Driving anti-skid control method, system and equipment for commercial vehicle with double electric drive axles and medium

Abstract

The invention discloses a double-electric-drive-axle commercial vehicle driving anti-skid control method, system, equipment and medium, and relates to the field of automobile control, and the method comprises the steps that when a target vehicle is in a sliding state, the initial rolling radius is determined for each driving wheel according to the real-time reference vehicle speed and the real-time angular speed of the driving wheel; determining a reference rolling radius based on the initial rolling radius and the initial rolling radius at the previous moment; determining the real-time rolling radius of the driving wheel according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum value of the motor torque and the real-time transverse acceleration; determining the real-time slip rate of the driving wheel according to the real-time rolling radius, the real-time wheel speed of the driving wheel and the real-time reference vehicle speed; and determining a target torque according to the real-time motor torque, the speed reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the real-time slip rate, the whole vehicle mass, the target slip rate and the driver demand torque, and performing anti-slip control based on the target torque. The rolling radius can be accurately determined, the slip rate accuracy is improved, and precise anti-slip control is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile control, in particular to a double electric drive axle commercial vehicle drive anti-slip control method, system, device and medium. BACKGROUND

[0002] At present, with the continuous development of electric drive technology of commercial vehicles, controlling the slip rate of the vehicle to optimize the torque distribution and transfer between the drive axles has become an important technical means to improve the vehicle's escape ability and anti-slip performance. In the prior art, the torque control, distribution and transfer between the drive axles are usually controlled by controlling the slip rate to prevent tire slip.

[0003] However, in the existing anti-slip control scheme, the slip rate is calculated using a nominal rolling radius or an empirical value. However, in actual application, the rolling radius of the drive wheels is affected by multiple factors such as load and applied torque. These changes can cause slip rate errors, which can in turn cause false triggering of the anti-slip system, thereby affecting the anti-slip control effect of the vehicle.

[0004] Therefore, how to more accurately determine the rolling radius and reduce the slip rate error to achieve precise anti-slip control is a problem that needs to be solved at present. SUMMARY

[0005] The present application provides a double electric drive axle commercial vehicle drive anti-slip control method, system, device and medium, which can more accurately determine the rolling radius to improve the accuracy of the slip rate, thereby achieving precise anti-slip control.

[0006] In a first aspect, the present application provides a double electric drive axle commercial vehicle drive anti-slip control method, which comprises: When the target vehicle is in a sliding state, for each drive wheel, an initial rolling radius is determined according to a real-time reference vehicle speed and a real-time angular velocity of the drive wheel; A reference rolling radius is determined based on the initial rolling radius and the initial rolling radius at the previous time; A real-time rolling radius of the drive wheel is determined according to the reference rolling radius, a load parameter, a real-time motor torque, a maximum motor torque and a real-time lateral acceleration; A real-time slip rate of the drive wheel is determined according to the real-time rolling radius, a real-time drive wheel speed and a real-time reference vehicle speed; A target torque is determined according to the real-time motor torque, a reducer speed ratio, the real-time rolling radius, a gravitational acceleration, the real-time slip rate, a total vehicle mass, a target slip rate and a driver demand torque, and the vehicle is driven for anti-slip control based on the target torque.

[0007] In combination with the first aspect, in an implementation, the load parameter comprises an axle load and a tire rated load, and the real-time rolling radius of the drive wheel is determined according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum motor torque, and the real-time lateral acceleration, comprising: The reference rolling radius, the axle load, the tire rated load, the real-time motor torque, the maximum motor torque, the real-time lateral acceleration, a preset load compensation coefficient, a preset longitudinal reciprocating torque compensation coefficient, and a preset lateral force compensation coefficient are substituted into the following calculation formula to obtain the real-time rolling radius of the drive wheel, and the calculation formula is:

[0008] In the formula, is the reference rolling radius; is the axle load; is the tire rated load; is the real-time motor torque; is the maximum motor torque; is the real-time lateral acceleration; k is the preset load compensation coefficient; is the preset longitudinal reciprocating torque compensation coefficient; is the preset lateral force compensation coefficient; is the real-time rolling radius of the drive wheel.

[0009] In combination with the first aspect, in an implementation, the target torque is determined according to the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the real-time slip rate, the vehicle mass, the target slip rate, and the driver demand torque, comprising: The maximum adhesion coefficient of the current road surface is determined based on the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the vehicle mass, and the real-time slip rate; The target torque is determined according to the maximum adhesion coefficient, the vehicle mass, the gravitational acceleration, the real-time rolling radius, the target slip rate, the real-time slip rate, the reducer speed ratio, and the driver demand torque.

[0010] In combination with the first aspect, in an implementation, the target torque is determined according to the maximum adhesion coefficient, the vehicle mass, the gravitational acceleration, the real-time rolling radius, the target slip rate, the real-time slip rate, the reducer speed ratio, and the driver demand torque, comprising: The maximum adhesion force is determined based on the maximum adhesion coefficient, the vehicle mass, and the gravitational acceleration; The maximum allowable torque of the drive wheel is determined according to the maximum adhesion force and the real-time rolling radius; The slip rate correction coefficient is determined based on the target slip rate and the real-time slip rate; determining the maximum allowable torque of the motor based on the maximum allowable torque of the drive wheel, the speed ratio of the reducer, the slip correction coefficient and the preset transmission efficiency; determining the target torque according to the driver demand torque and the maximum allowable torque of the motor.

[0011] In combination with the first aspect, in an implementation manner, the maximum adhesion coefficient of the current road is determined based on the real-time motor torque, the speed ratio of the reducer, the real-time rolling radius, the gravity acceleration, the total vehicle mass and the real-time slip ratio, and the method comprises the following steps of: determining the adhesion coefficient utilization rate based on the real-time motor torque, the speed ratio of the reducer, the real-time rolling radius, the preset transmission efficiency, the total vehicle mass and the gravity acceleration; determining the maximum adhesion coefficient according to the real-time slip ratio, the real-time motor torque and the adhesion coefficient utilization rate.

[0012] In combination with the first aspect, in an implementation manner, the maximum adhesion coefficient is determined according to the real-time slip ratio, the real-time motor torque and the adhesion coefficient utilization rate, and the method comprises the following steps of: determining a slip ratio difference value within a preset time length based on the real-time slip ratio; determining a motor torque difference value within the preset time length based on the real-time motor torque; determining a target ratio value according to the slip ratio difference value and the motor torque difference value; if the target ratio value is greater than a preset ratio threshold value, determining the maximum adhesion coefficient based on the adhesion coefficient utilization rate and a preset safety coefficient; if the target ratio value is not greater than the preset ratio threshold value, continuing to perform the step of determining the initial rolling radius according to the real-time reference vehicle speed and the real-time angular velocity of the drive wheel for each drive wheel when the target vehicle is in the sliding state.

[0013] In combination with the first aspect, in an implementation manner, the method further comprises the following steps of: if a target condition is detected, determining that the target vehicle is in the sliding state, the target condition comprising that the real-time throttle opening degree is a preset opening degree threshold value, the real-time vehicle speed is greater than a preset vehicle speed threshold value, the real-time steering wheel rotation angle is less than a preset rotation angle threshold value, the real-time slope is less than a preset slope threshold value and the brake pedal signal is a preset target value, the target value representing that the driver has no braking intention.

[0014] The second aspect provides a double electric drive axle commercial vehicle drive anti-slip control system, which comprises: a first processing module configured to determine an initial rolling radius according to a real-time reference vehicle speed and a real-time angular velocity of a drive wheel for each drive wheel when a target vehicle is in a sliding state; a second processing module configured to determine a reference rolling radius based on the initial rolling radius and the initial rolling radius at a previous time; a third processing module configured to determine a real-time rolling radius of the drive wheel based on the reference rolling radius, a load parameter, a real-time motor torque, a maximum motor torque, and a real-time lateral acceleration; a fourth processing module configured to determine a real-time slip ratio of the drive wheel based on the real-time rolling radius, a real-time drive wheel speed, and a real-time reference vehicle speed; a fifth processing module configured to determine a target torque based on the real-time motor torque, a reducer speed ratio, the real-time rolling radius, a gravitational acceleration, the real-time slip ratio, a total vehicle mass, a target slip ratio, and a driver demand torque, and to perform drive slip control on the vehicle based on the target torque.

[0015] In a third aspect, an embodiment of the present application provides a double electric drive axle commercial vehicle drive slip control device, which comprises a processor, a memory, and a double electric drive axle commercial vehicle drive slip control program stored in the memory and executable by the processor, wherein the double electric drive axle commercial vehicle drive slip control program, when executed by the processor, implements the steps of the double electric drive axle commercial vehicle drive slip control method according to any one of the preceding aspects.

[0016] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium, which stores a double electric drive axle commercial vehicle drive slip control program, wherein the double electric drive axle commercial vehicle drive slip control program, when executed by a processor, implements the steps of the double electric drive axle commercial vehicle drive slip control method according to any one of the preceding aspects.

[0017] The technical scheme provided by the embodiments of the present application has the following beneficial effects: When the target vehicle is in the sliding state, for each drive wheel, an initial rolling radius is determined according to a real-time reference vehicle speed and a real-time angular speed of the drive wheel; a reference rolling radius is determined based on the initial rolling radius and the initial rolling radius at the last time, the reference rolling radius can better adapt to dynamic changes, and the slip rate fluctuation caused by sudden changes is avoided; the real-time rolling radius of the drive wheel is determined according to the reference rolling radius, a load parameter, a real-time motor torque, a maximum motor torque and a real-time lateral acceleration, the actual factors such as the load and the applied torque are considered, the real driving state of the vehicle is closer, and a more accurate rolling radius is obtained; a more accurate real-time slip rate of the drive wheel is determined according to the accurate real-time rolling radius, a real-time drive wheel speed and a real-time reference vehicle speed; a target torque is determined according to a real-time motor torque, a reducer speed ratio, a real-time rolling radius, a gravity acceleration, a real-time slip rate, a whole vehicle mass, a target slip rate and a driver demand torque, and the vehicle is driven for anti-slip control according to the target torque; the accurate rolling radius is calculated by considering the actual factors such as the load and the applied torque, the slip rate error is reduced, and accurate anti-slip control is realized. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 It is a flowchart of an embodiment of the double electric drive axle commercial vehicle driving anti-slip control method of the application. Figure 2 It is a detailed flowchart of step S50 in the application. Figure 1 Figure 3 It is a functional module diagram of an embodiment of the double electric drive axle commercial vehicle driving anti-slip control system of the application. Figure 4 It is a hardware structure diagram of the double electric drive axle commercial vehicle driving anti-slip control device involved in the embodiment of the application. DETAILED DESCRIPTION

[0019] In order to enable the personnel in the technical field to better understand the application scheme, the technical solutions in the embodiments of the application will be clearly and completely described below in combination with the drawings in the embodiments of the application. Obviously, the described embodiments are only a part of the embodiments of the application, not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by the personnel in the field without creative labor are within the protection scope of the application.

[0020] In order to make the purpose, technical solutions and advantages of the application more clear, the application embodiments will be further described in detail below in combination with the drawings.

[0021] In the first aspect, the embodiments of the application provide a double electric drive axle commercial vehicle driving anti-slip control method.

[0022] ​In an embodiment, referring to Figure 1 , Figure 1 is a flowchart of an embodiment of a driving anti-skid control method for a dual electric drive axle commercial vehicle. As shown in Figure 1 , the driving anti-skid control method for a dual electric drive axle commercial vehicle includes: Step S10: When the target vehicle is in a sliding state, for each drive wheel, an initial rolling radius is determined according to a real-time reference vehicle speed and a real-time angular velocity of the drive wheel.

[0023] Exemplarily, in the embodiment of the present application, the dual electric drive axle commercial vehicle refers to a commercial vehicle with electric drive axles in the middle axle and the rear axle, and a non-drive axle in the front axle, which is non-motorized and used only for steering; when the target vehicle is in a sliding state, the drive wheels are not powered and not braked, and can be regarded as free rolling, and the wheel speed thereof can best reflect the true vehicle speed, so that the accuracy of the real-time reference vehicle speed calculated in this state is higher; specifically, the real-time reference vehicle speed refers to the actual driving speed of the vehicle calculated by the wheel speed of the non-drive wheel and the standard rolling radius, which is used as the basis for calculating the base rolling radius; the standard rolling radius refers to the theoretical value measured by the tire manufacturer under the preset standard test conditions; the wheel speed of the non-drive wheel and the standard rolling radius are substituted into the following calculation formula to obtain the real-time reference vehicle speed, and the calculation formula is:

[0024] In the formula, is the left wheel speed of the non-drive wheel; is the right wheel speed of the non-drive wheel; is the standard rolling radius; is the real-time reference vehicle speed.

[0025] It should be noted that the real-time angular velocity of the drive wheel refers to the rotation angle of the drive wheel per unit time, which reflects the rotation of the tire, and can be obtained by real-time monitoring by a sensor; the initial rolling radius can be calculated according to the two parameters of the real-time reference vehicle speed and the real-time angular velocity of the drive wheel; the real-time reference vehicle speed and the real-time angular velocity of the drive wheel are substituted into the following calculation formula to obtain the initial rolling radius, and the calculation formula is:

[0026] In the formula, is the real-time angular velocity of the drive wheel; is the initial rolling radius; It can be understood that the above process can reflect the motion state of the tire in real time, thereby improving the response accuracy of the anti-skid system, which is crucial for accurately controlling the slip ratio of the vehicle and optimizing the anti-skid control.

[0027] Step S20: The base rolling radius is determined based on the initial rolling radius and the initial rolling radius at the previous time.

[0028] Exemplarily, in the embodiments of the present application, a plurality of sets of rolling radius data are continuously collected in the historical successful coasting scenarios, and a first-order low-pass filter or a moving average algorithm is used to smooth the calculated initial rolling radius, update the storage in the ECU, eliminate the influence of transient changes and system noise on the calculation of the rolling radius, and obtain a more stable and accurate reference rolling radius. Specifically, the reference rolling radius is obtained by substituting the initial rolling radius and the initial rolling radius at the last moment into the following calculation formula:

[0029] In the formula, is the rolling radius at the last moment; is the reference rolling radius; is a preset filter coefficient for balancing response speed and stability, and its specific value can be determined according to actual needs, and is not limited, for example, the preset filter coefficient can be preferably selected between 0.05 and 0.1.

[0030] Step S30: determining the real-time rolling radius of the drive wheel according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum motor torque and the real-time lateral acceleration.

[0031] Exemplarily, in the embodiments of the present application, the load parameter includes the axle load and the tire rated load, wherein the axle load refers to the vertical load acting on a single axle, i.e. the distribution of the total weight of the vehicle on each axle, which can be obtained from an air suspension pressure sensor or a preset mass estimation model, wherein the principle of calculating the axle load by the mass estimation model is well known in the art, and for the sake of brevity of description, it will not be described here; the tire rated load refers to the maximum load that the tire can safely bear under certain conditions (such as standard temperature and speed); the real-time motor torque represents the output torque of the current motor to the drive wheel, which determines the rotational torque of the tire and affects the dynamic changes of the wheel speed and the rolling radius; the maximum motor torque provides the maximum output capability limit of the motor, which is used to constrain the torque range of the motor output to avoid overload or loss of control; the real-time lateral acceleration is the acceleration change in the lateral direction of the vehicle, which reflects the lateral motion state of the vehicle and affects the handling performance and load distribution of the tire, and can be collected by the acceleration sensor in the ECU. Considering these parameters comprehensively, the real-time rolling radius of the drive wheel can be calculated, which is crucial for vehicle traction, anti-skid control and handling stability, ensuring that the rolling behavior of the drive wheel meets the expectations under different working conditions, and improving the driving performance and safety.

[0032] Step S40: determining the real-time slip ratio of the drive wheel according to the real-time rolling radius, the real-time drive wheel speed and the real-time reference vehicle speed.

[0033] Exemplarily, in the embodiments of the present application, the real-time slip ratio refers to the degree of slip of the tire during driving, and the slip ratio is a key indicator for measuring whether the tire is excessively slipping or excessively tractioning, which can provide accurate input for the anti-slip control system, ensure that the vehicle can maintain the best traction and driving stability under different road conditions, avoid excessive slip or tire wear, and improve the safety and power transmission efficiency of the vehicle.

[0034] Specifically, the real-time slip ratio of the drive wheel is obtained by substituting the real-time rolling radius, the real-time drive wheel speed and the real-time reference vehicle speed into the following calculation formula:

[0035] In the formula, is the real-time rolling radius corresponding to the i-th drive wheel; is the real-time drive wheel speed corresponding to the i-th drive wheel; is the real-time reference vehicle speed; is the real-time slip ratio corresponding to the i-th drive wheel; It should be noted that the second largest of the real-time reference vehicle speeds of the four drive wheels can be preferably selected as the real-time reference vehicle speed to improve the anti-interference performance.

[0036] Step S50: determining a target torque according to the real-time motor torque, the speed ratio of the speed reducer, the real-time rolling radius, the gravitational acceleration, the real-time slip ratio, the total vehicle mass, the target slip ratio and the driver demand torque, and driving the vehicle based on the target torque to perform anti-slip control.

[0037] Exemplarily, in the embodiments of the present application, the speed ratio of the speed reducer reflects the power transmission ratio between the motor and the drive wheel, which affects the size of the final torque output to the drive wheel; the gravitational acceleration, as a constant, is the basis for calculating the tire ground force and traction; the total vehicle mass can be obtained by the load sensor, which affects the inertia and traction requirement of the vehicle, and determines whether the applied torque is sufficient to overcome the motion resistance of the vehicle; the target slip ratio is the expected tire slip ratio, which can avoid excessive tire slip or locking by controlling the reasonable range of the slip ratio (which can be preferably selected as 10% ~ 20%); the driver demand torque reflects the requirements of the driver for vehicle acceleration, deceleration and other operations, and is the basis for system control; by comprehensively considering these parameters, the target torque required for achieving the expected traction and stability can be calculated; based on this, the system can perform driving anti-slip control on the vehicle, adjust the motor output torque or use the brake system for intervention, ensure the smooth driving of the vehicle under complex road conditions, and avoid power loss, tire wear or safety hazards caused by excessive slip.

[0038] The application determines the initial rolling radius of each drive wheel according to the real-time reference vehicle speed and the real-time angular speed of the drive wheel when the target vehicle is in the sliding state; determines the reference rolling radius based on the initial rolling radius and the initial rolling radius at the last time, which can better adapt to dynamic changes and avoid the slip rate fluctuation caused by sudden changes; determines the real-time rolling radius of the drive wheel according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum motor torque and the real-time lateral acceleration, which considers the actual factors such as load and applied torque, is closer to the real driving state of the vehicle and obtains a more accurate rolling radius; determines the more accurate real-time slip rate of the drive wheel according to the accurate real-time rolling radius, the real-time drive wheel speed and the real-time reference vehicle speed; determines the target torque according to the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravity acceleration, the real-time slip rate, the vehicle mass, the target slip rate and the driver demand torque, and drives the vehicle for anti-slip control according to the target torque; the application calculates the accurate rolling radius by considering the actual factors such as load and applied torque, reduces the slip rate error, and thus realizes accurate anti-slip control.

[0039] Further, in an embodiment, the load parameter includes an axle load and a tire rated load, and the determining of the real-time rolling radius of the drive wheel according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum motor torque and the real-time lateral acceleration includes: The reference rolling radius, the axle load, the tire rated load, the real-time motor torque, the maximum motor torque, the real-time lateral acceleration, a preset load compensation coefficient, a preset longitudinal reciprocating torque compensation coefficient and a preset lateral force compensation coefficient are substituted into the following calculation formula to obtain the real-time rolling radius of the drive wheel, and the calculation formula is:

[0040] In the formula, is the reference rolling radius; is the axle load; is the tire rated load; is the real-time motor torque; is the maximum motor torque; is the real-time lateral acceleration; is the preset load compensation coefficient; is the preset longitudinal reciprocating torque compensation coefficient; is the preset lateral force compensation coefficient; is the real-time rolling radius of the drive wheel.

[0041] Exemplarily, in the embodiment of the application, the reference rolling radius , the axle load , the tire rated load , the real-time motor torque , maximum motor torque , real-time lateral acceleration , preset load compensation coefficient k , preset longitudinal reciprocating torque compensation coefficient , and preset lateral force compensation coefficient Substituting the following calculation formula to obtain the real-time rolling radius of the drive wheel :

[0042] It should be noted that the load compensation coefficient is a parameter for adjusting the drive wheel torque output according to the change of the vehicle under different load conditions; the longitudinal reciprocating torque compensation coefficient is a parameter for compensating the reciprocating torque fluctuation of the drive wheel during longitudinal movement; the lateral force compensation coefficient is used to compensate the change of the lateral force generated by the drive wheel during turning or lateral acceleration; the specific values of the preset load compensation coefficient, the preset longitudinal reciprocating torque compensation coefficient and the preset lateral force compensation coefficient can be determined by bench test and real vehicle test, which are not limited herein, for example, the preset load compensation coefficient can be preferably taken as 0.05, the preset longitudinal reciprocating torque compensation coefficient can be preferably taken as 0.03, and the preset lateral force compensation coefficient can be preferably taken as 0.01.

[0043] Further, in an embodiment, referring to Figure 2 , the target torque is determined according to the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the real-time slip rate, the vehicle mass, the target slip rate and the driver demand torque, which comprises: Step S501: determining the maximum adhesion coefficient of the current road surface based on the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the vehicle mass and the real-time slip rate; Step S502: determining the target torque according to the maximum adhesion coefficient, the vehicle mass, the gravitational acceleration, the real-time rolling radius, the target slip rate, the real-time slip rate, the reducer speed ratio and the driver demand torque.

[0044] Demonstratively, in the embodiment of the present application, the adhesion coefficient utilization can be determined by combining the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the preset transmission efficiency, the vehicle mass and the gravitational acceleration, which reflects the effective utilization degree of the friction between the tire and the ground, and further affects the traction stability and handling performance of the vehicle; then the maximum adhesion coefficient, i.e. the maximum friction that can be borne between the tire and the ground, can be determined according to the real-time slip rate, the real-time motor torque and the adhesion coefficient utilization, so as to avoid excessive tire slip or insufficient traction, thereby ensuring the driving stability and safety under different road conditions.

[0045] It can be understood that the maximum allowable torque of the motor can be determined in combination with the maximum adhesion coefficient, the vehicle mass, the gravitational acceleration, the real-time slip rate, the speed ratio of the decelerator and the real-time rolling radius, and the minimum value of the driver demand torque and the maximum allowable torque of the motor is selected as the target torque; through the linkage calculation between the above parameters, the target torque is obtained which meets the driving intention and ensures the traction stability of the vehicle, and the anti-slip control is performed according to the target torque, and finally the precise driving anti-slip control is realized.

[0046] Further, in an embodiment, the target torque is determined according to the maximum adhesion coefficient, the vehicle mass, the gravitational acceleration, the real-time rolling radius, the target slip rate, the real-time slip rate, the speed ratio of the decelerator and the driver demand torque, and the target torque comprises: the maximum adhesion force determined based on the maximum adhesion coefficient, the vehicle mass and the gravitational acceleration; the maximum allowable torque of the driving wheel determined according to the maximum adhesion force and the real-time rolling radius; the slip rate correction coefficient determined based on the target slip rate and the real-time slip rate; the maximum allowable torque of the motor determined based on the maximum allowable torque of the driving wheel, the speed ratio of the decelerator, the slip rate correction coefficient and the preset transmission efficiency; the target torque determined according to the driver demand torque and the maximum allowable torque of the motor.

[0047] Exemplarily, in the embodiment of the present application, the maximum adhesion coefficient, the vehicle mass and the gravitational acceleration are substituted into the following calculation formula to obtain the maximum adhesion force, and the calculation formula is:

[0048] In the formula, is the gravitational acceleration; is the vehicle mass; is the maximum adhesion coefficient; is the maximum adhesion force.

[0049] The maximum adhesion force and the real-time rolling radius are substituted into the following calculation formula to obtain the maximum allowable torque of the driving wheel, and the calculation formula is:

[0050] In the formula, is the maximum allowable torque of the driving wheel; is the real-time rolling radius.

[0051] Specifically, the target slip rate (i.e. the optimal slip rate) can be obtained by test calibration, and is not limited here. Different target slip rates can be preferably selected for different road types, for example, the target slip rate for dry asphalt / concrete road ≈15% -20%; the target slip rate for wet asphalt road ≈20% - 30%; snow ≈30% - 50%; ice ≈50% - 100%; preferably, also based on the measured data accumulation, the system is built-in a MAP table based on MAP to achieve adaptive adjustment.

[0052] It can be understood that the difference between the real-time slip ratio and the target slip ratio is adjusted by PID (Proportional-Integral-Derivative) to obtain the slip ratio correction coefficient β = PID( - ), it should be noted that the principle of PID adjustment is well known in the art, and for the sake of brevity of description, it will not be described here; the role of the slip ratio correction coefficient is to control the slip ratio near the target slip ratio , wherein the initial value of the slip ratio correction coefficient can be determined according to actual needs, which is not limited here, for example, the initial value of the slip ratio correction coefficient can be preferably taken between 0.8 ~ 0.9.

[0053] The maximum allowable torque of the drive wheel, the reducer speed ratio, the slip ratio correction coefficient and the preset transmission efficiency are substituted into the following calculation formula to obtain the maximum allowable torque of the motor, and the calculation formula is:

[0054] In the formula, is the maximum allowable torque of the drive wheel; is the reducer speed ratio; is the slip ratio correction coefficient; is the preset transmission efficiency, and its specific value can be determined according to actual needs, which is not limited here, for example, the preset transmission efficiency can be preferably taken as 0.95; is the maximum allowable torque of the motor.

[0055] The minimum value of the driver demand torque and the maximum allowable torque of the motor is selected as the target torque :

[0056] Further, in an embodiment, the maximum adhesion coefficient of the current road surface is determined based on the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the vehicle mass and the real-time slip ratio, comprising: ​​The adhesion coefficient utilization rate is determined based on the real-time motor torque, the speed ratio of the reducer, the real-time rolling radius, the preset transmission efficiency, the vehicle mass and the gravity acceleration. The maximum adhesion coefficient is determined according to the real-time slip rate, the real-time motor torque and the adhesion coefficient utilization rate.

[0057] Exemplarily, in the embodiment of the application, the real-time motor torque, the speed ratio of the reducer, the real-time rolling radius, the preset transmission efficiency, the vehicle mass and the gravity acceleration are substituted into the following calculation formula to obtain the adhesion coefficient utilization rate, and the calculation formula is

[0058] In the formula, is the real-time motor torque corresponding to the ith driving wheel; is the speed ratio of the reducer; is the real-time rolling radius corresponding to the ith driving wheel; is the preset transmission efficiency; is the gravity acceleration; is the vehicle mass; is the adhesion coefficient utilization rate corresponding to the ith driving wheel.

[0059] Specifically, the slip rate difference and the motor torque difference within a preset time period can be respectively calculated through the real-time slip rate and the real-time motor torque, and the maximum adhesion coefficient of the current road surface is determined according to the relationship between the ratio of the two differences and the preset ratio threshold value and the adhesion coefficient utilization rate, so as to ensure the driving stability and safety.

[0060] Further, in an embodiment, the maximum adhesion coefficient is determined according to the real-time slip rate, the real-time motor torque and the adhesion coefficient utilization rate, and the method comprises the following steps. The slip rate difference within a preset time period is determined based on the real-time slip rate; The motor torque difference within a preset time period is determined based on the real-time motor torque; A target ratio is determined according to the slip rate difference and the motor torque difference; If the target ratio is greater than the preset ratio threshold value, the maximum adhesion coefficient is determined based on the adhesion coefficient utilization rate and the preset safety coefficient; If the target ratio is not greater than the preset ratio threshold value, the step of determining the initial rolling radius according to the real-time reference speed and the real-time angular velocity of the driving wheel is continued to be executed when the target vehicle is in the sliding state.

[0061] Exemplarily, in the embodiment of the application, the specific value of the preset time period can be determined according to actual needs, and is not limited herein; it is assumed that the starting time of the preset time period is t1, and the first real-time slip rate corresponding to the time t1 is The first real-time motor torque corresponding to the time t1 is T1; the termination time is t2, and the second real-time slip rate corresponding to the time t2 is The second real-time motor torque corresponding to the time t2 is T2, and the time length is The slip rate difference in the time length ; The motor torque difference in the time length ; the motor torque difference and the slip rate difference are substituted into the following calculation formula to obtain a target ratio :

[0062] Specifically, the preset safety factor is a safety margin for ensuring that the vehicle can still maintain stability under extreme conditions, and the specific value thereof can be determined according to actual requirements, which is not limited herein. For example, the preset safety factor can be preferably 1.1; the specific value of the preset ratio threshold can be determined according to actual requirements, which is not limited herein. For example, the preset ratio threshold can be preferably 0.5% / (Nm); if the target ratio is greater than the preset ratio threshold, it indicates that a small increase in torque will cause a large jump in slip rate, that is, the wheel has approached or reached the adhesion limit, and at this time the adhesion coefficient utilization rate is multiplied by a preset safety factor to obtain the maximum adhesion coefficient of the current road surface; if the target ratio is not greater than the preset ratio threshold, it indicates that the target vehicle does not appear to be slipping at the current time, and then the step of determining the initial rolling radius according to the real-time reference speed and the real-time angular velocity of the drive wheel for each drive wheel when the target vehicle is in the slipping state is continued.

[0063] Further, in an embodiment, before the step of when the target vehicle is in the slipping state, the method further comprises: If the target condition is detected, it is determined that the target vehicle is in the slipping state, and the target condition includes that the real-time throttle opening degree is a preset opening threshold, the real-time vehicle speed is greater than a preset speed threshold, the real-time steering wheel rotation angle is less than a preset rotation angle threshold, the real-time slope is less than a preset slope threshold, and the brake pedal signal is a preset target value, which represents that the driver has no braking intention.

[0064] For example, the preset opening threshold value can be 0%, the preset vehicle speed threshold value can be 5 km / h, the preset slope threshold value can be 0.57°, and the preset steering angle threshold value can be 3°. The preset target value is used to represent whether the driver has no braking intention, and the specific value thereof can be determined according to actual needs. For example, the preset target value can be 0, which represents that the driver has no braking intention when the brake pedal signal is 0, and represents that the driver has braking intention when the brake pedal signal is not 0.

[0065] Specifically, the target condition includes that the real-time throttle opening is the preset opening threshold value, the real-time vehicle speed is greater than the preset vehicle speed threshold value, the real-time steering wheel steering angle is less than the preset steering angle threshold value, the real-time slope is less than the preset slope threshold value, and the brake pedal signal is the preset target value. The real-time throttle opening can be obtained by an accelerator pedal position sensor (APS), and the real-time throttle opening equal to 0% indicates that the driver has no acceleration intention. The brake pedal signal can be obtained by a brake pedal switch / sensor (BPS), and the brake pedal signal equal to 0 indicates that the driver has no braking intention. The real-time vehicle speed can be obtained by a vehicle speed sensor (VSS), and the real-time vehicle speed greater than 5 km / h can exclude invalid signals at an extremely low speed. The real-time slope can be obtained by a grade sensor percentage (GSP), and the real-time slope less than 1% indicates that the vehicle is driving on an approximately horizontal road. The real-time steering wheel steering angle can be obtained by a steering angle sensor (SAS), and the real-time steering wheel steering angle less than 3° indicates that the vehicle is driving approximately in a straight line, which can avoid errors caused by wheel speed differences when turning.

[0066] It can be understood that if the above conditions are met at the same time, it indicates that the vehicle is sliding on a flat road, and it is determined that the target vehicle is in a sliding state. If any one of the above conditions is not met, it indicates that the vehicle is not sliding on a flat road, and it is determined that the target vehicle is not in a sliding state.

[0067] In a second aspect, the embodiments of the present application also provide a double electric drive axle commercial vehicle drive anti-slip control system.

[0068] In an embodiment, with reference to Figure 3 , Figure 3 is a functional module schematic diagram of the double electric drive axle commercial vehicle drive anti-slip control system embodiment of the present application. As Figure 3As shown, the double electric drive axle commercial vehicle drive anti-skid control system comprises: a first processing module configured to determine an initial rolling radius of each drive wheel according to a real-time reference vehicle speed and a real-time angular velocity of the drive wheel when the target vehicle is in a sliding state; a second processing module configured to determine a reference rolling radius based on the initial rolling radius and the initial rolling radius at a previous time; a third processing module configured to determine a real-time rolling radius of the drive wheel according to the reference rolling radius, a load parameter, a real-time motor torque, a maximum motor torque, and a real-time lateral acceleration; a fourth processing module configured to determine a real-time slip ratio of the drive wheel according to the real-time rolling radius, a real-time drive wheel speed, and the real-time reference vehicle speed; a fifth processing module configured to determine a target torque according to the real-time motor torque, a reducer speed ratio, the real-time rolling radius, a gravitational acceleration, the real-time slip ratio, a total vehicle mass, a target slip ratio, and a driver demand torque, and to perform drive anti-skid control on the vehicle based on the target torque.

[0069] Further, in an embodiment, the load parameter comprises an axle load and a tire rated load, and the third processing module is specifically configured to: substitute the reference rolling radius, the axle load, the tire rated load, the real-time motor torque, the maximum motor torque, the real-time lateral acceleration, a preset load compensation coefficient, a preset longitudinal reciprocating torque compensation coefficient, and a preset lateral force compensation coefficient into the following calculation formula to obtain the real-time rolling radius of the drive wheel, the calculation formula being:

[0070] wherein, the reference rolling radius is the reference rolling radius; the axle load is the axle load; the tire rated load is the tire rated load; the real-time motor torque is the real-time motor torque; the maximum motor torque is the maximum motor torque; the real-time lateral acceleration is the real-time lateral acceleration; k the preset load compensation coefficient is the preset load compensation coefficient; the preset longitudinal reciprocating torque compensation coefficient is the preset longitudinal reciprocating torque compensation coefficient; the preset lateral force compensation coefficient is the preset lateral force compensation coefficient; the real-time rolling radius of the drive wheel is the real-time rolling radius of the drive wheel.

[0071] Further, in an embodiment, the fifth processing module is specifically configured to: determine a maximum adhesion coefficient of a current road surface based on the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravitational acceleration, the total vehicle mass, and the real-time slip ratio; The target torque is determined according to the maximum adhesion coefficient, the whole vehicle mass, the gravity acceleration, the real-time rolling radius, the target slip ratio, the real-time slip ratio, the speed ratio of the decelerator and the driver demand torque.

[0072] Further, in an embodiment, the fifth processing module is specifically further used for: The maximum adhesion force is determined based on the maximum adhesion coefficient, the whole vehicle mass and the gravity acceleration. The maximum allowable torque of the driving wheel is determined according to the maximum adhesion force and the real-time rolling radius. The slip ratio correction coefficient is determined based on the target slip ratio and the real-time slip ratio. The maximum allowable torque of the motor is determined based on the maximum allowable torque of the driving wheel, the speed ratio of the decelerator, the slip ratio correction coefficient and the preset transmission efficiency. The target torque is determined according to the driver demand torque and the maximum allowable torque of the motor.

[0073] Further, in an embodiment, the fifth processing module is specifically further used for: The adhesion coefficient utilization rate is determined based on the real-time motor torque, the speed ratio of the decelerator, the real-time rolling radius, the preset transmission efficiency, the whole vehicle mass and the gravity acceleration. The maximum adhesion coefficient is determined according to the real-time slip ratio, the real-time motor torque and the adhesion coefficient utilization rate.

[0074] Further, in an embodiment, the fifth processing module is specifically further used for: The slip ratio difference value within the preset time length is determined based on the real-time slip ratio. The motor torque difference value within the preset time length is determined based on the real-time motor torque. The target ratio value is determined according to the slip ratio difference value and the motor torque difference value. If the target ratio value is greater than the preset ratio threshold value, the maximum adhesion coefficient is determined based on the adhesion coefficient utilization rate and the preset safety coefficient. If the target ratio value is not greater than the preset ratio threshold value, the step of determining the initial rolling radius according to the real-time reference vehicle speed and the real-time angular velocity of the driving wheel is continued to be executed when the target vehicle is in the sliding state.

[0075] Further, in an embodiment, the first processing module is specifically used for: If the target condition is detected, it is determined that the target vehicle is in the sliding state, the target condition including that the real-time throttle opening degree is the preset opening threshold value, the real-time vehicle speed is greater than the preset vehicle speed threshold value, the real-time steering wheel rotation angle is less than the preset rotation threshold value, the real-time slope is less than the preset slope threshold value and the brake pedal signal is the preset target value, the target value representing that the driver has no braking intention.

[0076] When the target vehicle is in the sliding state, the initial rolling radius is determined according to the real-time reference vehicle speed and the real-time angular speed of the drive wheel for each drive wheel; the reference rolling radius is determined based on the initial rolling radius and the initial rolling radius at the last time, which can better adapt to dynamic changes and avoid the slip rate fluctuation caused by sudden changes; the real-time rolling radius of the drive wheel is determined according to the reference rolling radius, the load parameter, the real-time motor torque, the maximum motor torque and the real-time lateral acceleration, which considers the actual factors such as load and applied torque, is closer to the real driving state of the vehicle, and obtains a more accurate rolling radius; the more accurate real-time slip rate of the drive wheel is determined according to the accurate real-time rolling radius, the real-time drive wheel speed and the real-time reference vehicle speed; the target torque is determined according to the real-time motor torque, the reducer speed ratio, the real-time rolling radius, the gravity acceleration, the real-time slip rate, the vehicle mass, the target slip rate and the driver demand torque, and the vehicle is driven for anti-slip control according to the target torque; the application calculates the accurate rolling radius by considering the actual factors such as load and applied torque, reduces the slip rate error, and thus realizes accurate anti-slip control.

[0077] The functions of each module in the double electric drive axle commercial vehicle drive anti-slip control system correspond to the steps in the double electric drive axle commercial vehicle drive anti-slip control method embodiment, and the functions and implementation processes will not be repeated here.

[0078] In a third aspect, the embodiments of the present application provide a double electric drive axle commercial vehicle drive anti-slip control device. The double electric drive axle commercial vehicle drive anti-slip control device can be a personal computer (PC), a notebook computer, a server, or other devices with data processing functions.

[0079] Reference Figure 4 , Figure 4 The figure is a schematic diagram of the hardware structure of the double electric drive axle commercial vehicle drive anti-slip control device involved in the embodiments of the present application. In the embodiments of the present application, the double electric drive axle commercial vehicle drive anti-slip control device can include a processor, a memory, a communication interface, and a communication bus.

[0080] The communication bus can be of any type, used to interconnect the processor, the memory, and the communication interface.

[0081] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, and the like, which are used to realize the interconnection of devices inside the drive slip control device of the double electric drive axle commercial vehicle, and the interconnection of the drive slip control device of the double electric drive axle commercial vehicle and other devices (for example, other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber interface, an ATM interface, and the like; and the user device can be a display (Display), a keyboard (Keyboard), and the like.

[0082] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), and the like.

[0083] The processor can be a general-purpose processor, which can invoke the double electric drive axle commercial vehicle drive slip control program stored in the memory and execute the double electric drive axle commercial vehicle drive slip control method provided by the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the double electric drive axle commercial vehicle drive slip control program is invoked can refer to the various embodiments of the double electric drive axle commercial vehicle drive slip control method of the present application, which will not be described here.

[0084] Those skilled in the art can understand that the hardware structure shown in the above-mentioned embodiments is not a limitation of the present application, and can include more or fewer components than those shown, or combine certain components, or different component arrangements. Figure 4

[0085] In a fourth aspect, the embodiments of the present application further provide a readable storage medium.

[0086] The readable storage medium of the present application stores a double electric drive axle commercial vehicle drive slip control program, wherein when the double electric drive axle commercial vehicle drive slip control program is executed by the processor, the steps of the double electric drive axle commercial vehicle drive slip control method as described above are realized.

[0087] The method realized when the double electric drive axle commercial vehicle drive slip control program is executed can refer to the various embodiments of the double electric drive axle commercial vehicle drive slip control method of the present application, which will not be described here. ​

[0088] The terms "include," "includes" or "including," and any variations thereof, in the DETAILED DESCRIPTION of the Invention and the claims herein, and throughout the above description, are intended to cover both express and implied referencing. For example, a process, method, system, product, or apparatus that comprises a list of steps or elements is not necessarily limited to those listed steps or elements but can include other not-listed steps or elements, or can also include other steps or elements that are inherent to such process, method, system, product, or apparatus. The terms "first," "second," and "third," and the like, are used merely to distinguish one element from another and are not meant to denote a first, second, and third order of precedence or priority.

[0089] In the description of the present embodiments, the terms "exemplary," "for example," or "e.g." are used to indicate one example out of many. None of the above examples are intended to be preferred or advantageous over the other examples. Rather, the use of "exemplary," "for example," or "e.g." is intended to present concepts in a concrete manner.

[0090] In the description of the present embodiments, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the text merely describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the present embodiments, "multiple" means two or more than two.

[0091] In some of the processes described in the present embodiments, a plurality of operations or steps are included in a specific order, but it should be understood that these operations or steps can be executed or performed in parallel or in an order different from that in which they appear in the present embodiments. The serial number of the operation is only used to distinguish different operations, and the serial number itself does not represent any execution order. In addition, these processes can include more or fewer operations, and these operations or steps can be executed or performed in sequence or in parallel, and these operations or steps can be combined.

[0092] It should be noted that the serial numbers of the above embodiments of the present application are only for description, and do not represent the advantages or disadvantages of the embodiments.

[0093] Those skilled in the art can clearly understand the above-mentioned embodiment method can be realized by means of software and the necessary general hardware platform, of course, can also be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a plurality of instructions for making a terminal device execute the method described in each embodiment of the present application.

[0094] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for anti-skid control of dual-electric drive axle commercial vehicle, characterized in that, The dual-electric drive axle commercial vehicle anti-skid control method includes: When the target vehicle is in a gliding state, the initial rolling radius is determined for each drive wheel based on the real-time reference vehicle speed and the real-time angular velocity of the drive wheel. The reference rolling radius is determined based on the initial rolling radius and the initial rolling radius at the previous moment; The real-time rolling radius of the drive wheel is determined based on the reference rolling radius, load parameters, real-time motor torque, maximum motor torque, and real-time lateral acceleration. The real-time slip ratio of the drive wheels is determined based on the real-time rolling radius, the real-time drive wheel speed, and the real-time reference vehicle speed. The target torque is determined based on the real-time motor torque, reducer speed ratio, real-time rolling radius, gravitational acceleration, real-time slip ratio, vehicle mass, target slip ratio, and driver-required torque, and the vehicle is then driven for anti-slip control based on the target torque.

2. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 1, characterized in that, The load parameters include axle load and tire rated load. Determining the real-time rolling radius of the drive wheel based on the reference rolling radius, load parameters, real-time motor torque, maximum motor torque, and real-time lateral acceleration includes: The real-time rolling radius of the drive wheel is obtained by substituting the reference rolling radius, axle load, tire rated load, real-time motor torque, maximum motor torque, real-time lateral acceleration, preset load compensation coefficient, preset longitudinal reciprocating torque compensation coefficient, and preset lateral force compensation coefficient into the following calculation formula: In the formula, The baseline rolling radius; For axle load; This refers to the tire's rated load. This refers to the real-time motor torque. This represents the maximum torque of the motor. For real-time lateral acceleration; k This is the preset load compensation coefficient; This is the preset longitudinal reciprocating torque compensation coefficient; This is the preset lateral force compensation coefficient; This is the real-time rolling radius of the drive wheel.

3. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 1, characterized in that, The determination of the target torque based on real-time motor torque, reducer speed ratio, real-time rolling radius, gravitational acceleration, real-time slip ratio, vehicle mass, target slip ratio, and driver-required torque includes: The maximum adhesion coefficient of the current road surface is determined based on real-time motor torque, reducer speed ratio, real-time rolling radius, gravitational acceleration, vehicle mass, and real-time slip ratio. The target torque is determined based on the maximum adhesion coefficient, vehicle mass, gravitational acceleration, real-time rolling radius, target slip ratio, real-time slip ratio, reducer ratio, and driver-required torque.

4. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 3, characterized in that, The determination of the target torque based on the maximum adhesion coefficient, vehicle mass, gravitational acceleration, real-time rolling radius, target slip ratio, real-time slip ratio, reducer ratio, and driver-required torque includes: The maximum adhesion force is determined based on the maximum adhesion coefficient, vehicle mass, and gravitational acceleration. The maximum permissible torque of the drive wheel is determined based on the maximum adhesion and the real-time rolling radius. The slip ratio correction coefficient is determined based on the target slip ratio and the real-time slip ratio. The maximum allowable torque of the motor is determined based on the maximum allowable torque of the drive wheel, the speed ratio of the reducer, the slip ratio correction coefficient, and the preset transmission efficiency. The target torque is determined based on the driver's required torque and the motor's maximum permissible torque.

5. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 3, characterized in that, The determination of the maximum adhesion coefficient of the current road surface based on real-time motor torque, reducer speed ratio, real-time rolling radius, gravitational acceleration, vehicle mass, and real-time slip ratio includes: The adhesion coefficient utilization rate is determined based on real-time motor torque, reducer speed ratio, real-time rolling radius, preset transmission efficiency, vehicle mass, and gravitational acceleration. The maximum adhesion coefficient is determined based on the real-time slip ratio, real-time motor torque, and adhesion coefficient utilization rate.

6. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 5, characterized in that, The determination of the maximum adhesion coefficient based on real-time slip ratio, real-time motor torque, and adhesion coefficient utilization includes: The slip rate difference within a preset time period is determined based on the real-time slip rate; The motor torque difference within a preset time period is determined based on the real-time motor torque. The target ratio is determined based on the difference in slip ratio and the difference in motor torque; If the target ratio is greater than the preset ratio threshold, the maximum adhesion coefficient is determined based on the adhesion coefficient utilization rate and the preset safety factor. If the target ratio is not greater than the preset ratio threshold, then continue to execute the step of determining the initial rolling radius for each drive wheel when the target vehicle is in a skidding state, based on the real-time reference vehicle speed and the real-time angular velocity of the drive wheel.

7. The anti-skid control method for dual-electric drive axles commercial vehicles as described in claim 1, characterized in that, Prior to the step where the target vehicle is in a coasting state, the method further includes: If a target condition is detected, the target vehicle is determined to be in a coasting state. The target conditions include the real-time throttle opening being a preset opening threshold, the real-time vehicle speed being greater than a preset vehicle speed threshold, the real-time steering wheel angle being less than a preset steering angle threshold, the real-time slope being less than a preset slope threshold, and the brake pedal signal being a preset target value. The target value indicates that the driver has no intention to brake.

8. A dual-electric drive axle commercial vehicle anti-skid control system, characterized in that, The dual-electric drive axle commercial vehicle anti-skid control system includes: The first processing module is used to determine the initial rolling radius for each drive wheel when the target vehicle is in a skidding state, based on the real-time reference vehicle speed and the real-time angular velocity of the drive wheel. The second processing module is used to determine the reference rolling radius based on the initial rolling radius and the initial rolling radius at the previous moment. The third processing module is used to determine the real-time rolling radius of the drive wheel based on the reference rolling radius, load parameters, real-time motor torque, maximum motor torque, and real-time lateral acceleration. The fourth processing module is used to determine the real-time slip ratio of the drive wheels based on the real-time rolling radius, the real-time drive wheel speed, and the real-time reference vehicle speed. The fifth processing module is used to determine the target torque based on the real-time motor torque, reducer speed ratio, real-time rolling radius, gravitational acceleration, real-time slip ratio, vehicle mass, target slip ratio, and driver-required torque, and to perform anti-slip control on the vehicle based on the target torque.

9. A dual-electric drive axle commercial vehicle anti-skid control device, characterized in that, The dual-electric-drive axle commercial vehicle anti-skid control device includes a processor, a memory, and a dual-electric-drive axle commercial vehicle anti-skid control program stored in the memory and executable by the processor, wherein when the dual-electric-drive axle commercial vehicle anti-skid control program is executed by the processor, it implements the steps of the dual-electric-drive axle commercial vehicle anti-skid control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a dual-electric-drive axle commercial vehicle anti-skid control program, wherein when the dual-electric-drive axle commercial vehicle anti-skid control program is executed by a processor, it implements the steps of the dual-electric-drive axle commercial vehicle anti-skid control method as described in any one of claims 1 to 7.

Images