Due to the fact that the distributed drive electric vehicle lacks torque self-balancing mechanism between the coaxial drive wheels, any unstructured control measures will be unable to make the vehicle come back to high-speed stable running. Therefore, to ensure the vehicle reliability, the centralized drive systems are widely used rather than the distributed drive systems.From the above analysis, we can find that the distributed drive system still have some structural defects, which cannot be solved by itself. Although the mechanical structure is simplified, its actual drive efficiency is not necessarily much higher than that of a centralized drive system equipped with a multi-speed transmission. Besides, one or two sets of drive system failures will cause abnormal driving of the distributed drive electric vehicle, which makes the vehicle reliability and safety greatly reduce and seriously hampers the development of such kind of vehicles. In a word, for a distributed drive electric vehicle, the effective solutions to resolve the problems of improving the driving efficiency and keeping high-speed stable running during all of the unilateral drive systems failure need to be proposed urgently.To fundamentally solve all of the above problems, we intend to develop a two motors dual-mode coupling drive system, which not only has the capacity of two-speed gear shifting, but also can automatically switch between the distributed drive and the centralized drive by means of mode change control. With the above functions, the problem of abnormal running caused by the fault of unilateral distributed drive systems is expected to be resolved by replacing the drive mode with the centralized drive; the performance requirements to drive motors and the control strength also can be reduced. Although the initial principle structure and the control logic has been proposed several years ago, the torque transmission characteristics analyses and simulation verification also have been done, further studies on the configuration design of the mode switching mechanism and the selection of the technical parameters, which are the prerequisite to carry out in-depth theoretical studies and prototype trial are lacking.Based on the preliminary research, the specific configuration of the dual-mode coupling drive system and its mode switching mechanism has been developed in this paper at first. Then, to verify the actual performance of the drive system, by selecting specific target vehicles and driving conditions and based on the principle of efficiency optimization, the parameters optimum matching of the drive system has been performed, the torque distribution strategy of the drive motors and the optimization selection methods of the drive modes between the centralized drive and the distributed drive have been discussed. At last, the economic simulation comparison of a pure electric vehicle installation with a dual-mode coupling drive system, a single-motor centralized drive system, or a dual-motor distributed drive system has been completed, which proves the superiority of the dual-mode coupling drive system. It laid the foundation for the application of the new type of drive system.2 System configuration designTwo motors are arranged opposite each other. The driving torque is transmitted to the wheels, which passed through a transmission and two axles. The mode switching mechanism driven by two miniature motors is mounted on the transmission. This unique drive system can effectively resolve the problem of space layout and reduce the difficulty of version change. The motors and the transmission are fixed in the vehicle body to avoid the deficiencies of in-wheel motor drive .The first-class driving gears are fixed in the shell of the transmission by several bearings and joined to the motors shafts based on two shift sleeves. A symmetric planetary gear differential is taken as the core institution of the change mode device. The second-class driving gears are, respectively, connected to the differential half shafts by splines. The transmission ratio of the central reducer is bigger than that of the reducers on both sides. Two shift forks are used to drive the shift sleeve to implement mode switching. The worm deceleration system of gear select device is driven by the select motor, which drives the shift shaft to move up and down to select the target drive modes. The worm gear deceleration system of the shift device is driven by the shift motor. The shift fork is toggled by the finger fixed on the reduction gear shaft to slide left or right to carry out mode switching. When the vehicle needs to run at high-speed or on slippery roads, both of the motors need to be connected to the neighboring side reducers. At that time, because the constraints of the middle reducer have been canceled, the passing torque on both sides of the transmission is not affected by the movement of the differential; the driving torque on both wheels is entirely determined by the output torque of the driving motors. So, the drive mode of the vehicle will become the distributed drive, and it facilitates application of the dynamics stability control. When one of the motors fails, the drive mode of the coaxial on the opposite side of the drive system might be automatically changed into the centralized drive , which will avoid the drawbacks of the distributed drive system that may exhibit abnormal driving caused by one of the motors accidental faults. Also, when the vehicle is running in the situation of low speed and small load, make one of the motors get connected to the middle reducer, and the drive mode will become the single-motor centralized drive. When the load is increased and the vehicle needs high acceleration or climbing ability, make both of the motors get connected to the middlereducer, and the drive mode will become the two-motor joint centralized drive. Similar to a hybrid vehicle, the main motor provides most of the driving force, the vice motor might be adaptively adjusted to respond to the rest of the demand torque according to the driver intention and the driving conditions.Because different drive modes can be selected according to different conditions and the torque output of the motors can be under dynamic control, the vehicle economy and stability can be improved. With a two-speed transmission equivalently equipped, the demands of motor dynamic properties can be effectively reduced and the vehicles dynamic performance can be significantly increased. So, the dual-mode coupling drive system is more flexible and reliable than any other drive system.3 ConclusionA dual-mode coupling drive system for electric vehicle has been developed, which not only has the capacity of two-speed gear shifting, but also can automatic switch between the distributed drive and the centralized drive by means of modes change control. So, the performance requirements to drive motors can be reduced, and the problem of abnormal running caused by the fault of unilateral distributed drive systems also can be resolved by replacing the distributed drive with the centralized drive.According to the vehicle dynamic requirements, the technical parameters of the drive system include the motors, the transmission and the battery pack have been selected under the principle of dynamic optimization. Compared with the distributed drive or the centralized drive, the dual-mode coupling drive can substantially increase the maximum speed, the ability of climbing and acceleration of the vehicle. Under the principle of economy optimization in the city driving cycle, the parameters optimum matching has been carried out based on genetic algorithm, and the economy comparison of a pure electric vehicle with different drive modes in the simulation conditions has been completed. By optimization, the driving range of the two- motor dual-mode coupling drive electric vehicle in case of normal use is improved by 7.15%. Compared with a centralized drive electric vehicle equipped with an equal power motor and two-speed transmission, the driving range of the dual-mode coupling drive electric vehicle is increased by 9.79%. Compared with a distributed drive electric vehicle equipped with two equal-power motors and fixed ratio reducer, the driving range of the dual-mode coupling drive electric vehicle is increased by 9.33%. It proves that the two-motor dual-mode coupling drive system presents betterefficiency and has application value.纯电动汽车的双模式耦合驱动系统的参数优化匹配1介绍根据车轮驱动转矩的来源,纯电动汽车的驱动方式可分为集中式和分布式驱动。集中驱动的技术相对成熟,大多数的车辆通过差速器把驱动力平均分配给左右半轴，大多数车辆的单个车轮的驱动转矩不能独立调整。并且在没有安装其他传感器和控制机制的情况下很难进行车辆运动和动力控制。分布式驱动的技术是近年新起的。因为车轮之间的大多数机械零件和动力被代替,分布式驱动系统具有结构紧凑,传动效率高。同时,电机精确的转矩响应可以提高现有车辆控制系统,例如,防抱死制动系统(ABS),牵引力控制系统(TCS),电子稳定控制(ESC),和其他先进车辆运动稳定控制系统。基于上述优点,分布式驱动成为电力驱动技术的一个重要发展方向。分布式驱动系统相比集中驱动系统的结构和控制有许多优点,但也有一些严重的缺陷。因为多级传输难以匹配现有的分布式驱动系统中,车辆动力是完全发动机动力。一方面,很难在爬坡，加速度和高速度。另一方面,在汽车的突然加速或爬陡坡时,电机过热和自我保护的现象有可能发生,这将威胁到交通安全。因为转矩自动平衡分布系统,分布式驱动电动汽车的取消同轴差速器,从而每轮的驱动转矩是相应的驱动系统决定的。确保车辆按照预期运行轨迹运行,每个驱动系统依照一个复杂的控制策略动态的控制每个车轮的输出转矩。为了确保车辆直线行驶,各车轮的转速和传动转矩必须大致相等。所以,在车辆在大多数的行驶条件下,发动机在相同低效工作区域工作,这将影响到实际驾驶时分布式驱动电动汽车的效率。作为一个有多种结构的大规模的系统,有些结构不够成熟，失效可能发生在多个组成部件中。伴随着运行环境的变化,多种类型的故障现象可能发生在分布式驱动系统。一旦分布式驱动电动汽车左边或者右
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