Anti-skid control method, device, equipment and storage medium

Abstract

The present invention relates to the field of automobile control technology, and discloses an anti-skid control method, apparatus, device, and storage medium. The method obtains a road risk judgment coefficient and an acceleration change rate; when the road risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold, the vehicle is determined to have a potential slip tendency; when the vehicle has a potential slip tendency, a torque adjustment slope is obtained based on the road risk judgment coefficient or the acceleration change rate; and an execution torque is determined based on the torque adjustment slope, and the execution torque is sent to a motor controller. The potential slip tendency is determined based on the road risk judgment coefficient or the acceleration change rate, and when a potential slip tendency exists, early intervention control is performed, effectively reducing torque before ASR / TCS intervenes, thereby improving driving smoothness and safe control.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to an anti-skid control method, device, equipment and storage medium. Background Art

[0002] When the vehicle is starting, accelerating, or on slippery roads, the VDC system detects vehicle slip and sends this information to the Vehicle Control Module (VCM). The VCM, after arbitrating information such as driver intent and vehicle status, calculates the desired torque value and sends it to the motor controller for execution. This long control chain prevents slip from occurring and prevents slip control from being executed. Furthermore, under low-friction conditions and full-throttle acceleration, existing traction control systems (TCS) or acceleration slip regulation (ASR) take too long to intervene. Instantaneous dynamic responses, such as those caused by a sudden increase in throttle opening, result in a rapid drive motor torque response, resulting in an immediate increase in drive wheel torque and speed. However, due to the low surface friction and reduced drive wheel grip, the drive wheels may spin, preventing the vehicle from achieving effective driving. Consequently, the driven wheels experience a weak start and slow speed. Summary of the Invention

[0003] The main purpose of the present invention is to propose an anti-skid control method, device, equipment and storage medium, aiming to solve how to achieve effective intervention before TCS / ASR intervention.

[0004] To achieve the above object, the present invention provides an anti-skid control method, which comprises the following steps:

[0005] Obtaining the road surface risk judgment coefficient and the rate of change of acceleration;

[0006] When the road surface risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold, determining that the vehicle has a potential slip tendency;

[0007] When the vehicle has a potential slip tendency, obtaining a torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration;

[0008] An execution torque is determined according to the torque adjustment slope, and the execution torque is sent to a motor controller, so that the motor is controlled by the motor controller to operate according to the execution torque.

[0009] Optionally, obtaining a road surface risk judgment coefficient includes:

[0010] Obtain the corresponding relationship between the motor's real-time output driving force and the rolling friction coefficient, vehicle speed, and acceleration;

[0011] Obtaining a current rolling friction coefficient based on the current real-time output driving force of the motor, the current vehicle speed, the current acceleration, and the corresponding relationship;

[0012] A road surface risk judgment coefficient is obtained according to the current rolling friction coefficient and the preset rolling resistance coefficient.

[0013] Optionally, obtaining a road surface risk judgment coefficient based on the current rolling friction coefficient and a preset rolling resistance coefficient includes:

[0014] When a fixed rolling resistance coefficient is used for vehicle calibration, the fixed rolling resistance coefficient is used as a preset rolling resistance coefficient;

[0015] Obtaining a road surface risk judgment coefficient by comparing the fixed rolling resistance coefficient with the current rolling friction coefficient;

[0016] When a fixed rolling resistance coefficient is not used in vehicle calibration, the rolling resistance coefficient of a normal dry surface is used as the preset rolling resistance coefficient;

[0017] The road surface risk judgment coefficient is obtained by comparing the rolling resistance coefficient of the conventional dry ground with the current rolling friction coefficient.

[0018] Optionally, obtaining the rate of change of acceleration includes:

[0019] Get the acceleration within the acceleration sampling period and the corresponding sampling time;

[0020] Obtaining a change in acceleration of the vehicle over time according to the acceleration and the corresponding sampling time;

[0021] The amount of change in acceleration over time is taken as the rate of change of acceleration.

[0022] Optionally, obtaining the torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration includes:

[0023] using the road surface risk judgment coefficient or the rate of change of the acceleration as an enhancement coefficient;

[0024] determining a coefficient range of the enhancement coefficient;

[0025] A torque adjustment slope table is searched according to the coefficient range to obtain the torque adjustment slope corresponding to the enhancement coefficient, wherein the torque adjustment slope table includes a correspondence between the enhancement coefficient range and the torque adjustment slope.

[0026] Optionally, before determining the execution torque according to the torque adjustment slope, the method further includes:

[0027] determining whether the torque adjustment slope is within a preset slope range;

[0028] When the torque adjustment slope is not within the preset slope range, limiting the torque adjustment slope to obtain an adjusted torque adjustment slope, so as to ensure that the torque adjustment slope is limited within the preset slope range;

[0029] The determining the execution torque according to the torque adjustment slope includes:

[0030] The execution torque is determined according to the adjusted torque adjustment slope.

[0031] Optionally, before determining the execution torque according to the adjusted torque adjustment slope, the method further includes:

[0032] Get the base limit slope;

[0033] Obtaining a target slope according to the basic limit slope and the adjusted torque adjustment slope;

[0034] The determining the execution torque according to the adjusted torque adjustment slope includes:

[0035] An execution torque is determined according to the target slope.

[0036] Optionally, determining the execution torque according to the target slope includes:

[0037] Adjusting the execution torque of the previous cycle according to the target slope to obtain an adjusted torque;

[0038] Comparing the adjusted torque with the target torque to obtain a response torque executed by the motor;

[0039] When the road risk judgment coefficient is less than a preset value, obtaining a peak torque of the motor;

[0040] determining a limiting torque according to the peak torque of the motor;

[0041] The response torque is limited according to the limiting torque to obtain an execution torque after the limiting process.

[0042] Optionally, before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the method further includes:

[0043] When the ASR ON condition is met, the adjusted torque is compared with the target torque to obtain a response torque executed by the motor;

[0044] When the ASR ON condition is not met, the adjusted torque is compared with the basic torque to obtain the response torque executed by the motor.

[0045] The ASR ON condition includes at least one of the following:

[0046] The gear signal is a forward gear signal, the pedal opening of the accelerator pedal signal reaches a preset opening, and the slip rate is greater than or equal to a slip rate threshold;

[0047] or,

[0048] The road risk judgment coefficient is greater than or equal to the slip coefficient threshold, the acceleration change rate is greater than or equal to the second acceleration change threshold, the current vehicle speed is greater than or equal to the vehicle speed threshold, and the gear signal is a forward gear signal, wherein the second acceleration change threshold is greater than the first acceleration change threshold.

[0049] Optionally, before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the method further includes:

[0050] Get the slip ratio;

[0051] A table lookup is performed based on the slip ratio and the road surface risk judgment coefficient to obtain a target base torque to be reduced, wherein when the slip ratio is a preset slip ratio, the target base torque to be reduced obtained by the table lookup based on the preset slip ratio and the road surface risk judgment coefficient is greater than the preset torque value;

[0052] Adjusting the target base torque to be decreased and the base torque to obtain the current torque;

[0053] The target torque is obtained by comparing the current torque with the actual execution torque.

[0054] In addition, to achieve the above-mentioned purpose, the present invention further provides an anti-skid control device, the anti-skid control device comprising:

[0055] An acquisition module is used to obtain the road risk judgment coefficient and the rate of change of acceleration;

[0056] The acquisition module is further configured to determine that the vehicle has a potential slip tendency when the road surface risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold;

[0057] The acquisition module is further configured to obtain a torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration when the vehicle has a potential slip tendency;

[0058] The control module is used to determine the execution torque according to the torque adjustment slope, send the execution torque to the motor controller, and control the motor to work according to the execution torque through the motor controller.

[0059] In addition, to achieve the above-mentioned purpose, the present invention also proposes an anti-skid control device, which includes: a memory, a processor, and an anti-skid control program stored in the memory and executable on the processor, wherein the anti-skid control program is configured to implement the anti-skid control method described above.

[0060] In addition, to achieve the above-mentioned purpose, the present invention further proposes a storage medium, on which an anti-skid control program is stored. When the anti-skid control program is executed by a processor, the anti-skid control method described above is implemented.

[0061] The anti-skid control method proposed by the present invention obtains a road risk judgment coefficient and an acceleration change rate. When the road risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold, the method determines that the vehicle has a potential slip tendency. When the vehicle has a potential slip tendency, a torque adjustment slope is obtained based on the road risk judgment coefficient or the acceleration change rate. An execution torque is determined based on the torque adjustment slope and sent to a motor controller, which controls the motor to operate according to the execution torque. By determining a potential slip tendency based on the road risk judgment coefficient and / or the acceleration change rate, early intervention control is performed when a potential slip tendency exists, effectively reducing torque before ASR / TCS intervention occurs, improving driving smoothness and safe handling. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 It is a schematic diagram of the structure of the anti-skid control device in the hardware operating environment involved in the embodiment of the present invention;

[0063] Figure 2 This is a flow chart of a first embodiment of the anti-skid control method of the present invention;

[0064] Figure 3 This is a flow chart of a second embodiment of the anti-skid control method of the present invention;

[0065] Figure 4 Schematic diagram of the flow of the third embodiment of the anti-skid control method of the present invention;

[0066] Figure 5 Schematic diagram of the functional modules of the first embodiment of the anti-skid control device of the present invention.

[0067] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0068] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0069] Reference Figure 1 , Figure 1 This is a schematic diagram of the device structure of the hardware operating environment involved in the embodiment of the present invention.

[0070] like Figure 1 As shown, the device may include: a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a button, and the user interface 1003 may optionally include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a Wi-Fi interface). The memory 1005 may be a high-speed RAM memory or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may optionally be a storage device independent of the aforementioned processor 1001.

[0071] Those skilled in the art will understand that Figure 1 The structure of the anti-skid control device shown in the figure does not constitute a limitation to the anti-skid control device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0072] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module and an anti-skid control program.

[0073] exist Figure 1 In the anti-skid control device shown, the network interface 1004 is mainly used to connect to the server and communicate data with the server; the user interface 1003 is mainly used to connect to the user terminal and communicate data with the terminal; the anti-skid control device of the present invention calls the anti-skid control program stored in the memory 1005 through the processor 1001 and executes the anti-skid control method provided by the embodiment of the present invention.

[0074] Based on the above hardware structure, an embodiment of the anti-skid control method of the present invention is proposed.

[0075] Reference Figure 2 , Figure 2 2 is a flow chart of the first embodiment of the anti-skid control method of the present invention.

[0076] In a first embodiment, the anti-skid control method comprises the following steps:

[0077] Step S10: Obtaining the road risk judgment coefficient and the rate of change of acceleration.

[0078] It should be noted that the execution subject of this embodiment can be a vehicle, or a central controller on another vehicle that can achieve the same or similar functions. This embodiment does not impose any restrictions on this. This embodiment is not limited to only one controller. Different control logics can be distributed in different controllers or stored in the same controller, such as VCM, MCU, VDC, etc., depending on the vehicle's overall electronic architecture. That is, for the acceleration anti-skid control part, a separate set of logic calculations for VDC or a separate set of logic calculations for VCM is not required. The various parts of the acceleration anti-skid control logic of this embodiment can be distributed in different controllers to obtain a portion of the calculation results, or they can be centralized and unified in a controller to obtain the final output results. In this embodiment, the central controller on the vehicle is used as an example for explanation. The central controller is provided with an anti-skid control program, and anti-skid control can be automatically performed according to the anti-skid control program.

[0079] In this embodiment, the road surface risk judgment coefficient is obtained based on the current rolling friction coefficient and the preset rolling resistance coefficient, and the rate of change of acceleration is obtained based on the change in the vehicle's acceleration over time. The road surface risk judgment coefficient is determined by collecting and processing the required signals, which has the advantage of not requiring additional sensor inputs, and can also generate real-time feedback on the road surface rolling resistance of the current vehicle.

[0080] Step S20: When the road risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold, it is determined that the vehicle has a potential slip tendency.

[0081] It should be noted that by comprehensively considering the road risk judgment coefficient with the actual ground rolling friction factor and the rate of change of acceleration, it is determined that the vehicle has a potential slipping tendency. When there is a potential slipping tendency, early intervention control is carried out. In addition, by adjusting the torque with the actual ground rolling friction factor, it can meet the road conditions of more scenarios, broaden the scope of use of torque control, and improve the effectiveness of torque control.

[0082] Step S30 : When the vehicle has a potential slipping tendency, a torque adjustment slope is obtained according to the road risk judgment coefficient or the rate of change of the acceleration.

[0083] In a specific implementation, the road surface risk judgment coefficient or the rate of change of the acceleration is queried through a slope table to obtain a corresponding torque adjustment slope. Specifically, the slope range is determined by the road surface risk judgment coefficient or the rate of change of the acceleration, and the corresponding torque adjustment slope is queried through the slope range, so as to obtain the torque adjustment slope by looking up the table, thereby improving the efficiency of the torque adjustment, and by looking up the table through the road surface risk judgment coefficient or the rate of change of the acceleration, fine torque control is achieved.

[0084] Step S40 , determining an execution torque according to the torque adjustment slope, sending the execution torque to a motor controller, and controlling the motor to operate according to the execution torque through the motor controller.

[0085] In practice, the acceleration anti-skid logic requires data signal input processing, slip ratio determination, torque reduction response during slip, and final output determination. Before slip ratio determination, trends and intervention are considered, with a new step added to the acceleration anti-skid control to determine potential trends. This potential trend incorporates road risk assessment and driver intention, and enables appropriate acceleration anti-skid intervention control, thereby reducing the incidence of slip and the number of ASR / TCS interventions.

[0086] In this embodiment, a road surface risk assessment coefficient and the rate of change of acceleration are obtained. When the road surface risk assessment coefficient is greater than or equal to a slip coefficient threshold, and / or the rate of change of acceleration is greater than or equal to a first acceleration change threshold, a potential slip tendency is determined. When the vehicle is experiencing a potential slip tendency, a torque adjustment slope is derived based on the road surface risk assessment coefficient or the rate of change of acceleration. An execution torque is determined based on the torque adjustment slope and sent to a motor controller, which controls the motor to operate according to the execution torque. By determining potential slip tendency based on the road surface risk assessment coefficient or the rate of change of acceleration, early intervention control is implemented when a potential slip tendency exists, effectively reducing torque before ASR / TCS intervention occurs, improving driving smoothness and safe handling.

[0087] In one embodiment, if Figure 3 As shown, based on the first embodiment, a second embodiment of the anti-skid control method of the present invention is proposed, which obtains a road surface risk judgment coefficient, including:

[0088] Step S101 , obtaining the corresponding relationship between the real-time output driving force of the motor and the rolling friction coefficient, vehicle speed, and acceleration.

[0089] It should be noted that the commonly used judgment signal inputs for acceleration anti-skid include the front and rear wheel speeds wf and wr, the current acceleration α, the vehicle speed signal, the gear position signal, the accelerator pedal signal, etc., and during the vehicle development stage, the road friction coefficient of a specific working condition is often selected, and the fixed value f1 is used as a stored value. However, the current input combination of these signals cannot well consider the factors of actual ground rolling friction. In order to make the range of the ground rolling friction coefficient adaptable to more road scenarios, without changing the existing sensors and the required external input signals, the following formula is adopted, that is, obtaining the corresponding relationship between the real-time output driving force of the motor, the reduction ratio of the reducer, the transmission efficiency reference value, the wheel radius and the vehicle weight, the rolling friction coefficient, the drag coefficient, the vehicle speed, the windshield area, the vehicle rotation mass conversion coefficient, the vehicle curb mass and the acceleration, and roughly reversely estimating the rolling friction coefficient f of the road under the current vehicle working condition. The average value within t cycles is taken and set as the virtual μ value.

[0090]

[0091] Among them, F t is the real-time output driving force of the motor, i is the reduction ratio of the reducer, η is the transmission efficiency reference value, r is the wheel radius, G is the vehicle weight, f is the rolling friction coefficient, C D is the drag coefficient, v is the vehicle speed, A is the windshield area, δ is the vehicle rotation mass conversion factor, m is the vehicle curb mass, and α is the acceleration.

[0092] Step S102 , obtaining a current rolling friction coefficient according to the current real-time output driving force of the motor, the current vehicle speed, the current acceleration, and the corresponding relationship.

[0093] Specifically: the current rolling friction coefficient is obtained based on the current real-time output driving force of the motor, the reduction ratio of the reducer, the transmission efficiency reference value, the current wheel radius, the current vehicle weight, the drag coefficient, the current vehicle speed, the current windshield area, the vehicle rotational mass conversion coefficient, the current vehicle curb mass, the current acceleration and the corresponding relationship.

[0094] Step S103: obtaining a road surface risk judgment coefficient according to the current rolling friction coefficient and a preset rolling resistance coefficient.

[0095] In this embodiment, the preset rolling resistance coefficient may be a fixed rolling resistance coefficient or a rolling resistance coefficient of conventional dry ground, or other forms of rolling resistance coefficients. This embodiment does not impose any restrictions on this. For the purpose of road risk judgment coefficient, when a fixed rolling resistance coefficient is used for vehicle calibration, the fixed rolling resistance coefficient is used as the preset rolling resistance coefficient; the road risk judgment coefficient is obtained by comparing the fixed rolling resistance coefficient with the current rolling friction coefficient; when a fixed rolling resistance coefficient is not used for vehicle calibration, the rolling resistance coefficient of conventional dry ground is used as the preset rolling resistance coefficient; the road risk judgment coefficient is obtained by comparing the rolling resistance coefficient of conventional dry ground with the current rolling friction coefficient.

[0096] In the specific implementation, if the vehicle uses a fixed rolling resistance coefficient f1 during the calibration stage, the virtual μ calculated by the formula needs to be compared with the f1 coefficient, that is, through f1 / μ, to obtain the coefficient f' of the current road surface compared to the vehicle's actual vehicle calibration stage, that is, the road surface risk judgment coefficient. It can be seen from the f' coefficient that the larger the f' is, the greater the potential slip tendency is.

[0097] If a fixed rolling resistance coefficient, f1, is not used during the actual vehicle calibration phase, the calculated virtual μ value can directly indicate the slip tendency. The smaller the virtual μ value, the more significant the slip tendency. By comparing μ with the rolling resistance coefficient, f2, of a conventional dry road surface, such as a secondary highway in dry weather, f' is obtained by dividing μ by f2.

[0098] In one embodiment, obtaining the rate of change of acceleration includes:

[0099] The acceleration and the corresponding sampling time within the acceleration sampling period are obtained, and the change in the acceleration of the vehicle over time is obtained based on the acceleration and the corresponding sampling time, and the change in the acceleration over time is used as the rate of change of acceleration.

[0100] It should be noted that currently common methods include detecting the average acceleration value over a period of time t, or the fluctuation value over a period of time, or detecting the duration of the accelerator pedal opening exceeding a threshold. However, these methods cannot determine the driver's continued intention to accelerate rapidly. This embodiment uses the rate of change of vehicle acceleration, fAPO, as the driver's acceleration intention. When fAPO exceeds the threshold value APO1 and persists for t periods, a potential slip trend is identified.

[0101] In this embodiment, the road risk judgment coefficient is determined by collecting and processing the required signals, which has the advantage of not requiring additional sensor inputs and can also generate real-time feedback on the road rolling resistance of the current vehicle.

[0102] In one embodiment, if Figure 4As shown, a third embodiment of the anti-skid control method of the present invention is proposed based on the first embodiment, wherein step S30 includes:

[0103] Step S301: Using the road surface risk judgment coefficient or the rate of change of the acceleration as an enhancement coefficient.

[0104] It should be noted that when either a road risk assessment or the driver's acceleration intention is detected, acceleration anti-skid intervention control is initiated, aiming to complete risk control before entering ASR ON. Acceleration anti-skid intervention control is implemented through variable torque ramp-up (or ramp-down) increments.

[0105] Step S302: Determine the coefficient range of the enhancement coefficient.

[0106] In the specific implementation, the variable torque slope increment is obtained by the coefficient of road risk judgment or the driver's acceleration intention, that is, the acceleration change rate coefficient (fAPO>fAPO1). These coefficients are called enhancement coefficients. When performing the next calculation, these coefficients need to be limited and processed by the phased linear function slope transformation.

[0107] In order to achieve limiting processing, before step S40, it also includes: judging whether the torque adjustment slope is within a preset slope range; when the torque adjustment slope is not within the preset slope range, limiting the torque adjustment slope to obtain an adjusted torque adjustment slope, ensuring that the torque adjustment slope is limited to the preset slope range; determining the execution torque according to the adjusted torque adjustment slope, so that before obtaining the execution torque, the excessive slope is filtered out, and in order to avoid the multiplication result of the enhancement coefficient and the basic coefficient being too large, it is necessary to perform end-to-end cutoff processing, wherein the cutoff range can be calibrated and can be flexibly adjusted according to actual conditions, thereby improving the accuracy of the torque adjustment.

[0108] Step S303 : querying a torque adjustment slope table according to the coefficient range to obtain a torque adjustment slope corresponding to the enhancement coefficient, wherein the torque adjustment slope table includes a correspondence between the enhancement coefficient range and the torque adjustment slope.

[0109] In the specific implementation, the phased linear function slope transformation processing is to query the torque adjustment slope table according to the coefficient range to obtain the torque adjustment slope corresponding to the enhancement coefficient. The coefficient f' for road risk judgment is used as an example for explanation. When f' is 1-1.3, the output enhancement coefficient remains unchanged (i.e., the linear function slope is 1). When f' is 1.3-1.8, a change in the slope is required. At this time, it is assumed that the output enhancement coefficient is 1.3-1.7 (i.e., the linear function slope becomes 0.8). When f'≥1.8, only 1.7 is output (i.e., the linear function slope becomes 0). At this time, the process returns to the limiting process, thereby completing risk control before ASR ON and performing early intervention control. It can effectively reduce torque before ASR / TCS intervenes, thereby improving driving smoothness and safe control.

[0110] In one embodiment, before determining the execution torque according to the adjusted torque adjustment slope, the method further includes:

[0111] Obtaining a basic limit slope; obtaining a target slope according to the basic limit slope and the adjusted torque adjustment slope; determining the execution torque according to the adjusted torque adjustment slope, including: determining the execution torque according to the target slope.

[0112] It should be noted that, generally speaking, during the torque adjustment process, in order to ensure that the adjusted torque reaches the target torque, the torque adjustment increment is controlled by the basic limit slope. However, since the actual ground rolling friction factor is not taken into account, this embodiment obtains the adjusted torque adjustment slope through the road risk judgment coefficient corresponding to the actual ground rolling friction factor, and multiplies the adjusted torque adjustment slope with the basic limit slope to obtain the target slope. The adjusted torque adjustment slope with the actual ground rolling friction factor and the basic limit slope are comprehensively considered, and the execution torque is determined by the obtained target slope. Therefore, when the torque is adjusted by using the adjusted torque adjustment slope with the actual ground rolling friction factor, it can meet the road conditions of more scenarios, expand the scope of use of torque control, and improve the effectiveness of torque control.

[0113] In one embodiment, determining the execution torque according to the target slope includes:

[0114] The execution torque of the previous cycle is adjusted according to the target slope to obtain the adjusted torque; the adjusted torque is compared with the target torque to obtain the response torque executed by the motor; when the road risk judgment coefficient is less than a preset value, the motor peak torque is obtained; the limiting torque is determined according to the motor peak torque; the response torque is limited according to the limiting torque to obtain the execution torque after the limiting processing.

[0115] It should be noted that the preset value can be 0.01 or other parameters. This embodiment does not limit this. The preset value can be flexibly adjusted according to actual conditions. Since the peak values ​​of different motors are different, in order to ensure effective adjustment of the torque, the corresponding limiting torque can be determined according to the peak torque of the motor, and the response torque can be limited according to the limiting torque. For example, assuming that the peak torque of the motor is 280Nm, the motor torque above 200Nm is cut off, etc. This embodiment truncates the torque value at the top and does not cut off when it is less than the threshold. For example, when the virtual μ> value a, assuming a is 0.01), the motor torque above 200Nm is cut off, etc. The cut-off torque is different under different thresholds. The smaller the virtual μ value, the larger the cut-off amplitude, thereby avoiding excessive response torque exceeding the peak torque of the motor, ensuring the normal operation of the motor, and ensuring the effectiveness of torque control.

[0116] In one embodiment, before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the method further includes:

[0117] When the ASR ON condition is met, the adjusted torque is compared with the target torque to obtain a response torque executed by the motor;

[0118] The ASR ON condition includes at least one of the following:

[0119] When the gear signal is a forward gear signal, the pedal opening of the accelerator pedal signal reaches a preset opening, and the slip rate is greater than or equal to a slip rate threshold;

[0120] or,

[0121] The road risk judgment coefficient is greater than or equal to the slip coefficient threshold, the acceleration change rate is greater than or equal to the second acceleration change threshold, the current vehicle speed is greater than or equal to the vehicle speed threshold, and the gear signal is a forward gear signal, wherein the second acceleration change threshold is greater than the first acceleration change threshold.

[0122] In this embodiment, the conditions for ASR ON and forced intervention are considered, and one of the following two judgment groups is established: the first group is that the gear is in D gear, the slip rate is greater than the threshold, and the accelerator pedal opening is greater than the threshold θα. The second group also takes forced intervention into consideration. The purpose of this is to consider that the road surface is no longer suitable for large-throttle acceleration under this working condition, and active intervention is performed to prevent acceleration slip, including f' coefficient > limit value fAPO > threshold APO2, and lasting for t cycles, APO2 > APO1, and vehicle speed > x km / h, where x is a lower speed, such as 3 km / h. To avoid being prohibited at the beginning of the vehicle, a lower limp speed is set. When the vehicle speed is greater than x km / h, intervention is performed and the gear is in D gear.

[0123] In this embodiment, when the ASR ON condition is not met, the adjusted torque is compared with the basic torque to obtain the response torque executed by the motor.

[0124] In one embodiment, before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the process further includes: obtaining a slip ratio; looking up a table based on the slip ratio and the road surface risk judgment coefficient to obtain a target base torque that should be decreased; adjusting the target base torque that should be decreased with the base torque to obtain a current torque; and comparing the current torque with the actual execution torque to obtain a target torque.

[0125] It should be noted that, during the vehicle driving process, when the vehicle is a front-wheel drive vehicle, a first difference between the front wheel speed and the rear wheel speed is obtained; and the slip ratio is obtained based on the first difference and the rear wheel speed; when the vehicle is a rear-wheel drive vehicle, a second difference between the rear wheel speed and the front wheel speed is obtained; and the slip ratio is obtained based on the second difference and the front wheel speed.

[0126] During vehicle coasting or braking, when the vehicle is a front-wheel drive vehicle, a first difference between the rear wheel speed and the front wheel speed is obtained; and a slip ratio is obtained based on the first difference and the rear wheel speed; when the vehicle is a rear-wheel drive vehicle, a second difference between the front wheel speed and the rear wheel speed is obtained; and a slip ratio is obtained based on the second difference and the front wheel speed.

[0127] In this embodiment, the current torque is compared with the actual execution torque, specifically with 50% of the current motor torque, whichever is greater, until ASR OFF. This is to avoid mechanical tooth wear due to the significant reduction in torque caused by ASR / TCS when ASR / TCS intervenes, thereby reducing the service life of components.

[0128] In one embodiment, the table lookup based on the slip rate and the road surface risk judgment coefficient to obtain the target base torque to be reduced includes:

[0129] When the slip ratio is a preset slip ratio, a table lookup is performed based on the preset slip ratio and the road surface risk judgment coefficient, and the target base torque to be decreased is obtained to be greater than the preset torque value.

[0130] It can be understood that the preset slip rate is a case where the slip rate is 0, and the preset torque value is 0, and can also be other torque values ​​greater than 0. This embodiment does not impose any restrictions on this, and can be flexibly adjusted according to actual conditions. By limiting the minimum torque value to a torque value greater than 0, even when no slip occurs, that is, the slip rate is 0, the target base torque that should be reduced obtained from the table is not 0. Therefore, when the ASR function is forced to be turned on, it can still achieve the effect of reducing the target torque, and can also avoid the mechanical tooth wear caused by the significant reduction in torque caused by ASR / TCS, thereby reducing the service life of components.

[0131] The present invention further provides an anti-skid control device.

[0132] Reference Figure 5 , Figure 5 Schematic diagram of the functional modules of the first embodiment of the anti-skid control device of the present invention.

[0133] In a first embodiment of the anti-skid control device of the present invention, the anti-skid control device comprises:

[0134] An acquisition module 10 is used to obtain a road risk judgment coefficient and a rate of change of acceleration;

[0135] The acquisition module 10 is further configured to determine that the vehicle has a potential slip tendency when the road risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold;

[0136] The acquisition module 10 is further configured to obtain a torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration when the vehicle has a potential slip tendency;

[0137] The control module 20 is configured to determine an execution torque according to the torque adjustment slope, send the execution torque to a motor controller, and control the motor to operate according to the execution torque through the motor controller.

[0138] In this embodiment, a road surface risk assessment coefficient and the rate of change of acceleration are obtained. When the road surface risk assessment coefficient is greater than or equal to a slip coefficient threshold, and / or the rate of change of acceleration is greater than or equal to a first acceleration change threshold, a potential slip tendency is determined. When the vehicle is experiencing a potential slip tendency, a torque adjustment slope is derived based on the road surface risk assessment coefficient or the rate of change of acceleration. An execution torque is determined based on the torque adjustment slope and sent to a motor controller, which controls the motor to operate according to the execution torque. By determining potential slip tendency based on the road surface risk assessment coefficient or the rate of change of acceleration, early intervention control is implemented when a potential slip tendency exists, effectively reducing torque before ASR / TCS intervention occurs, improving driving smoothness and safe handling.

[0139] Optionally, the acquisition module 10 is further configured to acquire a correspondence between the real-time output driving force of the motor, the reduction ratio of the reducer, a transmission efficiency reference value, the wheel radius and the vehicle weight, the rolling friction coefficient, the drag coefficient, the vehicle speed, the windshield area, the vehicle rotation mass conversion coefficient, the vehicle curb mass, and the acceleration;

[0140] Obtaining a current rolling friction coefficient based on the current real-time motor output driving force, the speed reducer reduction ratio, the transmission efficiency reference value, the current wheel radius, the current vehicle body weight, the drag coefficient, the current vehicle speed, the current windshield area, the vehicle rotational mass conversion coefficient, the current vehicle curb mass, the current acceleration, and the corresponding relationship;

[0141] A road surface risk judgment coefficient is obtained according to the current rolling friction coefficient and the preset rolling resistance coefficient.

[0142] Optionally, the acquisition module 10 is further configured to use a fixed rolling resistance coefficient as a preset rolling resistance coefficient when a fixed rolling resistance coefficient is used for vehicle calibration;

[0143] Obtaining a road surface risk judgment coefficient by comparing the fixed rolling resistance coefficient with the current rolling friction coefficient;

[0144] When a fixed rolling resistance coefficient is not used in vehicle calibration, the rolling resistance coefficient of a normal dry surface is used as the preset rolling resistance coefficient;

[0145] The road surface risk judgment coefficient is obtained by comparing the rolling resistance coefficient of the conventional dry ground with the current rolling friction coefficient.

[0146] Optionally, the acquisition module 10 is further configured to acquire the acceleration within an acceleration sampling period and the corresponding sampling time;

[0147] Obtaining a change in acceleration of the vehicle over time according to the acceleration and the corresponding sampling time;

[0148] The amount of change in acceleration over time is taken as the rate of change of acceleration.

[0149] Optionally, the acquisition module 10 is further configured to use the road risk judgment coefficient or the acceleration change rate as an enhancement coefficient;

[0150] determining a coefficient range of the enhancement coefficient;

[0151] A torque adjustment slope table is searched according to the coefficient range to obtain the torque adjustment slope corresponding to the enhancement coefficient, wherein the torque adjustment slope table includes a correspondence between the enhancement coefficient range and the torque adjustment slope.

[0152] Optionally, the acquisition module 10 is further configured to determine whether the torque adjustment slope is within a preset slope range;

[0153] When the torque adjustment slope is not within the preset slope range, limiting the torque adjustment slope to obtain an adjusted torque adjustment slope, so as to ensure that the torque adjustment slope is limited within the preset slope range;

[0154] The determining the execution torque according to the torque adjustment slope includes:

[0155] The execution torque is determined according to the adjusted torque adjustment slope.

[0156] Optionally, the acquisition module 10 is further configured to acquire a basic limiting slope;

[0157] Obtaining a target slope according to the basic limit slope and the adjusted torque adjustment slope;

[0158] The determining the execution torque according to the adjusted torque adjustment slope includes:

[0159] An execution torque is determined according to the target slope.

[0160] Optionally, the acquisition module 10 is further configured to adjust the execution torque of the previous cycle according to the target slope to obtain an adjusted torque;

[0161] Comparing the adjusted torque with the target torque to obtain a response torque executed by the motor;

[0162] When the road risk judgment coefficient is less than a preset value, obtaining a peak torque of the motor;

[0163] determining a limiting torque according to the peak torque of the motor;

[0164] The response torque is limited according to the limiting torque to obtain an execution torque after the limiting process.

[0165] The control module 20 is further configured to compare the adjusted torque with the target torque to obtain a response torque executed by the motor when the ASR ON condition is met;

[0166] The ASR ON condition includes at least one of the following:

[0167] When the gear signal is a forward gear signal, the pedal opening of the accelerator pedal signal reaches a preset opening, and the slip rate is greater than or equal to a slip rate threshold;

[0168] or,

[0169] The road risk judgment coefficient is greater than or equal to the slip coefficient threshold, the acceleration change rate is greater than or equal to the second acceleration change threshold, the current vehicle speed is greater than or equal to the vehicle speed threshold, and the gear signal is a forward gear signal, wherein the second acceleration change threshold is greater than the first acceleration change threshold.

[0170] The control module 20 is further configured to compare the adjusted torque with the basic torque to obtain a response torque executed by the motor when the ASR ON condition is not met.

[0171] Optionally, the acquisition module 10 is further configured to acquire a slip ratio;

[0172] A table is looked up according to the slip rate and the road surface risk judgment coefficient to obtain a target base torque that should be reduced;

[0173] Adjusting the target base torque to be decreased and the base torque to obtain the current torque;

[0174] The target torque is obtained by comparing the current torque with the actual execution torque.

[0175] Optionally, the acquisition module 10 is further configured to, when the slip rate is a preset slip rate, perform a table lookup based on the preset slip rate and the road risk judgment coefficient, and the obtained target base torque to be decreased is greater than a preset torque value.

[0176] In addition, to achieve the above-mentioned purpose, the present invention also proposes an anti-skid control device, which includes: a memory, a processor, and an anti-skid control program stored in the memory and executable on the processor, wherein the anti-skid control program is configured to implement the anti-skid control method described above.

[0177] In addition, an embodiment of the present invention further provides a storage medium, on which an anti-skid control program is stored. When the anti-skid control program is executed by a processor, the anti-skid control method described above is implemented.

[0178] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0179] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0180] The serial numbers of the above embodiments of the present invention are for description only and do not represent the advantages or disadvantages of the embodiments.

[0181] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better embodiment. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a computer-readable storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling an intelligent terminal (which can be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present invention.

[0182] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. An anti-skid control method, characterized in that: The anti-skid control method comprises: Obtaining the road surface risk judgment coefficient and the rate of change of acceleration; When the road surface risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold, determining that the vehicle has a potential slip tendency; When the vehicle has a potential slip tendency, obtaining a torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration; determining whether the torque adjustment slope is within a preset slope range; When the torque adjustment slope is not within the preset slope range, limiting the torque adjustment slope to obtain an adjusted torque adjustment slope, so as to ensure that the torque adjustment slope is limited within the preset slope range; Get the base limit slope; Obtaining a target slope according to the basic limit slope and the adjusted torque adjustment slope; An execution torque is determined according to the adjusted torque adjustment slope or the target slope, and the execution torque is sent to a motor controller, so that the motor is controlled by the motor controller to operate according to the execution torque.

2. The anti-skid control method according to claim 1, wherein: Obtain road risk judgment coefficients, including: Obtain the corresponding relationship between the motor's real-time output driving force and the rolling friction coefficient, vehicle speed, and acceleration; Obtaining a current rolling friction coefficient based on the current real-time output driving force of the motor, the current vehicle speed, the current acceleration, and the corresponding relationship; A road surface risk judgment coefficient is obtained according to the current rolling friction coefficient and the preset rolling resistance coefficient.

3. The anti-skid control method according to claim 2, wherein: The road surface risk judgment coefficient is obtained according to the current rolling friction coefficient and the preset rolling resistance coefficient, including: When a fixed rolling resistance coefficient is used for vehicle calibration, the fixed rolling resistance coefficient is used as a preset rolling resistance coefficient; Obtaining a road surface risk judgment coefficient by comparing the fixed rolling resistance coefficient with the current rolling friction coefficient; When a fixed rolling resistance coefficient is not used in vehicle calibration, the rolling resistance coefficient of a normal dry surface is used as the preset rolling resistance coefficient; The road surface risk judgment coefficient is obtained by comparing the rolling resistance coefficient of the conventional dry ground with the current rolling friction coefficient.

4. The anti-skid control method according to claim 1, wherein: Get the rate of change of acceleration, including: Get the acceleration within the acceleration sampling period and the corresponding sampling time; Obtaining a change in acceleration of the vehicle over time according to the acceleration and the corresponding sampling time; The amount of change in acceleration over time is taken as the rate of change of acceleration.

5. The anti-skid control method according to claim 1, wherein: Obtaining the torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration includes: using the road surface risk judgment coefficient or the rate of change of the acceleration as an enhancement coefficient; determining a coefficient range of the enhancement coefficient; A torque adjustment slope table is searched according to the coefficient range to obtain the torque adjustment slope corresponding to the enhancement coefficient, wherein the torque adjustment slope table includes a correspondence between the enhancement coefficient range and the torque adjustment slope.

6. The anti-skid control method according to claim 1, wherein: The determining of the execution torque according to the target slope includes: Adjusting the execution torque of the previous cycle according to the target slope to obtain an adjusted torque; Comparing the adjusted torque with the target torque to obtain a response torque executed by the motor; When the road risk judgment coefficient is less than a preset value, obtaining a peak torque of the motor; determining a limiting torque according to the peak torque of the motor; The response torque is limited according to the limiting torque to obtain an execution torque after the limiting process.

7. The anti-skid control method according to claim 6, wherein: Before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the method further includes: When the ASR ON condition is met, the adjusted torque is compared with the target torque to obtain a response torque executed by the motor; When the ASR ON condition is not met, the adjusted torque is compared with the basic torque to obtain the response torque executed by the motor; The ASR ON condition includes at least one of the following: The gear signal is a forward gear signal, the pedal opening of the accelerator pedal signal reaches a preset opening, and the slip rate is greater than or equal to a slip rate threshold; or, The road risk judgment coefficient is greater than or equal to the slip coefficient threshold, the acceleration change rate is greater than or equal to the second acceleration change threshold, the current vehicle speed is greater than or equal to the vehicle speed threshold, and the gear signal is a forward gear signal, wherein the second acceleration change threshold is greater than the first acceleration change threshold.

8. The anti-skid control method according to claim 6, wherein: Before comparing the adjusted torque with the target torque to obtain the response torque executed by the motor, the method further includes: Get the slip ratio; A table is looked up according to the slip ratio and the road surface risk judgment coefficient to obtain a target base torque to be reduced, wherein when the slip ratio is a preset slip ratio, the obtained target base torque to be reduced is greater than a preset torque value; Adjusting the target base torque to be decreased and the base torque to obtain the current torque; The target torque is obtained by comparing the current torque with the actual execution torque.

9. An anti-skid control device, characterized in that: The anti-skid control device comprises: An acquisition module is used to obtain the road risk judgment coefficient and the rate of change of acceleration; The acquisition module is further configured to determine that the vehicle has a potential slip tendency when the road surface risk judgment coefficient is greater than or equal to a slip coefficient threshold, and / or the acceleration change rate is greater than or equal to a first acceleration change threshold; The acquisition module is further configured to obtain a torque adjustment slope according to the road risk judgment coefficient or the rate of change of the acceleration when the vehicle has a potential slip tendency; The acquisition module is further configured to determine whether the torque adjustment slope is within a preset slope range; if the torque adjustment slope is not within the preset slope range, perform a limiting process on the torque adjustment slope to obtain an adjusted torque adjustment slope, thereby ensuring that the torque adjustment slope is within the preset slope range; obtain a basic limiting slope; and obtain a target slope based on the basic limiting slope and the adjusted torque adjustment slope. The control module is used to determine the execution torque according to the adjusted torque adjustment slope or the target slope, send the execution torque to the motor controller, and control the motor to work according to the execution torque through the motor controller. 10.An anti-skid control device, characterized in that: The anti-skid control device includes: a memory, a processor, and an anti-skid control program stored in the memory and executable on the processor, wherein the anti-skid control program is configured to implement the anti-skid control method according to any one of claims 1 to 8.

11. A storage medium, characterized in that: The storage medium stores an anti-skid control program, which, when executed by a processor, implements the anti-skid control method according to any one of claims 1 to 8.

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