Vehicle anti-skid control method, device and system and vehicle

Abstract

The invention provides a vehicle anti-skid control method, device and system and a vehicle. According to at least one driving wheel of the vehicle, the chassis wheel speed, the actual wheel speed, the wheel end actual torque, the adhesion coefficient, the total wheel load, the target slip rate, the wheel radius and the vehicle speed are obtained; a feedforward control torque is determined according to an attachment coefficient, a total wheel load and a wheel radius, a wheel speed deviation is determined according to a target slip rate, a chassis wheel speed and an actual wheel speed, a torque deviation is adjusted through a vehicle speed, the attachment coefficient and the wheel speed deviation to obtain a feedback control torque, and the feedback control torque and the attachment coefficient are superposed to serve as an output torque for vehicle anti-skid control. Dynamic wheel load changes and wheel load changes caused by the vehicle on the ramp road surface are considered, the total wheel load is estimated in real time, feed-forward control is introduced to obtain the feed-forward control torque, feedback control is compensated, and the stability and accuracy of anti-skid control are enhanced when the ramp road surface and the loads change.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle anti-skid control method, device, system and vehicle. Background Technology

[0002] Vehicle anti-skid control technology is a core pillar of modern automotive safety. During start-up, rapid acceleration, or on low-traction surfaces (such as ice, snow, gravel, or wet surfaces), the drive wheels may spin and slip due to excessive power. This not only wastes power and accelerates tire wear but can also lead to loss of vehicle control. Vehicle anti-skid control technology reduces the vehicle's output torque or applies braking to the slipping wheels to suppress slippage, ensuring effective power transmission to the road surface and maintaining vehicle stability and directional controllability. The real-time performance and stability of anti-skid control are crucial for vehicle attitude control and safety.

[0003] When a vehicle is traveling on a slope with low traction, the anti-slip control methods employed in related technologies may result in insufficient torque output, leading to poor slip control. Furthermore, when the vehicle load changes, such as from unloaded to fully loaded, the anti-slip control methods exhibit delayed acceleration response, overshoot in the correction coefficient, and an inability to prevent or counteract disturbances, resulting in inadequate control over vehicle stability and directional controllability. Summary of the Invention

[0004] This application provides a vehicle anti-skid control method, device, system, and vehicle to solve the technical problem in the related art of poor control of vehicle stability and directional controllability on slopes with low adhesion and under changing vehicle load conditions.

[0005] This application provides a vehicle anti-skid control method applied to at least one drive wheel of a vehicle. The method includes: acquiring the chassis wheel speed, actual wheel speed, actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius of the drive wheel, as well as the vehicle speed; determining a feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius; determining a wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed; adjusting the torque deviation using the vehicle speed, the coefficient of friction, and the wheel speed deviation to obtain a feedback control torque, wherein the torque deviation is the deviation between the actual wheel-end torque and the feedforward control torque; superimposing the feedback control torque and the feedforward control torque to determine an output torque, and using the output torque to perform anti-skid control on the drive wheel.

[0006] In one embodiment of this application, if the vehicle is traveling on a slope, obtaining the total wheel load of the drive wheels includes: obtaining the static wheel load, longitudinal dynamic load transfer amount, and lateral dynamic load transfer amount of the drive wheels on the slope; and determining the total wheel load of the drive wheels based on the static wheel load, longitudinal dynamic load transfer amount, and lateral dynamic load transfer amount of the slope.

[0007] In one embodiment of this application, obtaining the adhesion coefficient of the drive wheel includes: obtaining the actual torque at the wheel end, the moment of inertia at the wheel end, and the angular acceleration at the wheel end; determining the moment of inertia torque based on the moment of inertia at the wheel end and the angular acceleration at the wheel end; subtracting the moment of inertia torque from the actual torque at the wheel end to obtain the wheel drive torque; determining the wheel drive force based on the wheel drive torque and the wheel radius; and determining the adhesion coefficient based on the total wheel load and the wheel drive force.

[0008] In one embodiment of this application, obtaining the target slip ratio of the drive wheel includes: determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed based on the vehicle speed and a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient based on the adhesion coefficient and a second preset mapping relationship; correcting the vehicle speed sub-target slip ratio based on the correction coefficient to obtain the target slip ratio; wherein, the first preset mapping relationship includes vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship includes correction coefficients corresponding to different adhesion coefficients.

[0009] In one embodiment of this application, determining the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed includes: obtaining a wheel speed slip amount by multiplying the chassis wheel speed and the target slip ratio; compensating the chassis wheel speed with the wheel speed slip amount to obtain the target wheel speed; and determining the difference between the target wheel speed and the actual wheel speed as the wheel speed deviation.

[0010] In one embodiment of this application, adjusting the torque deviation using the vehicle speed, the coefficient of adhesion, and the wheel speed deviation includes: determining a first feedback adjustment coefficient corresponding to the vehicle speed based on the vehicle speed and a third preset mapping relationship; determining a second feedback adjustment coefficient corresponding to the coefficient of adhesion based on the coefficient of adhesion and a fourth preset mapping relationship; determining a third feedback adjustment coefficient corresponding to the wheel speed deviation based on the wheel speed deviation and a fifth preset mapping relationship; determining a feedback adjustment coefficient based on the first, second, and third feedback adjustment coefficients; and adjusting the torque deviation using the feedback adjustment coefficient; wherein the third preset mapping relationship includes the first feedback adjustment coefficient corresponding to different vehicle speeds, the fourth preset mapping relationship includes the second feedback adjustment coefficient corresponding to different coefficients of adhesion, and the fifth preset mapping relationship includes the third feedback adjustment coefficient corresponding to different wheel speed deviations.

[0011] In one embodiment of this application, the feedback control torque is obtained by adjusting the torque deviation through the vehicle speed, the adhesion coefficient, and the wheel speed deviation, including: obtaining a feedback adjustment coefficient based on the vehicle speed, the adhesion coefficient, and the wheel speed deviation; determining a feedback adjustment torque based on the feedback adjustment coefficient and the wheel speed deviation; and superimposing the feedback adjustment torque on the torque deviation to obtain the feedback control torque.

[0012] This application embodiment also provides a vehicle anti-skid control system applied to at least one drive wheel of a vehicle. The system includes: an acquisition module for acquiring the chassis wheel speed, actual wheel speed, actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius of the drive wheel, as well as the vehicle speed; a feedforward control torque determination module for determining a feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius; a wheel speed deviation determination module for determining a wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed; a feedback control torque determination module for adjusting the torque deviation using the vehicle speed, the coefficient of friction, and the wheel speed deviation to obtain a feedback control torque, wherein the torque deviation is the deviation between the actual wheel-end torque and the feedforward control torque; and a control module for superimposing the feedback control torque and the feedforward control torque to determine an output torque, and using the output torque to perform anti-skid control on the drive wheel.

[0013] This application embodiment also provides a vehicle anti-skid control device, which includes a wheel speed sensor, a drive motor, and a chassis domain controller, wherein: the wheel speed sensor is used to collect the chassis wheel speed of the vehicle's drive wheels; the chassis domain controller is used to acquire the chassis wheel speed and determine the actual wheel speed based on the chassis wheel speed, and to acquire the actual wheel-end torque, coefficient of adhesion, total wheel load, target slip ratio, wheel radius, and the vehicle speed, determine the feedforward control torque based on the coefficient of adhesion, total wheel load, and wheel radius, determine the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed, adjust the torque deviation through the vehicle speed, the coefficient of adhesion, and the wheel speed deviation to obtain the feedback control torque, the torque deviation being the deviation between the actual wheel-end torque and the feedforward control torque, and superimposing the feedback control torque and the feedforward control torque to determine the output torque; the drive motor is used to perform anti-skid control on the drive wheels according to the output torque.

[0014] This application also provides an electronic device, including: a memory storing a computer program thereon; and a processor for executing the computer program in the memory to implement the steps of the method described in any of the above embodiments.

[0015] This application also provides a vehicle that includes electronic equipment as described in the above embodiments, or performs the steps of the method described in any of the above embodiments.

[0016] The beneficial effects of this application are as follows: This application proposes a vehicle anti-skid control method, device, system, and vehicle. The method acquires the chassis wheel speed, actual wheel speed, actual wheel end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius, as well as the vehicle speed, for at least one drive wheel of the vehicle. It determines the feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius, and determines the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed. The torque deviation is adjusted using the vehicle speed, coefficient of friction, and wheel speed deviation to obtain the feedback control torque. The two are superimposed as the output torque for vehicle anti-skid control. This method considers the dynamic load changes of the wheels and the wheel load changes caused by the vehicle on a sloped road surface. It estimates the total wheel load in real time and introduces feedforward control to obtain the feedforward control torque to compensate for the feedback control, thereby enhancing the stability and accuracy of anti-skid control on sloped roads and under varying load conditions. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0018] In the attached diagram: Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle anti-skid control method provided in an embodiment of this application. Figure 2 This is a schematic flowchart of a vehicle anti-skid control method provided in an embodiment of this application; Figure 3 A schematic flowchart of a vehicle anti-skid control method provided in an embodiment of this application; Figure 4 A schematic diagram of a vehicle anti-skid control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0020] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the shape, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0022] The inventors discovered that related technologies for vehicle anti-skid control often focus on PID feedback control schemes. While this technology performs well under calibration conditions on flat roads, it has significant drawbacks in scenarios involving inclines and sudden load changes. When a vehicle is traveling on a low-adhesion incline, the PID feedback control fails to compensate for incline resistance, resulting in insufficient torque output and poor slip control during incline anti-skid operations. Furthermore, when the vehicle load changes, ignoring changes in vehicle mass (such as switching between empty and fully loaded), acceleration response lag is ≥0.5s and the correction coefficient overshoot is >25% during sudden load changes. Relying on correction after the error occurs cannot preventatively offset disturbances.

[0023] In view of this, a vehicle anti-skid control method is proposed, which is a collaborative vehicle anti-skid control method based on slope and load feedforward compensation and PID feedback correction. This method, while applicable to flat roads, is particularly effective for low-traction slope driving conditions and vehicle load changes. It uses feedforward control to output compensation, making the control torque more precise and improving the vehicle's longitudinal stability, resulting in better control of vehicle stability and directional controllability. In low-traction slope driving conditions, the feedforward compensates for changes in total wheel load on the slope, solving the problem of insufficient torque output when the control system is not compensated, leading to poor slip control due to insufficient torque during slope anti-skid operations. In vehicle load changes, the dynamic load changes of the wheels are considered and calculated in real time, and the feedforward compensates for these changes, solving the problems of lag in acceleration response and excessive overshoot of the correction coefficient when the load changes abruptly.

[0024] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle anti-skid control method provided in an embodiment of this application. For example... Figure 1 As shown in the diagram, which is a schematic of a car chassis, taking a four-wheeled vehicle as an example, each wheel is equipped with a corresponding wheel speed sensor and drive motor. The lifting torque of the corresponding drive motor is controlled by the chassis domain controller. Using the vehicle anti-skid control method provided in this embodiment, the output torque of the corresponding wheel can be determined, thereby achieving wheel anti-skid control. The wheel speed sensor can be used to calculate wheel speed deviation. Figure 1 The number of wheels, drive motors, and control methods of the drive motors in this embodiment are merely examples and do not limit the vehicle anti-skid control method provided in this embodiment to be applied only to this scenario. For example, the vehicle may not use a chassis domain controller, in which case the controller currently capable of controlling the drive motors can be used to control the lifting torque of the corresponding drive motors. Furthermore, the vehicle may not have a drive motor on every wheel; in this case, the method can be applied to the wheels that are equipped with drive motors, and is not limited to vehicles where every wheel has a drive motor.

[0025] It should be noted that the above scenario is only an example of an application scenario provided by the embodiments of this application. The embodiments of this application do not limit the actual form of various devices, components, etc. included in the scenario. In the specific application of the solution, it can be set according to actual needs. The following example illustrates the vehicle anti-skid control method provided in this application by applying it to one drive wheel of a vehicle. Please refer to [link to relevant documentation]. Figure 2 , Figure 2 A schematic flowchart of a vehicle anti-skid control method provided in an embodiment of this application is shown below. Figure 2As shown, the method includes the following steps: Step S210: Obtain the chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip ratio, and wheel radius of the drive wheels, as well as the vehicle speed.

[0026] Chassis wheel speed is the wheel rotation speed directly measured by wheel speed sensors (such as Hall effect sensors or magnetoresistive sensors), and is usually transmitted to the ECU in the form of pulse signals. Actual wheel speed is the wheel speed corrected by an algorithm, more closely approximating the actual rolling speed of the wheel. It is typically calculated by combining chassis wheel speed data with data from other sensors (such as inertial measurement units and steering angle sensors). These physical quantities can be obtained directly or calculated based on other directly acquired parameters.

[0027] The total wheel load includes static wheel load, longitudinal dynamic load transfer, and lateral dynamic load transfer.

[0028] In one embodiment, if the vehicle is traveling on a slope, obtaining the total wheel load of the drive wheels includes: obtaining the static wheel load of the drive wheels on the slope, the longitudinal dynamic load transfer amount, and the lateral dynamic load transfer amount; and determining the total wheel load of the drive wheels based on the static wheel load of the slope, the longitudinal dynamic load transfer amount, and the lateral dynamic load transfer amount.

[0029] As an example, taking a four-wheel drive vehicle, when the vehicle is on a flat road, the formula for calculating the static wheel load is: Formula (1), Formula (2), In the formula, , , , The static wheel loads are for the front left, front right, rear left, and rear right wheels, respectively. This is the distance from the center of mass to the rear axle; This is the distance from the center of mass to the front axle; This refers to the wheelbase; For the overall vehicle weight; This is the acceleration due to gravity.

[0030] The slope correction for static wheel loads is as follows: When the vehicle is on a slope, the static wheel loads are corrected as follows: Formula (3), Formula (4), In the formula, This is the distance from the center of mass to the rear axle; This is the distance from the center of mass to the front axle; This refers to the wheelbase; For the overall vehicle weight; It is the acceleration due to gravity; The longitudinal slope angle; The lateral slope angle; The height of the center of mass; The static wheel load after slope correction for the left front wheel; The static wheel load after slope correction for the right front wheel; The static wheel load after slope correction for the left rear wheel; The static wheel load after slope correction for the right rear wheel. This refers to the wheel track.

[0031] As an example, taking a four-wheel drive vehicle, the dynamic load transfer caused by longitudinal acceleration is: Formula (5), In the formula, For wheels The longitudinal dynamic load transfer amount (longitudinal dynamic load transfer amount). The height of the center of mass; It is longitudinal acceleration; For the overall vehicle weight; Wheelbase Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0032] As an example, longitudinal acceleration can be processed by a low-pass filter. When the vehicle accelerates, the load shifts rearward, increasing the load on the rear wheels and decreasing the load on the front wheels. When the vehicle decelerates, the load shifts forward, increasing the load on the front wheels and decreasing the load on the rear wheels.

[0033] As an example, taking a four-wheel drive vehicle, the dynamic load transfer caused by lateral acceleration (lateral dynamic load transfer) is: Formula (6), In the formula, For wheels Lateral dynamic load transfer amount (lateral dynamic load transfer amount). Wheelbase; It is lateral acceleration; For the overall vehicle quality, For the height of the center of mass, Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0034] Lateral acceleration is processed by low-pass filtering. When turning generates lateral acceleration, the load is transferred to the outside, meaning the load on the inner wheel is small and the load on the outer wheel is large.

[0035] Following the above embodiments, when the vehicle is on a slope, the total wheel load is obtained by superimposing the static load and the dynamic load. One example of how to determine this load is as follows:

[0036] Formula (7),

[0037] Formula (8),

[0038] Formula (9),

[0039] Formula (10), In the formula, , , , The total wheel loads are for the front left, front right, rear left, and rear right wheels, respectively. This is the distance from the center of mass to the rear axle; This is the distance from the center of mass to the front axle; This refers to the wheelbase; For the overall vehicle weight; It is the acceleration due to gravity; The longitudinal slope angle; The lateral slope angle; The height of the center of mass; It is longitudinal acceleration; Wheelbase; This is lateral acceleration.

[0040] In one embodiment, obtaining the adhesion coefficient of the drive wheel includes: obtaining the actual torque at the wheel end, the moment of inertia at the wheel end, and the angular acceleration at the wheel end; determining the moment of inertia torque based on the moment of inertia at the wheel end and the angular acceleration at the wheel end; subtracting the moment of inertia torque from the actual torque at the wheel end to obtain the wheel drive torque; determining the wheel drive force based on the wheel drive torque and the wheel radius; and determining the adhesion coefficient based on the total wheel load and the wheel drive force.

[0041] As an example, the adhesion coefficient utilization rate of each wheel is calculated based on the driving force and vertical load (total wheel load) of each wheel: Formula (11), In the formula, For wheels The adhesion coefficient; For wheels The wheel drive force; For wheels Vertical load (total wheel load). Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0042] The driving force of each wheel is calculated based on the actual torque at the wheel end of each wheel, the wheel angular acceleration of each wheel, and the tire radius. Formula (12), In the formula, For wheels Wheel drive force; For wheels The actual torque at the wheel end; For wheels The moment of inertia at the wheel end; For wheels rotational speed, For wheels The angular acceleration can be obtained by adjusting the rotational speed. Differentiation yields; The radius of the wheel; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0043] Step S220: Determine the feedforward control torque based on the adhesion coefficient, total wheel load, and wheel radius.

[0044] As an example, the feedforward control torque is determined as follows: Formula (13), In the formula, For feedforward control torque, the wheel-end torque is the maximum available longitudinal ground force. For wheels Total wheel load; The average radius (i.e., the wheel radius); For the currently calculated drive wheel The adhesion coefficient; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0045] Step S230: Determine the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed.

[0046] In one embodiment, determining the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed includes: obtaining the vehicle speed sub-target slip ratio and correction coefficient according to the vehicle speed and adhesion coefficient to determine the target slip ratio, and determining the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed.

[0047] The target slip ratio can also be determined using the vehicle's slip ratio. The target slip ratio ranges from 0 to 1.

[0048] In one embodiment, obtaining the target slip ratio of the drive wheel includes: determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed based on the vehicle speed and a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient based on the adhesion coefficient and a second preset mapping relationship; correcting the vehicle speed sub-target slip ratio based on the correction coefficient to obtain the target slip ratio; wherein, the first preset mapping relationship includes vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship includes correction coefficients corresponding to different adhesion coefficients.

[0049] In one embodiment, determining the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed includes: obtaining the wheel speed slip amount by multiplying the chassis wheel speed and the target slip ratio; compensating the chassis wheel speed with the wheel speed slip amount to obtain the target wheel speed; and determining the difference between the target wheel speed and the actual wheel speed as the wheel speed deviation.

[0050] As an example, the target wheel speed is calculated based on the wheel center speed (chassis wheel speed) and the target slip ratio of the wheel. The target wheel speed is determined as follows: Formula (14), In the formula, For wheels Target wheel speed; For wheels Wheel center speed (chassis wheel speed); For wheels The target slip ratio; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0051] As an example, the target slip ratio is obtained by multiplying the vehicle speed and the estimated road adhesion, i.e.: Formula (15), In the formula, For wheels The target slip ratio; The vehicle speed is the sub-target slip ratio; This is a correction factor; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0052] The first and second preset mapping relationships can be set by those skilled in the art as needed. As an example, the first and second preset mapping relationships are defined in tables. An example of such tables is shown below: Table 1 is a table of references for the first preset mapping relationships, and Table 2 is a table of references for the first preset mapping relationships. Table 1

[0053] Table 2

[0054] For values ​​not directly shown in Tables 1 and 2, they can be determined using rules pre-defined by those skilled in the art, such as interpolation, which will not be elaborated here.

[0055] As an example, calculate the wheel speed deviation based on the actual wheel speed and the target wheel speed: Formula (16), In the formula, For wheels Wheel speed deviation; For wheels The actual wheel speed measured by the wheel speed sensor; For wheels Target wheel speed; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0056] In step S240, the torque deviation is adjusted by the vehicle speed, adhesion coefficient and wheel speed deviation to obtain the feedback control torque.

[0057] Among them, the torque deviation is the deviation between the actual torque at the wheel end and the feedforward control torque.

[0058] In one embodiment, adjusting the torque deviation by means of vehicle speed, adhesion coefficient and wheel speed deviation includes obtaining a feedback adjustment coefficient by matching vehicle speed, adhesion coefficient and wheel speed deviation, and adjusting the torque deviation by means of feedback adjustment coefficient and wheel speed deviation.

[0059] In one embodiment, torque deviation is adjusted by vehicle speed, adhesion coefficient, and wheel speed deviation, including: determining a first feedback adjustment coefficient corresponding to the vehicle speed based on the vehicle speed and a third preset mapping relationship; determining a second feedback adjustment coefficient corresponding to the adhesion coefficient based on the adhesion coefficient and a fourth preset mapping relationship; determining a third feedback adjustment coefficient corresponding to the wheel speed deviation based on the wheel speed deviation and a fifth preset mapping relationship; determining a feedback adjustment coefficient based on the first, second, and third feedback adjustment coefficients; and adjusting the torque deviation using the feedback adjustment coefficient, wherein the third preset mapping relationship includes the first feedback adjustment coefficient corresponding to different vehicle speeds, the fourth preset mapping relationship includes the second feedback adjustment coefficient corresponding to different adhesion coefficients, and the fifth preset mapping relationship includes the third feedback adjustment coefficient corresponding to different wheel speed deviations.

[0060] In one embodiment, before adjusting the torque deviation based on vehicle speed, adhesion coefficient, and wheel speed deviation, the method includes: determining a first feedback adjustment coefficient corresponding to the vehicle speed based on the vehicle speed and a third preset mapping relationship, the first feedback adjustment coefficient including a first proportional coefficient, a first integral coefficient, and a first micro-element coefficient; determining a second feedback adjustment coefficient corresponding to the adhesion coefficient based on the adhesion coefficient and a fourth preset mapping relationship, the second feedback adjustment coefficient including a second proportional coefficient, a second integral coefficient, and a second micro-element coefficient; determining a third feedback adjustment coefficient corresponding to the wheel speed deviation based on the wheel speed deviation and a fifth preset mapping relationship, the third feedback adjustment coefficient including a third proportional coefficient, a third integral coefficient, and a third micro-element coefficient; and setting the first proportional coefficient... The proportional coefficient is obtained by multiplying the first, second, and third proportional coefficients; the differential coefficient is obtained by multiplying the first, second, and third differential coefficients; and the integral coefficient is obtained by multiplying the first, second, and third integral coefficients. The feedback adjustment coefficient includes the proportional coefficient, differential coefficient, and integral coefficient. The third preset mapping relationship includes the first proportional coefficient, first integral coefficient, and first differential coefficient corresponding to different vehicle speeds. The fourth preset mapping relationship includes the second proportional coefficient, second integral coefficient, and second differential coefficient corresponding to different adhesion coefficients. The fifth preset mapping relationship includes the third proportional coefficient, third integral coefficient, and third differential coefficient corresponding to different wheel speed deviations.

[0061] In one embodiment, the feedback control torque is obtained by adjusting the torque deviation through vehicle speed, adhesion coefficient, and wheel speed deviation, including: obtaining a feedback adjustment coefficient based on matching vehicle speed, adhesion coefficient, and wheel speed deviation; determining the feedback adjustment torque based on the feedback adjustment coefficient and wheel speed deviation; and superimposing the feedback adjustment torque on the torque deviation to obtain the feedback control torque.

[0062] As an example, the feedback control torque is determined as follows: The deviation between the actual torque at the wheel end and the feedforward control torque is used as the basis torque for feedback control. Formula (17), In the formula, This is the baseline value for feedback torque, i.e., torque deviation; This represents the actual torque at the wheel end; This is the feedforward control torque.

[0063] The torque adjustment is calculated using a PID controller based on the wheel speed deviation, and then added to the base value to obtain the final feedback control torque. Formula (18), In the formula, For feedback control torque; This is the base value for feedback torque; The proportionality coefficient is the first proportional sub-coefficient derived from the lookup table value of the calibrated MAP, based on vehicle speed, road surface adhesion coefficient, and wheel speed deviation. Second proportional coefficient Third proportional coefficient Multiplying them together yields the result. The integral coefficient is the first integral sub-coefficient derived from the lookup table value of the calibrated MAP, based on vehicle speed, road surface adhesion coefficient, and wheel speed deviation. Second Integral Coefficients Third Integral Coefficients Multiplying them together yields the result. The differential coefficient is the first differential coefficient obtained from a lookup table of the calibrated MAP, based on vehicle speed, road surface adhesion coefficient, and wheel speed deviation. Second molecular coefficient Third molecular coefficient Multiplying them together yields the result. For wheels Wheel speed deviation; For wheels The rate of change of wheel speed deviation can be measured by the wheel... The wheel speed deviation is obtained by differentiating the value. Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, xx It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0064] The feedback adjustment torque is determined based on the proportional coefficient, derivative coefficient, integral coefficient, and the current actual wheel speed.

[0065] The third, fourth, and fifth preset mapping relationships can be set by those skilled in the art as needed. As an example, the third, fourth, and fifth preset mapping relationships are defined in tables. An example of such tables is shown below: Table 3 is a table for the third preset mapping relationship, Table 4 is a table for the fourth preset mapping relationship, and Table 5 is a table for the fifth preset mapping relationship. Table 3

[0066] Table 4

[0067] Table 5

[0068] Step S250: Superimpose the feedback control torque and the feedforward control torque to determine the output torque, and use the output torque to perform anti-slip control on the wheel.

[0069] Formula (19), In the formula, For feedback control torque; For feedforward control torque; This is the output torque.

[0070] PID (Proportional Integral Differential) parameters refer to the proportional, integral, and derivative parameters in a control system. These parameters are used to adjust the controller's output to achieve system stability and performance optimization, making it an important control method in automatic control. The proportional parameter represents the linear relationship between the controller output and the error, determining the controller's direct response to the error. A larger proportional parameter leads to a faster response to the error but may cause overshoot and oscillations. The integral parameter represents the controller's cumulative response to the error, which can eliminate steady-state errors and improve system stability. A larger integral parameter leads to a stronger cumulative response to the error but may delay system response time and cause oscillations. The derivative parameter represents the controller's response to the rate of change of the error, which can reduce system overshoot and improve system response speed. A larger derivative parameter leads to a stronger response to the rate of change of the error but may increase the system's noise sensitivity. By adjusting the magnitude and proportion of the PID parameters, the controller's performance can be optimized according to the system's characteristics and requirements, enabling the system to reach the desired state more quickly and stably.

[0071] The above example illustrates the method using a drive wheel of a vehicle as an example.

[0072] As mentioned above, the drive wheels can be wheels controlled by a corresponding motor. As an example, this method can be applied to vehicles in a broader sense, such as "four-wheel drive" and "two-wheel drive" vehicles.

[0073] When this method is applied to a two-wheel drive vehicle with four tires, the relevant parameters at the wheel end in the embodiment can be replaced by the relevant parameters at the axle end when collecting anti-skid control parameters. In other words, in such cases, the relevant parameters at the wheel end mentioned in the embodiments of this application are actually the relevant parameters at the axle end.

[0074] In another embodiment, the method can also be applied to one or more drive wheels in the vehicle to achieve anti-skid measures for one or more wheels. Of course, applying the method provided in this embodiment to each drive wheel can achieve a better anti-skid effect. However, those skilled in the art can also choose to apply the anti-skid control method provided in this embodiment to some wheels of the vehicle, while using anti-skid control methods known to those skilled in the art to other wheels; or choose to apply the anti-skid control method provided in this embodiment to some wheels of the vehicle, while not using anti-skid control methods to other wheels; or choose to apply the anti-skid control method provided in this embodiment to some wheels of the vehicle, while not using anti-skid control methods to other wheels, and using anti-skid control methods known to those skilled in the art to the remaining wheels.

[0075] In another embodiment, the anti-skid control strategy for the wheels can be switched as needed during vehicle operation, and different anti-skid control strategies can be applied to the same wheel on different road sections.

[0076] The vehicle anti-skid control method provided in the above embodiments obtains the chassis wheel speed, actual wheel speed, actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius of at least one drive wheel of the vehicle, as well as the vehicle speed. Then, it determines the feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius, and determines the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed. The torque deviation is then adjusted based on the vehicle speed, coefficient of friction, and wheel speed deviation to obtain the feedback control torque. The feedback control torque and the feedforward control torque are then superimposed as the output torque for vehicle anti-skid control. By considering the dynamic load changes of the wheels and the wheel load changes caused by the vehicle on a sloped road surface, the total wheel load is estimated in real time, and feedforward control is introduced. The feedforward control torque is calculated based on the real-time wheel load (total wheel load) to compensate for the feedback PID control, thereby enhancing the stability and accuracy of the anti-skid control system under sloped road surface and load changes.

[0077] Specifically: (1) Consider the dynamic load change of the wheel and calculate in real time: The dynamic load change of the wheel is compensated in the feedforward, which solves the problem of delayed acceleration response and excessive overshoot of correction coefficient when the load changes suddenly.

[0078] (2) Real-time calculation of wheel load under slope: The change of wheel load under slope is compensated in the feedforward, which solves the problem of insufficient torque output when the control system is not compensated, resulting in insufficient torque during slope anti-skid and poor slip control.

[0079] (3) Two-layer collaborative control architecture of feedforward compensation + PID feedback correction: The feedforward control output compensation amount makes the control torque more accurate and improves the longitudinal stability of the vehicle.

[0080] As an example, see Figure 3 , Figure 3 A specific flowchart illustrating a vehicle anti-skid control method provided in an embodiment of this application is shown below. Figure 3 As shown, by observing the wheel load, the real-time total wheel load is obtained, and then the target wheel speed is calculated and the adhesion coefficient is estimated. Based on the updated parameters, load slope feedforward compensation and PID feedback control are performed to obtain the feedforward control torque and feedback control torque, respectively. The two are superimposed to obtain the total torque, and then the wheel is used for anti-slip control.

[0081] In one embodiment, a vehicle anti-skid control device is provided, which is used to perform the vehicle anti-skid control method provided in any of the above embodiments. Taking an application to at least one drive wheel of a vehicle as an example, please refer to... Figure 4 , Figure 4 A schematic diagram of a vehicle anti-skid control system provided in an embodiment of this application is shown below. Figure 4As shown, the vehicle anti-skid control system 400 includes an acquisition module 410, a feedforward control torque determination module 420, a wheel speed deviation determination module 430, a feedback control torque determination module 440, and a control module 450. Specifically: the acquisition module 410 acquires the chassis wheel speed, actual wheel speed, actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius of the drive wheels, as well as the vehicle speed; the feedforward control torque determination module 420 determines the feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius; the wheel speed deviation determination module 430 determines the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed; the feedback control torque determination module 440 adjusts the torque deviation using the vehicle speed, coefficient of friction, and wheel speed deviation to obtain the feedback control torque, where the torque deviation is the deviation between the actual wheel-end torque and the feedforward control torque; and the control module 450 superimposes the feedback control torque and the feedforward control torque to determine the output torque and uses the output torque to perform anti-skid control on the drive wheels.

[0082] Specific limitations regarding vehicle anti-skid control systems can be found in the limitations of vehicle anti-skid control methods described above, and will not be repeated here. Each module in the aforementioned vehicle anti-skid control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0083] In this embodiment, the vehicle anti-skid control system is essentially configured with multiple modules to execute the vehicle anti-skid control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0084] In one embodiment, a vehicle anti-skid control device is provided, comprising a wheel speed sensor, a drive motor, and a chassis domain controller. The wheel speed sensor is used to acquire the chassis wheel speed of the vehicle's drive wheels. The chassis domain controller is used to acquire the chassis wheel speed and determine the actual wheel speed based on it. It is also used to acquire the actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, wheel radius, and vehicle speed. Based on the coefficient of friction, total wheel load, and wheel radius, it determines a feedforward control torque. Based on the target slip ratio, chassis wheel speed, and actual wheel speed, it determines a wheel speed deviation. The torque deviation is adjusted using the vehicle speed, coefficient of friction, and wheel speed deviation to obtain a feedback control torque. The torque deviation is the difference between the actual wheel-end torque and the feedforward control torque. The feedback control torque and the feedforward control torque are superimposed to determine the output torque. The drive motor is used to perform anti-skid control on the drive wheels based on the output torque.

[0085] Specific limitations regarding vehicle anti-skid control devices can be found in the limitations of vehicle anti-skid control methods described above, and will not be repeated here. Each module in the aforementioned vehicle anti-skid control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0086] In this embodiment, the vehicle anti-skid control device is essentially equipped with multiple modules to execute the vehicle anti-skid control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0087] See Figure 5 , Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown below. Figure 5 As shown, this embodiment of the invention also provides an electronic device 500, including a processor 501, a memory 502, and a communication bus 503; the communication bus 503 is used to connect the processor 501 and the memory 502; the processor 501 is used to execute a computer program stored in the memory 502 to implement the method described in any of the above embodiments.

[0088] In one embodiment, a vehicle is provided, which includes the electronic device or the vehicle anti-skid control device provided in any of the above embodiments, or performs the method provided in any of the above embodiments. The specific functions and technical effects of the vehicle can be referred to the above embodiments, and will not be repeated here.

[0089] This invention also provides a computer-readable storage medium having a computer program stored thereon, the computer program being used to cause a computer to perform the method provided in any of the above embodiments.

[0090] This application also provides a non-volatile readable storage medium storing one or more modules (programs) that, when applied to a device, enable the device to execute the instructions included in the steps provided in this application.

[0091] This application also provides a computer program product, including a computer program that, when executed by a processor, can implement the steps and corresponding content of the aforementioned method embodiments.

[0092] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0093] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device.

[0094] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0095] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of methods and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0096] It should be understood that the terms "first," "second," etc., used in this application are used to distinguish similar objects and do not necessarily indicate a specific order or sequence. The technical features to which these terms are used can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in a sequence other than that shown in the figures or text.

[0097] It should be understood that although the flowcharts provided in the embodiments of this application indicate the various steps with arrows, the order indicated by the arrows does not necessarily limit the implementation order of these steps. Those skilled in the art can perform these steps in other orders according to different implementation scenarios and requirements.

[0098] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A vehicle anti-skid control method, characterized in that, Applied to at least one drive wheel of a vehicle, the method includes: The chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip ratio, and wheel radius of the drive wheels, as well as the vehicle speed, are obtained. The feedforward control torque is determined based on the adhesion coefficient, total wheel load, and wheel radius. The wheel speed deviation is determined based on the target slip ratio, chassis wheel speed, and actual wheel speed. The torque deviation is adjusted by the vehicle speed, the adhesion coefficient, and the wheel speed deviation to obtain the feedback control torque. The torque deviation is the deviation between the actual wheel end torque and the feedforward control torque. The feedback control torque and the feedforward control torque are superimposed to determine the output torque, and the output torque is used to perform anti-slip control on the drive wheel.

2. The vehicle anti-skid control method as described in claim 1, characterized in that, If the vehicle is traveling on a slope, the total wheel load of the drive wheels is obtained, including: Obtain the static wheel load, longitudinal dynamic load transfer amount, and lateral dynamic load transfer amount of the ramp for the drive wheel; The total wheel load of the drive wheel is determined based on the static wheel load, longitudinal dynamic load transfer, and lateral dynamic load transfer of the ramp.

3. The vehicle anti-skid control method as described in claim 1, characterized in that, To obtain the coefficient of friction of the drive wheels, including: Obtain the actual torque at the wheel end, the moment of inertia at the wheel end, and the angular acceleration at the wheel end of the drive wheel; The wheel moment of inertia torque is determined based on the wheel end moment of inertia and wheel angular acceleration. The wheel drive torque is obtained by subtracting the wheel inertia torque from the actual torque at the wheel end; The wheel drive force is determined based on the wheel drive torque and the wheel radius; The adhesion coefficient is determined based on the total wheel load and wheel driving force.

4. The vehicle anti-skid control method as described in claim 1, characterized in that, Obtain the target slip ratio of the drive wheels, including: The vehicle speed sub-target slip ratio corresponding to the vehicle speed is determined based on the vehicle speed and the first preset mapping relationship; The correction coefficient corresponding to the adhesion coefficient is determined based on the adhesion coefficient and the second preset mapping relationship; The target slip ratio is obtained by correcting the vehicle speed sub-target slip ratio using a correction factor. The first preset mapping relationship includes the vehicle speed sub-target slip ratio corresponding to different vehicle speeds, and the second preset mapping relationship includes the correction coefficient corresponding to different adhesion coefficients.

5. The vehicle anti-skid control method as described in claim 1, characterized in that, Determining wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed includes: The wheel speed slip is obtained by multiplying the chassis wheel speed and the target slip ratio; The target wheel speed is obtained by compensating the chassis wheel speed through the wheel speed slip amount; The difference between the target wheel speed and the actual wheel speed is defined as the wheel speed deviation.

6. The vehicle anti-skid control method according to any one of claims 1-5, characterized in that, Adjusting the torque deviation by means of the vehicle speed, the coefficient of adhesion, and the wheel speed deviation includes: The first feedback adjustment coefficient corresponding to the vehicle speed is determined based on the vehicle speed and the third preset mapping relationship; The second feedback adjustment coefficient corresponding to the adhesion coefficient is determined based on the adhesion coefficient and the fourth preset mapping relationship; The third feedback adjustment coefficient corresponding to the wheel speed deviation is determined based on the wheel speed deviation and the fifth preset mapping relationship; The feedback control coefficient is determined based on the first feedback regulator coefficient, the second feedback regulator coefficient, and the third feedback regulator coefficient; The torque deviation is adjusted by the feedback adjustment coefficient; The third preset mapping relationship includes the first feedback adjustment coefficient corresponding to different vehicle speeds, the fourth preset mapping relationship includes the second feedback adjustment coefficient corresponding to different adhesion coefficients, and the fifth preset mapping relationship includes the third feedback adjustment coefficient corresponding to different wheel speed deviations.

7. The vehicle anti-skid control method according to any one of claims 1-5, characterized in that, Feedback control torque is obtained by adjusting the torque deviation based on the vehicle speed, the coefficient of adhesion, and the wheel speed deviation, including: The feedback adjustment coefficient is obtained by matching the vehicle speed, adhesion coefficient, and wheel speed deviation. The feedback adjustment torque is determined based on the feedback adjustment coefficient and the wheel speed deviation. The feedback adjustment torque is obtained by superimposing the feedback deviation on the feedback control torque.

8. A vehicle anti-skid control system, characterized in that, The system is applied to at least one drive wheel of a vehicle and includes: The acquisition module is used to acquire the chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip ratio, and wheel radius of the drive wheels, as well as the vehicle speed. A feedforward control torque determination module is used to determine the feedforward control torque based on the adhesion coefficient, total wheel load, and wheel radius. The wheel speed deviation determination module is used to determine the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed. The feedback control torque determination module is used to adjust the torque deviation by means of the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain the feedback control torque, wherein the torque deviation is the deviation between the actual wheel end torque and the feedforward control torque; The control module is used to superimpose the feedback control torque and the feedforward control torque to determine the output torque, and to perform anti-slip control on the drive wheel through the output torque.

9. A vehicle anti-skid control device, characterized in that, The vehicle anti-skid control device includes wheel speed sensors, a drive motor, and a chassis domain controller, wherein: The wheel speed sensor is used to collect the chassis wheel speed of the vehicle's drive wheels; The chassis domain controller is used to acquire the chassis wheel speed and determine the actual wheel speed based on the chassis wheel speed, and to acquire the actual wheel-end torque, adhesion coefficient, total wheel load, target slip ratio, and wheel radius, as well as the vehicle speed. It determines the feedforward control torque based on the adhesion coefficient, total wheel load, and wheel radius, and determines the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed. The torque deviation is adjusted using the vehicle speed, adhesion coefficient, and wheel speed deviation to obtain the feedback control torque. The torque deviation is the deviation between the actual wheel-end torque and the feedforward control torque. The feedback control torque and the feedforward control torque are superimposed to determine the output torque. The drive motor is used to perform anti-slip control on the drive wheel according to the output torque.

10. A vehicle, characterized in that, The vehicle includes the vehicle anti-skid control device as described in claim 9, or performs the steps of the method as described in any one of claims 1 to 7.

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