A vehicle traction control method and a motor controller

Abstract

The present invention discloses a vehicle traction control method and a motor controller, which specifically include: when it is determined that the vehicle will be in a skidding state at the next moment, obtaining a torque limit value and the actual wheel torque, and obtaining the driver demand torque through the vehicle controller; analyzing and processing the torque limit value and the driver demand torque to obtain the final wheel demand torque; and adjusting the wheel torque according to the actual wheel torque and the final wheel demand torque to achieve the control of the vehicle traction. By integrating the data processing processes such as the reception of the wheel slip ratio and the driver demand torque, and the acquisition of the torque limit value into the same device instead of dispersing them to other devices, the present invention reduces the data transmission nodes and shortens the data processing duration, enabling the vehicle to respond and achieve the control of the vehicle traction in a shorter time, and improving the performance such as the stability and comfort of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle drive, and in particular to a vehicle traction control method and a motor controller. Background Art

[0002] Traction force refers to the force exerted by the engine on the drive wheels through the transmission system, which can promote the rotation of the drive wheels. The traction control system TCS (Traction Control System) monitors the wheel speed difference of the drive wheels, and when the drive wheels slip, it predicts the magnitude of the driving force that the vehicle drive wheels can obtain under the adhesion coefficient of the current road condition of the wheels, and then adjusts the output of the power system or / and actively establishes the braking hydraulic pressure to adjust the braking force of the slipping drive wheels, so that the vehicle makes full use of the current road surface adhesion coefficient and keeps the vehicle direction controllable.

[0003] However, when the TCS is activated, the traditional traction control method usually uses the electronic stability controller ESC (Electronic Stability Controller) to send the wheel-end required torque limit value of the transmission torque to the vehicle control unit VCU (Vehicle Control Unit), and combines the torque arbitration and conversion processing of the VCU to obtain the motor required torque and send it to the motor control unit MCU (Motor Control Unit). Then, the MCU adjusts the power of the motor required torque and transmits the power adjustment result to the wheels. At the same time, the MCU can also return the actual motor torque to the VCU, and then feedback the wheel-end actual torque calculated from the actual motor torque to the ESC. Finally, the ESC realizes the distribution of the braking torque according to the current vehicle condition. Although the above traditional traction control process can adjust the transmission torque of the drive wheels when the vehicle slips, it mainly integrates all the braking torque control and transmission torque control in the ESC. Obviously, this control method has more processing nodes and longer overall response time, which to a certain extent affects the vehicle stability, comfort and driving safety. Summary of the Invention

[0004] The present invention provides a vehicle traction control method and a motor controller, which reduce the overall adjustment time of the vehicle to improve vehicle stability and comfort.

[0005] To solve the above technical problems, an embodiment of the present invention provides a vehicle traction control method, including:

[0006] When it is determined that the vehicle will be in a slipping state at the next moment, obtain the torque limit value and the actual wheel torque, and obtain the driver's required torque through the vehicle controller;

[0007] Analyze and process the torque limit value and the driver's required torque to obtain the final wheel required torque;

[0008] According to the actual wheel torque and the final wheel required torque, adjust the wheel torque to control the vehicle traction force.

[0009] Implementing the embodiments of the present application integrates data processing processes such as receiving the wheel slip ratio and the driver's required torque, and obtaining the torque limit value into the same device, rather than dispersing the reception and acquisition of data to the Electronic Stability Control (ESC) and the Vehicle Control Unit (VCU), so as to reduce the data transmission nodes, and thus avoid the situation where the data acquisition and operation take a long time due to the overly complex data transmission process. Therefore, when the vehicle determines that it will be in a skidding state at the next moment, the vehicle can respond within a short time and achieve the control of the vehicle traction force, thereby improving the vehicle's acceleration performance, stability, comfort and other performances.

[0010] As a preferred solution, the obtaining of the torque limit value is specifically as follows:

[0011] The Electronic Stability Control (ESC) is used to monitor the vehicle speed and the wheel slip ratio in real time;

[0012] When it is determined that the vehicle will be in a skidding state at the next moment, obtain the corresponding torque limit value according to the current environmental state, the vehicle speed and the wheel slip ratio.

[0013] Implementing the preferred solution of the embodiments of the present application, comprehensively considering the environmental state, the vehicle speed and the wheel slip ratio, makes the finally determined torque limit value more in line with the current vehicle state, that is, improves the accuracy of obtaining the torque limit value, and thus enhances the control effect of the vehicle traction force.

[0014] As a preferred solution, the analyzing and processing the torque limit value and the driver's required torque to obtain the final wheel required torque is specifically as follows:

[0015] Perform power conversion on the torque limit value and the driver's required torque to obtain the first wheel required torque corresponding to the torque limit value and the second wheel required torque corresponding to the driver's required torque;

[0016] Perform minimum arbitration on the first wheel required torque and the second wheel required torque, and use the minimum arbitration result as the final wheel required torque.

[0017] Implementing the preferred solution of the embodiments of the present application, the obtained original data is converted to respectively obtain the first wheel demand torque corresponding to the torque limit value and the second wheel demand torque corresponding to the driver demand torque, so as to be able to determine the appropriate final wheel demand torque according to the torque limit value and the driver demand torque, and further ensure that while the final wheel demand torque does not exceed the driver demand, the drive torque is utilized to the greatest extent to assist in controlling the wheels and avoid the impact of excessive torque on vehicle performance.

[0018] As a preferred solution, the acquisition of the actual wheel torque is specifically as follows:

[0019] When it is determined that the vehicle is in a slipping state at the next moment, the actual wheel torque is detected through a torque sensor.

[0020] Implementing the preferred solution of the embodiments of the present application, a torque sensor is used to monitor the actual wheel torque in real time, preparing data for the adjustment of the wheel torque, which can enhance the overall response accuracy to a certain extent and further improve the accuracy of traction control.

[0021] As a preferred solution, the vehicle traction control method further includes:

[0022] The motor speed is monitored in real time, the corresponding motor speed change gradient is calculated according to the current motor speed, and the estimated value of the vehicle speed change gradient is obtained according to the motor speed change gradient.

[0023] According to the current wheel slip ratio sent by the vehicle body stability controller, the corresponding wheel slip ratio change gradient is calculated, and the wheel slip ratio at the next moment is estimated according to the wheel slip ratio change gradient.

[0024] Combining the estimated value of the vehicle speed change gradient, the wheel slip ratio at the next moment, and the vehicle speed sent by the vehicle body stability controller, it is estimated whether the vehicle will slip at the next moment.

[0025] If so, it is determined that the vehicle is in a slipping state at the next moment.

[0026] If not, it is determined that the vehicle is in a normal driving state at the next moment.

[0027] Implementing the preferred solution of the embodiments of the present application can predict the vehicle speed change gradient and the wheel slip ratio at the next moment to determine whether the vehicle is in a slipping state at the next moment, further improving the accuracy of traction control.

[0028] To solve the same technical problem, an embodiment of the present invention also provides a motor controller, including:

[0029] A data acquisition module, configured to obtain a torque limit value and an actual wheel torque when it is determined that the vehicle will be in a skidding state at the next moment, and obtain a driver demand torque through a vehicle controller;

[0030] An analysis and processing module, configured to analyze and process the torque limit value and the driver demand torque to obtain a final wheel demand torque;

[0031] An adjustment module, configured to adjust the wheel torque according to the actual wheel torque and the final wheel demand torque, and control the vehicle traction through the wheel.

[0032] As a preferred solution, the data acquisition module further includes:

[0033] A first data acquisition unit, configured to monitor the vehicle speed and the wheel slip ratio in real time through a vehicle stability controller, and obtain the corresponding torque limit value according to the current environmental state, the vehicle speed, and the wheel slip ratio when it is determined that the vehicle will be in a skidding state at the next moment;

[0034] A second data acquisition unit, configured to detect the actual wheel torque through a torque sensor when it is determined that the vehicle will be in a skidding state at the next moment.

[0035] As a preferred solution, the analysis and processing module further includes:

[0036] A power conversion unit, configured to perform power conversion on the torque limit value and the driver demand torque to obtain a first wheel demand torque corresponding to the torque limit value and a second wheel demand torque corresponding to the driver demand torque;

[0037] An arbitration unit, configured to perform minimum arbitration on the first wheel demand torque and the second wheel demand torque, and use the minimum arbitration result as the final wheel demand torque.

[0038] As a preferred solution, the motor controller further includes:

[0039] A state determination module, configured to monitor the motor speed in real time, calculate a corresponding motor speed change gradient according to the current motor speed, and obtain a vehicle speed change gradient estimate according to the motor speed change gradient; calculate a corresponding wheel slip ratio change gradient according to the current wheel slip ratio sent by the vehicle stability controller, and estimate the wheel slip ratio at the next moment according to the wheel slip ratio change gradient; combine the vehicle speed change gradient estimate, the wheel slip ratio at the next moment, and the vehicle speed sent by the vehicle stability controller to estimate whether the vehicle will skid at the next moment; if so, determine that the vehicle will be in a skidding state at the next moment; if not, determine that the vehicle will be in a normal driving state at the next moment. Description of the Drawings

[0040] Figure 1 : Schematic flow chart of an embodiment of a vehicle traction control method provided by the present invention;

[0041] Figure 2 : Schematic structural diagram of a motor controller provided by the present invention;

[0042] Figure 3 : Schematic structural diagram of a data acquisition module of a motor controller provided by the present invention;

[0043] Figure 4 : Schematic structural diagram of an analysis and processing module of a motor controller provided by the present invention. Detailed implementation manners

[0044] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0045] Embodiment 1:

[0046] Please refer to Figure 1 , a vehicle traction control method provided by an embodiment of the present invention, the method includes steps S1 to S3, and the specific steps are as follows:

[0047] Step S1, when it is determined that the vehicle is in a skidding state at the next moment, obtain the torque limit value and the actual wheel torque, and obtain the driver demand torque through the vehicle controller.

[0048] As a preferred solution, step S1 respectively includes the acquisition processes of the torque limit value, the actual wheel torque, and the driver demand torque. Among them, the acquisition process of the torque limit value specifically includes steps S101 to S102, the acquisition process of the actual torque is specifically step S103, and the acquisition process of the driver demand torque is specifically step S104. The specific steps are as follows:

[0049] Step S101, through the vehicle stability controller, continuously monitor the vehicle speed and the wheel slip ratio.

[0050] Step S102, when it is determined that the vehicle is in a skidding state at the next moment, obtain the corresponding torque limit value according to the current environmental state, the vehicle speed, and the wheel slip ratio.

[0051] Implementing the preferred solution of the embodiments of the present application, comprehensively considering the environmental state, vehicle speed, and wheel slip ratio, makes the finally determined torque limit more in line with the current vehicle state, that is, improves the acquisition accuracy of the torque limit, and further enhances the control effect of vehicle traction.

[0052] Step S103, when it is determined that the vehicle is in a skidding state at the next moment, the actual torque of the wheel is detected through a torque sensor.

[0053] Implementing the preferred solution of the embodiments of the present application, using a torque sensor to monitor the actual torque of the wheel in real time, prepares data for the adjustment of the wheel torque, and can enhance the overall response accuracy to a certain extent, and further improve the accuracy of traction control.

[0054] Step S104, when it is determined that the vehicle is in a skidding state at the next moment, the driver's required torque is obtained through a vehicle controller.

[0055] Step S2, analyze and process the torque limit and the driver's required torque to obtain the final wheel required torque.

[0056] As a preferred solution, step S2 specifically includes steps S201 to S202, and the specific steps are as follows:

[0057] Step S201, perform power conversion on the torque limit and the driver's required torque to obtain the first wheel required torque corresponding to the torque limit and the second wheel required torque corresponding to the driver's required torque.

[0058] Step S202, perform a minimum arbitration on the first wheel required torque and the second wheel required torque, and use the minimum arbitration result as the final wheel required torque.

[0059] Implementing the preferred solution of the embodiments of the present application, converting the acquired original data to obtain the first wheel required torque corresponding to the torque limit and the second wheel required torque corresponding to the driver's required torque respectively, enabling it to determine a suitable final wheel required torque according to the torque limit and the driver's required torque, and further ensuring that while the final wheel required torque does not exceed the driver's requirement, the driving torque is utilized to the greatest extent to assist in controlling the wheel and avoid the impact of excessive torque on vehicle performance.

[0060] Step S3, according to the actual torque of the wheel and the final wheel required torque, and adjust the wheel torque through the wheel to achieve the control of vehicle traction.

[0061] Implementing the embodiments of the present application integrates data processing processes such as receiving the wheel slip ratio and the driver's required torque, and obtaining the torque limit value in the same device, rather than dispersing the reception and acquisition of data to the electronic stability control (ESC) of the vehicle body and the vehicle control unit (VCU) of the whole vehicle, so as to reduce the data transmission nodes, and further avoid the situation that the data acquisition and operation take a long time due to the overly complex data transmission process. Therefore, when it is determined that the vehicle is in a skidding state at the next moment, the vehicle can respond within a short time and realize the control of the vehicle traction force, reduce the skidding time of the driving wheels, and further improve the performance of the vehicle such as acceleration performance, stability and comfort.

[0062] As a preferred solution, a vehicle traction control method provided by an embodiment of the present invention further includes step S4. Step S4 specifically includes steps S401 to S403, and each step is as follows:

[0063] Step S401, monitor the motor speed in real time, calculate the corresponding motor speed change gradient according to the current motor speed, and obtain an estimated value of the vehicle speed change gradient according to the motor speed change gradient.

[0064] Step S402, calculate the corresponding wheel slip ratio change gradient according to the current wheel slip ratio sent by the electronic stability control of the vehicle body, and estimate the wheel slip ratio at the next moment according to the wheel slip ratio change gradient.

[0065] Step S403, combine the estimated value of the vehicle speed change gradient, the wheel slip ratio at the next moment, and the vehicle speed sent by the electronic stability control of the vehicle body to estimate whether the vehicle will skid at the next moment. If so, execute step S404; if not, execute step S405.

[0066] Step S404, determine that the vehicle is in a skidding state at the next moment.

[0067] Step S405, determine that the vehicle is in a normal driving state at the next moment.

[0068] Implementing the preferred solution of the embodiments of the present application introduces three conditions: the estimated value of the vehicle speed change gradient, the wheel slip ratio, and the vehicle speed, and jointly determines the evaluation result of the vehicle state at the next moment, solves the problem that the traditional traction control system is not sensitive enough due to the lag of the slip ratio, and further improves the accuracy of the traction control.

[0069] In a traditional traction control system, the estimation of whether a vehicle slips during driving is usually as follows: The motor controller MCU transmits the motor speed monitored in real time to the wheels, and then the wheel speed sensor monitors the wheel speed and transmits it to the electronic stability control (ESC). Then, through the analysis and calculation of the ESC, the wheel slip ratio is obtained. Finally, the motor controller MCU receives the wheel slip ratio sent by the ESC. It can be clearly seen that the data chain for obtaining the wheel slip ratio is relatively long. If only the wheel slip ratio is used to estimate whether the vehicle will slip at the next moment, there is likely to be a lag in judgment, which will in turn affect the sensitivity of vehicle control.

[0070] Based on this, in this embodiment, the vehicle speed change gradient prediction value and the vehicle speed are introduced as the second condition and the third condition respectively, and combined with the first condition - the wheel slip ratio, to comprehensively estimate the state of the vehicle at the next moment. Among them, the motor controller MCU analyzes the motor speed change gradient based on the motor speed monitored in real time, and obtains the vehicle speed change gradient prediction value according to the motor speed change gradient. Relatively speaking, in the process of obtaining the vehicle speed change gradient prediction value, the response and transmission of each signal are realized inside the motor controller MCU, and the overall link is short, with almost no data retention.

[0071] Specifically, as an example, a vehicle traction control method provided by the present invention can be implemented through the motor controller MCU, and the steps are as follows:

[0072] When it is determined that the vehicle is in a slipping state at the next moment, the motor controller MCU is requested to perform torque limitation. The specific operation is as follows:

[0073] The vehicle speed is transmitted to the motor controller MCU through the speed model unit of the ESC. At the same time, the vehicle control unit (VCU) obtains the driver demand torque according to the driving torque and also transmits it to the motor controller MCU. At the same time, the motor controller MCU monitors the motor speed, calculates the change gradient of the motor speed, estimates the vehicle speed change gradient, and then calculates the current actual wheel torque.

[0074] The motor controller MCU receives the wheel slip ratio and the vehicle speed sent by the ESC, and combines the current environmental state to process and obtain the corresponding torque limit value; the environmental state includes but is not limited to information such as longitudinal deceleration Ax, lateral deceleration Ay, vehicle yaw rate Yrs, and steering wheel angle SAS.

[0075] Through the power conversion unit of the motor controller MCU, the torque limit value and the driver demand torque are respectively converted into the corresponding first wheel demand torque and second wheel demand torque, which is convenient for subsequent minimum arbitration to obtain the final wheel demand torque.

[0076] Furthermore, the wheel adjusts the wheel torque according to the actual wheel torque and the final wheel required torque to control the vehicle traction force.

[0077] In addition, during the vehicle driving process, according to the wheel slip ratio monitored by the Electronic Stability Controller (ESC) in real time and the estimated value of the vehicle speed change gradient fed back inside the Motor Control Unit (MCU), it is estimated whether the vehicle will skid at the next moment. If so, it is determined that the vehicle is in a skidding state at the next moment; if not, it is determined that the vehicle is in a normal driving state at the next moment. When the vehicle speed sent by the ESC reaches 80 km / h, there are:

[0078] ① If the estimated value of the vehicle speed change gradient is less than the first preset threshold (such as 10%) and the wheel slip ratio is greater than the second preset threshold (such as 20%), it is estimated that the vehicle will skid at the next moment;

[0079] ② If the estimated value of the vehicle speed change gradient is greater than the first preset threshold (such as 10%) and the wheel slip ratio is greater than the third preset threshold (the third preset threshold is smaller than the second preset threshold, such as 15%), it is estimated that the vehicle will skid at the next moment;

[0080] ③ If the wheel slip ratio is greater than the fourth preset threshold (the fourth preset threshold is larger than the second preset threshold, such as 35%), it is estimated that the vehicle will skid at the next moment.

[0081] Among them, the specific values of the first preset threshold, the second preset threshold, the third preset threshold, and the fourth preset threshold can be adaptively adjusted according to the actual situation.

[0082] Embodiment 2:

[0083] Correspondingly, please refer to Figure 2 , which is a schematic structural diagram of a motor control unit provided by an embodiment of the present invention. The motor control unit includes a data acquisition module 1, an analysis and processing module 2, and an adjustment module 3. The specific functions of each module are as follows:

[0084] The data acquisition module 1 is used to obtain the torque limit value and the actual wheel torque when it is determined that the vehicle is in a skidding state at the next moment, and obtain the driver's required torque through the vehicle control unit.

[0085] The analysis and processing module 2 is used to analyze and process the torque limit value and the driver's required torque to obtain the final wheel required torque.

[0086] The adjustment module 3 is used to adjust the wheel torque through the wheel according to the actual wheel torque and the final wheel required torque to control the vehicle traction force.

[0087] As a preferred solution, please refer toFigure 3 , the data acquisition module 1 includes a first data acquisition unit and a second data acquisition unit, and each unit is specifically configured to:

[0088] The first data acquisition unit is configured to, through the vehicle stability controller, monitor the vehicle speed and the wheel slip ratio in real time, and when it is determined that the vehicle will be in a skidding state at the next moment, obtain the corresponding torque limit value according to the current environmental state, the vehicle speed, and the wheel slip ratio.

[0089] The second data acquisition unit is configured to, when it is determined that the vehicle will be in a skidding state at the next moment, detect the actual wheel torque through the torque sensor.

[0090] As a preferred solution, please refer to Figure 4 , the analysis and processing module 2 includes a power conversion unit and an arbitration unit, and each unit is specifically configured to:

[0091] The power conversion unit is configured to perform power conversion on the torque limit value and the driver demand torque to obtain a first wheel demand torque corresponding to the torque limit value and a second wheel demand torque corresponding to the driver demand torque.

[0092] The arbitration unit is configured to perform minimum arbitration on the first wheel demand torque and the second wheel demand torque, and use the minimum arbitration result as the final wheel demand torque.

[0093] As a preferred solution, please refer to Figure 2 , the motor controller further includes:

[0094] A state determination module 4 is configured to monitor the motor speed in real time, calculate a corresponding motor speed change gradient according to the current motor speed, and obtain an estimated value of the vehicle speed change gradient according to the motor speed change gradient; calculate a corresponding wheel slip ratio change gradient according to the current wheel slip ratio sent by the vehicle stability controller, and estimate the wheel slip ratio at the next moment according to the wheel slip ratio change gradient; combine the estimated value of the vehicle speed change gradient, the wheel slip ratio at the next moment, and the vehicle speed sent by the vehicle stability controller to estimate whether the vehicle will skid at the next moment; if so, determine that the vehicle will be in a skidding state at the next moment; if not, determine that the vehicle will be in a normal driving state at the next moment.

[0095] (Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working processes of the above-described devices can refer to the corresponding processes in the foregoing related method embodiments, and will not be elaborated herein.)

[0096] The specific embodiments described above further elaborate on the objectives, technical solutions, and beneficial effects of the present invention. It should be understood that the above are only specific embodiments of the present invention and are not used to limit the protection scope of the present invention. In particular, for those skilled in the art, any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A vehicle traction control method, characterized in that, Including: When it is determined that the vehicle is in a skidding state at the next moment, obtain the torque limit value and the actual wheel torque, and obtain the driver demand torque through the vehicle controller; Analyze and process the torque limit value and the driver demand torque to obtain the final wheel demand torque; According to the actual wheel torque and the final wheel demand torque, and adjust the wheel torque through the wheel to achieve the control of the vehicle traction force; Wherein, the vehicle traction force control method further includes: Monitor the motor speed in real time, calculate the corresponding motor speed change gradient according to the current motor speed, and obtain the estimated vehicle speed change gradient according to the motor speed change gradient; Calculate the corresponding wheel slip rate change gradient according to the current wheel slip rate sent by the vehicle stability controller, and estimate the wheel slip rate at the next moment according to the wheel slip rate change gradient; Combine the estimated vehicle speed change gradient, the wheel slip rate at the next moment, and the vehicle speed sent by the vehicle stability controller to estimate whether the vehicle will skid at the next moment; If so, it is determined that the vehicle is in a skidding state at the next moment; If not, it is determined that the vehicle is in a normal driving state at the next moment.

2. The vehicle traction control method according to claim 1, wherein The acquisition of the torque limit value is specifically: Through the vehicle stability controller, monitor the vehicle speed and the wheel slip rate in real time; When it is determined that the vehicle is in a skidding state at the next moment, obtain the corresponding torque limit value according to the current environmental state, the vehicle speed and the wheel slip rate.

3. The vehicle traction control method according to claim 1, characterized in that, The analysis and processing of the torque limit value and the driver demand torque to obtain the final wheel demand torque is specifically: Perform power conversion on the torque limit value and the driver demand torque to obtain the first wheel demand torque corresponding to the torque limit value and the second wheel demand torque corresponding to the driver demand torque; Perform the minimum arbitration on the first wheel demand torque and the second wheel demand torque, and use the minimum arbitration result as the final wheel demand torque.

4. A vehicle traction control method according to claim 1, characterized in that, The acquisition of the actual wheel torque is specifically: When it is determined that the vehicle is in a skidding state at the next moment, detect the actual wheel torque through the torque sensor.

5. A motor controller, characterized in that, Including: A data acquisition module, configured to obtain the torque limit value and the actual wheel torque when it is determined that the vehicle is in a skidding state at the next moment, and obtain the driver demand torque through the vehicle controller; An analysis and processing module, configured to analyze and process the torque limit value and the driver demand torque to obtain the final wheel demand torque; An adjustment module, configured to adjust the wheel torque through the wheel according to the actual wheel torque and the final wheel demand torque to achieve the control of the vehicle traction force; Wherein, the motor controller further includes: A state determination module is used to monitor the motor speed in real time, calculate the corresponding motor speed change gradient based on the current motor speed, and obtain an estimated value of the vehicle speed change gradient according to the motor speed change gradient; calculate the corresponding wheel slip rate change gradient based on the current wheel slip rate sent by the vehicle stability controller, and estimate the wheel slip rate at the next moment according to the wheel slip rate change gradient; combine the estimated value of the vehicle speed change gradient, the wheel slip rate at the next moment, and the vehicle speed sent by the vehicle stability controller to estimate whether the vehicle will skid at the next moment; if so, determine that the vehicle is in a skidding state at the next moment; if not, determine that the vehicle is in a normal driving state at the next moment.

6. The motor controller according to claim 5, characterized in that, The data acquisition module further includes: A first data acquisition unit is used to monitor the vehicle speed and the wheel slip rate in real time through the vehicle stability controller, and obtain the corresponding torque limit value according to the current environmental state, the vehicle speed, and the wheel slip rate when it is determined that the vehicle is in a skidding state at the next moment. A second data acquisition unit is used to detect the actual wheel torque through a torque sensor when it is determined that the vehicle is in a skidding state at the next moment.

7. The motor controller according to claim 5, characterized in that, The analysis and processing module further includes: A power conversion unit is used to perform power conversion on the torque limit value and the driver demand torque to obtain a first wheel demand torque corresponding to the torque limit value and a second wheel demand torque corresponding to the driver demand torque. An arbitration unit is used to perform minimum arbitration on the first wheel demand torque and the second wheel demand torque, and use the minimum arbitration result as the final wheel demand torque.

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