Drive anti-skid control method, device, equipment and storage medium

Abstract

The present invention discloses a driving anti-skid control method, device, equipment and storage medium, belonging to the field of automobile control technology. The present invention obtains the driving slip rate and current vehicle speed of the automobile; when the driving slip rate is greater than a preset slip rate threshold, the reduced torque of the left and right wheels is obtained based on the current vehicle speed; the target torque is obtained through the reduced torque of the left and right wheels; the driving anti-skid control of the automobile is performed based on the target torque, and when the vehicle slips, the torque of the vehicle motor can be controlled in time to avoid wheel loss of control and improve the stability of the vehicle.

Description

Technical Field

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

[0002] The drive anti-skid control function appropriately reduces the torque of the drive wheels by controlling the output torque of the power source or the torque transmitted by the powertrain, thereby achieving the purpose of drive anti-skid control and improving vehicle stability.

[0003] The existing drive anti-skid control mainly performs closed-loop control on the actual slip rate and the target slip rate, without taking into account the dynamics of the slipping condition, thereby causing fluctuations in the motor intervention torque, ultimately leading to vehicle jerking and reducing vehicle stability.

[0004] The above contents are only used to assist in understanding the technical solution of the present invention and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of the present invention is to provide a drive anti-skid control method, device, equipment and storage medium, aiming to solve the technical problem of vehicle instability caused by vehicle anti-skid control in the prior art.

[0006] To achieve the above object, the present invention provides a drive anti-skid control method, the method comprising the following steps:

[0007] Get the driving slip ratio and current speed of the car;

[0008] When the driving slip ratio is greater than a preset slip ratio threshold, obtaining a reduced torque of the left and right wheels based on the current vehicle speed;

[0009] Obtaining a target torque by reducing the torque of the left and right wheels;

[0010] The vehicle is subjected to drive slip prevention control based on the target torque.

[0011] Optionally, obtaining the target torque by reducing the torque of the left and right wheels includes:

[0012] Get the car's slip status, cornering status, and requested torque;

[0013] When the vehicle is in a non-turning state and one wheel on one side is slipping, according to the relationship between the vehicle speed and the control factor, a corresponding first control factor is obtained based on the current vehicle speed;

[0014] Obtaining a first transfer torque according to the first control factor and the reduced torque of the slipping wheel among the reduced torques of the left and right wheels;

[0015] obtaining a target torque for the slipping wheel based on the requested torque and the reduction torque for the slipping wheel;

[0016] The sum of the request torque and the first transfer torque is used as the target torque of the non-slipping wheel.

[0017] Optionally, obtaining the target torque by reducing the torque of the left and right wheels further includes:

[0018] When the vehicle is in a non-turning state and the wheels on both sides are slipping, according to the relationship between the vehicle speed and the control factor, a corresponding second control factor is obtained based on the current vehicle speed;

[0019] Calculating a left wheel torque and a right wheel torque based on the requested torque and the reduced torques of the left and right wheels;

[0020] obtaining a second transfer torque based on a difference between the left wheel torque and the right wheel torque and the second control factor;

[0021] Obtaining a target torque for the first slipping wheel based on the left wheel torque and the right wheel torque;

[0022] A target torque for the second slipping wheel is obtained according to the left wheel torque, the right wheel torque and the second transfer torque.

[0023] Optionally, obtaining the target torque by reducing the torque of the left and right wheels further includes:

[0024] When the vehicle is in a turning state and slipping occurs, obtaining a first reduced torque among the reduced torques of the left and right wheels;

[0025] The difference between the requested torque and the first reduction torque is used as the target torque for the left and right wheels.

[0026] Optionally, obtaining the reduced torque of the left and right wheels based on the current vehicle speed includes:

[0027] Get the target slip ratio of the vehicle;

[0028] obtaining a slip ratio difference based on the target slip ratio and the driving slip ratio;

[0029] According to the relationship between the slip ratio difference, the vehicle speed and the feedback control coefficient, a corresponding feedback control coefficient is obtained based on the slip ratio difference and the current vehicle speed;

[0030] The reduced torque of the left and right wheels is obtained by calculating the slip ratio difference and the feedback control coefficient.

[0031] Optionally, the performing driving anti-slip control on the vehicle based on the target torque includes:

[0032] controlling the vehicle by means of the target torque;

[0033] acquiring a real-time driving slip ratio under the target torque control;

[0034] When the real-time driving slip ratio is less than the target slip ratio, obtaining a requested torque of the vehicle;

[0035] The vehicle is twisted back by the requested torque.

[0036] Optionally, after acquiring the real-time driving slip ratio under the target torque control, the method further includes:

[0037] When the real-time driving slip ratio is greater than or equal to the target slip ratio, continue to reduce the target torque until the real-time driving slip ratio is less than the target slip ratio;

[0038] Twisting the vehicle back to obtain a real-time driving slip rate during the twisting;

[0039] When the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, the vehicle is twisted back by the requested torque to complete the driving anti-slip control of the vehicle.

[0040] In addition, to achieve the above-mentioned purpose, the present invention further proposes a driving anti-skid control device, the driving anti-skid control device comprising:

[0041] An acquisition module is used to acquire the driving slip rate and current vehicle speed of the vehicle;

[0042] A comparison module, configured to perform a driving anti-slip control on the vehicle when the driving slip ratio is greater than a preset slip ratio threshold;

[0043] The acquisition module is further used to obtain the reduced torque of the left and right wheels based on the current vehicle speed;

[0044] The acquisition module is further used to obtain the target torque by reducing the torque of the left and right wheels;

[0045] A control module is used for performing driving anti-slip control on the vehicle based on the target torque.

[0046] In addition, to achieve the above-mentioned purpose, the present invention also proposes a drive anti-skid control device, which includes: a memory, a processor, and a drive anti-skid control program stored in the memory and executable on the processor, and the drive anti-skid control program is configured to implement the steps of the drive anti-skid control method described above.

[0047] In addition, to achieve the above objectives, the present invention further proposes a storage medium, on which a drive anti-skid control program is stored, and when the drive anti-skid control program is executed by a processor, the steps of the drive anti-skid control method described above are implemented.

[0048] The present invention obtains the driving slip rate and current vehicle speed of a vehicle; when the driving slip rate is greater than a preset slip rate threshold, obtains the reduced torque of the left and right wheels based on the current vehicle speed; obtains the target torque through the reduced torque of the left and right wheels; and performs driving anti-skid control on the vehicle based on the target torque. When the vehicle slips, the torque of the vehicle motor can be controlled in time to avoid wheel loss of control and improve the stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 It is a structural diagram of a driving anti-skid control device in a hardware operating environment involved in an embodiment of the present invention;

[0050] Figure 2 It is a schematic flow chart of a first embodiment of a driving anti-skid control method of the present invention;

[0051] Figure 3 It is a flow chart of a second embodiment of a driving anti-skid control method of the present invention;

[0052] Figure 4 It is a schematic flow chart of a third embodiment of a driving anti-skid control method of the present invention;

[0053] Figure 5 It is a schematic flow chart of a fourth embodiment of a driving anti-skid control method of the present invention;

[0054] Figure 6 It is a flowchart of a fifth embodiment of a driving anti-skid control method of the present invention;

[0055] Figure 7 It is a relationship diagram between the P-term coefficient in the feedback control coefficient, the vehicle speed and the slip ratio difference in the fifth embodiment of the driving anti-skid control method of the present invention;

[0056] Figure 8 It is a relationship diagram between the coefficient of item I in the feedback control coefficient, the vehicle speed and the slip ratio difference in the fifth embodiment of the drive anti-skid control method of the present invention;

[0057] Fig. 9 It is a schematic diagram of the overall process of an embodiment of a driving anti-skid control method of the present invention;

[0058] Fig.10 This is a structural block diagram of the first embodiment of the drive anti-skid control device of the present invention.

[0059] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0060] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0061] Reference Figure 1 , Figure 1 It is a schematic diagram of the structure of the driving anti-skid control device in the hardware operating environment involved in the embodiment of the present invention.

[0062] like Figure 1 As shown, the driving anti-skid control device may include: a processor 1001, such as a central processing unit (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 keyboard (Keyboard), and the optional user interface 1003 may also 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 wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM) memory, or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk memory. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0063] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the drive anti-skid control device, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0064] 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 a driving anti-skid control program.

[0065] exist Figure 1In the driving anti-skid control device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the driving anti-skid control device of the present invention can be arranged in the driving anti-skid control device, and the driving anti-skid control device calls the driving anti-skid control program stored in the memory 1005 through the processor 1001, and executes the driving anti-skid control method provided in an embodiment of the present invention.

[0066] The embodiment of the present invention provides a driving anti-skid control method, referring to Figure 2 , Figure 2 It is a flow chart of the first embodiment of the driving anti-skid control method of the present invention.

[0067] In this embodiment, the driving anti-skid control method includes the following steps:

[0068] Step S10: Obtain the driving slip ratio and current vehicle speed of the vehicle.

[0069] It should be noted that the execution subject of this embodiment is a controller for vehicle drive anti-skid control, which performs drive anti-skid control on the vehicle to improve the stability of the vehicle. It can also be other devices that can achieve the same or similar functions, and this embodiment does not limit this.

[0070] In this embodiment, the driving slip ratio of the vehicle refers to the real-time slip ratio of the vehicle, which can be calculated by obtaining the wheel speed and current vehicle speed of the vehicle during driving, and the wheel speed and current vehicle speed of the vehicle can be measured by sensors installed on the vehicle. The driving slip ratio includes all driving wheels of the vehicle that drive power. When the vehicle is a four-wheel drive, the driving slip ratio of the vehicle includes: the driving slip ratio of the left front wheel, the driving slip ratio of the right front wheel, the driving slip ratio of the left rear wheel, and the driving slip ratio of the right rear wheel. When the vehicle is a two-wheel drive, the driving slip ratio of the vehicle includes: the driving slip ratio of the left wheel and the driving slip ratio of the right wheel.

[0071] Step S20: when the driving slip ratio is greater than a preset slip ratio threshold, obtaining the reduced torque of the left and right wheels based on the current vehicle speed.

[0072] It should be understood that the preset slip rate threshold refers to the critical value of vehicle slip. When the driving slip rate of the vehicle is greater than the preset slip rate threshold, the vehicle will start to slip and anti-skid control is required for the vehicle.

[0073] In a specific implementation, the preset driving slip rate threshold value may be set in advance by a staff member, and the preset driving slip rate threshold value may be 0.1 or 0.15. This embodiment is described by taking 0.1 as an example.

[0074] It should be noted that the reduced torque of the left and right wheels refers to the torque value that the left and right wheels of the vehicle need to reduce, and the reduced torque of the left and right wheels includes the reduced torque of the left front wheel, left rear wheel, right front wheel and right rear wheel of the vehicle. When the driving slip rate is greater than the preset slip rate threshold, the torque that the left and right wheels of the vehicle need to reduce can be calculated by the current speed of the vehicle.

[0075] Step S30: obtaining a target torque by reducing the torque of the left and right wheels.

[0076] Step S40: performing driving anti-slip control on the vehicle based on the target torque.

[0077] In this embodiment, the target torque refers to the torque for anti-skid control of the vehicle, and the anti-skid control of the vehicle can be achieved through the target torque. After the reduced torque of the left and right wheels of the vehicle is obtained, the torque can be distributed according to the current slipping condition of the vehicle to obtain the final target torque.

[0078] The vehicle is controlled through the target torque to achieve anti-skid control, ensure the stability of the vehicle body and avoid wheel loss of control.

[0079] This embodiment obtains the driving slip rate and current vehicle speed of the vehicle; when the driving slip rate is greater than a preset slip rate threshold, obtains the reduced torque of the left and right wheels based on the current vehicle speed; obtains the target torque through the reduced torque of the left and right wheels; and performs driving anti-skid control on the vehicle based on the target torque. When the vehicle slips, the torque of the vehicle's motor can be controlled in time to avoid wheel loss of control and improve vehicle stability.

[0080] refer to Figure 3 , Figure 3 It is a flow chart of the second embodiment of the driving anti-skid control method of the present invention.

[0081] Based on the first embodiment, step S30 of the driving anti-skid control method of this embodiment specifically includes:

[0082] Step S301: Obtain the slip state, turning state and requested torque of the vehicle.

[0083] It is understandable that the slipping state of the car includes: slipping of one wheel on one side of the car and slipping of both wheels on the two sides of the car. The turning state includes: non-turning state and turning state.

[0084] In this embodiment, the requested torque is the required torque of the vehicle motor. When the vehicle is driving, the requested torque of each wheel of the vehicle is the same. The requested torque can be allocated according to the slip state and turning state of the vehicle.

[0085] Step S302: When the vehicle is in a non-turning state and one wheel is slipping, a corresponding first control factor is obtained based on the current vehicle speed according to the relationship between the vehicle speed and the control factor.

[0086] It should be noted that the control factor is a factor related to the vehicle speed. When the vehicle's slipping condition and speed are different, the corresponding control factor is also different. When the vehicle is not turning and one side of the wheel is slipping, the corresponding control factor is the first control factor. As the vehicle speed increases, the first control factor smoothly transitions from 0.75 to -1.

[0087] As shown in Table 1, Table 1 shows the relationship between the vehicle speed and the first control factor when the single-side wheel slips in the non-turning state. The first line of Table 1 is the current vehicle speed, and the second line is the first control factor. When the current vehicle speed of the car increases from 0km / h to 40km / h, the first control factor transitions from 0.75 to -1. When the current vehicle speed of the car is 30km / h, the first control factor is -0.5. When the current vehicle speed is 5km / h, the first control factor is 0.7.

[0088] Table 1 Relationship between vehicle speed and the first control factor

[0089]

[0090] Step S303: Obtain a first transfer torque according to the first control factor and the reduced torque of the slipping wheel among the reduced torques of the left and right wheels.

[0091] In a specific implementation, the first transfer torque is the torque that needs to be transferred when the slipping wheel occurs.

[0092] As shown in Table 1, the corresponding first control factor can be obtained according to the current vehicle speed, and the first transfer torque is the first control factor multiplied by the reduction torque of the slipping wheel, that is, the reduction torque of the slipping wheel in the reduction torque of the left and right wheels, and as the vehicle speed increases, the first control factor switches from a positive value to a negative value. That is, when the current vehicle speed is a low speed, the first transfer torque is a positive value, and when the current vehicle speed is a high speed, the first transfer torque is a negative value.

[0093] Step S304: Obtaining a target torque for the slipping wheel based on the requested torque and the reduction torque for the slipping wheel.

[0094] In a specific implementation, when the vehicle is in a non-turning state and one wheel on one side is slipping, the target torque of the slipping wheel is the difference between the requested torque and the reduced torque of the slipping wheel.

[0095] Step S305: taking the sum of the requested torque and the first transfer torque as the target torque of the non-slipping wheel.

[0096] It can be understood that the target torque of the non-slipping wheel is the requested torque plus the first transfer torque of the slipping wheel. Since the first transfer torque is a positive value at low vehicle speeds and a negative value at high vehicle speeds, the target torque of the non-slipping wheel side needs to be appropriately increased to ensure dynamics at low vehicle speeds. At high vehicle speeds, the transfer torque is a negative value, and the required torques of the non-slipping wheel and the slipping wheel are reduced to obtain the target torque until the torques on both sides are reduced by the same amount to ensure vehicle stability.

[0097] Furthermore, after the target torques of the slipping wheels and the non-slipping wheels are obtained, the steps of anti-skid control of the vehicle include: controlling the vehicle by means of the target torque; obtaining the real-time driving slip rate under the control of the target torque; when the real-time driving slip rate is less than the target slip rate, obtaining the requested torque of the vehicle; and twisting back the vehicle by means of the requested torque.

[0098] The target slip rate refers to the critical slip rate at which the vehicle maintains optimal performance. When the vehicle's slip rate is less than or equal to the target slip rate, the vehicle's overall stability and power are optimal.

[0099] After obtaining the reduced torque of the vehicle, the torque of the vehicle is reduced by reducing the torque to obtain the target torque, and the torque is maintained. When the vehicle is controlled by the target torque, it is necessary to obtain the real-time driving slip rate of the vehicle under the target torque control. After the target torque is maintained for a period of time, such as 1 minute, 5 minutes, etc., this embodiment does not limit this. If the real-time driving slip rate is less than the target slip rate, the vehicle can be twisted back to increase the target torque to the requested torque. In the twisting back stage, if the real-time driving slip rate is greater than the preset slip rate threshold of 0.1, the twisting back is stopped and the torque reduction is continued. If the slip rate is always less than or equal to the preset slip rate threshold after the twisting back is completed, the vehicle's driving anti-skid is completed.

[0100] In this embodiment, when the real-time driving slip ratio is greater than or equal to the target slip ratio, the target torque continues to be reduced until the real-time driving slip ratio is less than the target slip ratio.

[0101] When the real-time driving slip rate under the target torque control is greater than or equal to the target slip rate of 0.05 during the target torque control holding stage, it means that the vehicle performance cannot reach the best at this time, so it is necessary to continue to reduce the target torque of the vehicle until the real-time driving slip rate corresponding to the reduced target torque is less than the target slip rate of 0.05.

[0102] When the real-time driving slip rate of the vehicle is less than the target slip rate, the vehicle is twisted back to obtain the real-time driving slip rate during the twisting back; when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, the vehicle is twisted back by the requested torque to complete the driving anti-skid control of the vehicle. In the twisting back stage, when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, it means that the vehicle does not slip when twisting back is performed at this time, and the twisting back can continue. If the real-time driving slip rate of the vehicle is consistently maintained within the preset slip rate threshold after the twisting back is completed, the driving anti-skid control of the vehicle can be completed.

[0103] This embodiment obtains the slipping state, turning state and requested torque of the vehicle; when the vehicle is in a non-turning state and one-side wheel is slipping, according to the relationship between the vehicle speed and the control factor, a corresponding control factor is obtained based on the current vehicle speed; according to the control factor and the reduced torque of the slipping wheel in the reduced torque of the left and right wheels, a first transfer torque is obtained; based on the requested torque and the reduced torque of the slipping wheel, a target torque of the slipping wheel is obtained; the sum of the requested torque and the first transfer torque is used as the target torque of the non-slipping wheel, so that when the vehicle is not turning and one-side is slipping, the first transfer torque is calculated, and the first transfer torque of the slipping wheel is transferred to the non-slipping wheel, and the stability and power of the vehicle are ensured by distributing the torque between the wheels on both sides of the vehicle.

[0104] refer to Figure 4 , Figure 4 It is a flow chart of the third embodiment of the driving anti-skid control method of the present invention.

[0105] Based on the above first and second embodiments, the step S30 of the driving anti-skid control method in this embodiment further includes:

[0106] Step S306: When the vehicle is in a non-turning state and the wheels on both sides are slipping, a corresponding second control factor is obtained based on the current vehicle speed according to the relationship between the vehicle speed and the control factor.

[0107] It should be noted that when the car is in a non-turning state and both wheels are slipping, as the speed increases, the control factor smoothly transitions from 0 to 1. The second control factor corresponding to the current speed can be obtained based on the relationship between the speed and the control factor. As shown in Table 2, Table 2 shows the relationship between the current speed and the second control factor when the car is in a non-turning state and both wheels are slipping. The first line of Table 2 is the current speed, and the second line is the second control factor. As the speed increases, the second control factor smoothly transitions from 0 to 1. When the current speed is 0km / h-15km / h, the second control factor is 0, and when the current speed is 20km / h, the second control factor is -0.3.

[0108] Table 2 Relationship between current vehicle speed and second control factor

[0109]

[0110] Step S307: Calculate the left wheel torque and the right wheel torque based on the requested torque and the reduced torque of the left and right wheels.

[0111] It can be understood that the left wheel torque includes: the reduced torque of the left front wheel and the left rear wheel of the car, and the right wheel torque includes: the reduced torque of the right front wheel and the right rear wheel of the car. After the left wheel torque and the right wheel torque are obtained, the torque can be distributed according to the slip degree of each wheel. The left wheel torque is the requested torque minus the reduced torque of the left wheel, and the right wheel torque is the requested torque minus the reduced torque of the right wheel.

[0112] Step S308: Obtaining a second transfer torque based on the difference between the left wheel torque and the right wheel torque and the second control factor.

[0113] In a specific implementation, the second transfer torque is the torque that needs to be transferred to the wheel with the most serious slip among the slipping wheels, and the second transfer torque is the absolute value of the difference between the torques calculated by the left and right wheels multiplied by the second control factor. For example, if the requested torque of the car is 50, then the requested torques of the left and right wheels of the car are both 50. When the car is in a non-turning state and both the left and right wheels are slipping, and the left wheel slips more seriously than the right wheel, if the reduced torque of the left wheel is 30 and the reduced torque of the right wheel is 10, then the left wheel torque is the requested torque minus the reduced torque of the left wheel, and the left wheel torque is 20, and the right wheel torque is the requested torque minus the reduced torque of the right wheel, and the right wheel torque is 40. If the current vehicle speed is 30, the second control factor obtained by looking up the table is -0.8, so the second transfer torque is: |20-40|*(-0.8)=-16.

[0114] Step S309: Obtaining the target torque of the first slipping wheel based on the left wheel torque and the right wheel torque.

[0115] It should be noted that the target torque of the first slipping wheel refers to the target torque of the wheel with severe slipping on both sides. When the first slipping wheel is the left wheel, the target torque of the first slipping wheel is the left wheel torque. When the first slipping wheel is the right wheel, the target torque of the first slipping wheel is the right wheel torque.

[0116] Step S310: Obtaining a target torque for the second slipping wheel according to the left wheel torque, the right wheel torque and the second transfer torque.

[0117] It can be understood that the second slipping wheel is the wheel with the least severe slip among the wheels on both sides, and the target torque of the second slipping wheel is the target torque of the wheel with the least severe slip among the wheels on both sides.

[0118] The target torque of the second pulley is the left wheel torque or the right wheel torque plus the second transfer torque. When the second pulley is the left wheel, the target torque of the second pulley is the right wheel torque plus the second transfer torque. If the left wheel torque is 20, the right wheel torque is 40, and the second transfer torque is -16. When the second pulley is the left wheel, the target torque of the second pulley is 4. When the second pulley is the right wheel, the target torque of the second pulley is 24.

[0119] Furthermore, after the target torque of all slipping wheels is obtained, the steps of anti-skid control of the vehicle include: controlling the vehicle by means of the target torque; obtaining a real-time driving slip rate under the control of the target torque; when the real-time driving slip rate is less than the target slip rate, obtaining a requested torque of the vehicle; and twisting back the vehicle by means of the requested torque.

[0120] After obtaining the reduced torque of the left and right wheels of the vehicle, the torque of the left and right wheels of the vehicle is reduced by the reduced torque of the left and right wheels to obtain the target torque of the left and right wheels, and the torque is maintained. When the vehicle is controlled by the target torque of the left and right wheels, it is necessary to obtain the real-time driving slip rate of the vehicle under the target torque control of the left and right wheels. After the target torque is maintained for a period of time, such as 1 minute, 5 minutes, etc., this embodiment does not limit this. If the real-time driving slip rate is less than the target slip rate, the vehicle can be twisted back to increase the target torque to the requested torque. In the twisting back stage, if the real-time driving slip rate is greater than the preset slip rate threshold of 0.1, the twisting back is stopped and the torque reduction is continued. If the slip rate is always less than or equal to the preset slip rate threshold after the twisting back is completed, the vehicle's drive anti-skid is completed.

[0121] In this embodiment, when the real-time driving slip ratio is greater than or equal to the target slip ratio, the target torque continues to be reduced until the real-time driving slip ratio is less than the target slip ratio.

[0122] When the real-time driving slip rate under the target torque control is greater than or equal to the target slip rate of 0.05 during the target torque control holding stage, it means that the vehicle performance cannot reach the best at this time, so it is necessary to continue to reduce the target torque of the vehicle until the real-time driving slip rate corresponding to the reduced target torque is less than the target slip rate of 0.05.

[0123] When the real-time driving slip rate of the vehicle is less than the target slip rate, the vehicle is twisted back to obtain the real-time driving slip rate during the twisting back; when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, the vehicle is twisted back by the requested torque to complete the driving anti-skid control of the vehicle. In the twisting back stage, when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, it means that the vehicle does not slip when twisting back is performed at this time, and the twisting back can continue. If the real-time driving slip rate of the vehicle is consistently maintained within the preset slip rate threshold after the twisting back is completed, the driving anti-skid control of the vehicle can be completed.

[0124] In this embodiment, when the vehicle is in a non-turning state and wheels on both sides are slipping, according to the relationship between the vehicle speed and the control factor, a corresponding second control factor is obtained based on the current vehicle speed; the left wheel torque and the right wheel torque are calculated based on the requested torque and the reduced torque of the left and right wheels; the second transfer torque is obtained based on the difference between the left wheel torque and the right wheel torque and the second control factor; the target torque of the first slipping wheel is obtained based on the left wheel torque and the right wheel torque; the target torque of the second slipping wheel is obtained based on the left wheel torque, the right wheel torque and the second transfer torque, the second control factor is obtained based on the relationship between the control factor and the vehicle speed, the second transfer torque is obtained through the second control factor and the reduced torque, the left wheel torque and the right wheel torque of the vehicle are torque distributed through the left wheel torque, the right wheel torque and the second transfer torque to obtain the target torque, and the stability of the vehicle is improved through the target torque.

[0125] refer to Figure 5 , Figure 5 It is a flow chart of a fourth embodiment of a driving anti-skid control method according to the present invention.

[0126] Based on the above first and second embodiments, the step S30 of the driving anti-skid control method in this embodiment further includes:

[0127] Step S311: when the vehicle is in a turning state and slipping occurs, a first reduced torque among the reduced torques of the left and right wheels is obtained.

[0128] In a specific implementation, when the car is in a turning state and slipping occurs, the slipping includes unilateral slipping and bilateral slipping. In order to ensure the stability of the car body, the torque of the wheels on both sides should be kept equal. The first reduction torque refers to the larger reduction torque of the reduction torque of the left wheel and the reduction torque of the right wheel. For example, if the reduction torque of the left wheel is 20 and the reduction torque of the right wheel is 30, then the first reduction torque is 30.

[0129] The turning state of the car can be determined by obtaining the steering wheel angle of the car. When the steering wheel angle of the car is greater than a set threshold, it is determined that the car is in a turning state. The set threshold can be 60 degrees, 90 degrees, etc., and this embodiment does not limit this.

[0130] Step S312: taking the difference between the requested torque and the first reduced torque as the target torque for the left and right wheels.

[0131] In this embodiment, after the first reduced torque is obtained, the value of the vehicle's requested torque minus the first reduced torque is used as the target torque of the left and right wheels of the vehicle. For example, if the vehicle's requested torque is 50 and the first reduced torque is 30, then the left and right wheel target torques of the vehicle are both 20.

[0132] Furthermore, after the target torques of the left and right wheels of the vehicle are obtained, the steps of anti-skid control of the vehicle include: controlling the vehicle by means of the target torque; obtaining a real-time driving slip ratio under the control of the target torque; when the real-time driving slip ratio is less than the target slip ratio, obtaining a requested torque of the vehicle; and twisting back the vehicle by means of the requested torque.

[0133] After obtaining the reduced torque of the left and right wheels of the vehicle, the torque of the vehicle is reduced by reducing the torque to obtain the target torque, and the torque is maintained. When the vehicle is controlled by the target torque, it is necessary to obtain the real-time driving slip rate of the vehicle under the target torque control. After the target torque is maintained for a period of time, such as 1 minute, 5 minutes, etc., this embodiment does not limit this. If the real-time driving slip rate is less than the target slip rate, the vehicle can be twisted back to increase the target torque to the requested torque. In the twisting back stage, if the real-time driving slip rate is greater than the preset slip rate threshold of 0.1, the twisting back is stopped and the torque reduction is continued. If the slip rate is always less than or equal to the preset slip rate threshold after the twisting back is completed, the vehicle's driving anti-skid is completed.

[0134] In this embodiment, when the real-time driving slip ratio is greater than or equal to the target slip ratio, the target torque continues to be reduced until the real-time driving slip ratio is less than the target slip ratio.

[0135] When the real-time driving slip rate under the target torque control is greater than or equal to the target slip rate of 0.05 during the target torque control holding stage, it means that the vehicle performance cannot reach the best at this time, so it is necessary to continue to reduce the target torque of the vehicle until the real-time driving slip rate corresponding to the reduced target torque is less than the target slip rate of 0.05.

[0136] When the real-time driving slip rate of the vehicle is less than the target slip rate, the vehicle is twisted back to obtain the real-time driving slip rate during the twisting back; when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, the vehicle is twisted back by the requested torque to complete the driving anti-skid control of the vehicle. In the twisting back stage, when the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, it means that the vehicle does not slip when twisting back is performed at this time, and the twisting back can continue. If the real-time driving slip rate of the vehicle is consistently maintained within the preset slip rate threshold after the twisting back is completed, the driving anti-skid control of the vehicle can be completed.

[0137] This embodiment obtains the first reduced torque among the reduced torques of the left and right wheels when the vehicle is in a turning state and slipping occurs; the difference between the requested torque and the first reduced torque is used as the target torque of the left and right wheels. When the vehicle turns and slips on one side or both sides, the torque of the left and right wheels of the vehicle is distributed through the first reduced torque and the requested torque, thereby improving the stability of the vehicle.

[0138] refer to Figure 6 , Figure 6 It is a flowchart diagram of a fifth embodiment of a drive anti-skid control method according to the present invention.

[0139] Based on the first embodiment, step S20 of the driving anti-skid control method of this embodiment specifically includes:

[0140] Step S201: Obtain the target slip ratio of the vehicle.

[0141] The target slip rate of a car refers to the slip rate at which the vehicle does not slip and maintains optimal performance. The target slip rate is a calibrated value obtained by the preliminary staff after a large number of tests. In this embodiment, 0.05 is used as an example for explanation. When the driving slip rate of the vehicle is less than or equal to the target slip rate, the operational stability and power of the entire vehicle can be maintained at the best.

[0142] Step S202: obtaining a slip ratio difference based on the target slip ratio and the driving slip ratio.

[0143] In this embodiment, when the vehicle is slipping, the driving slip ratio is much greater than the target slip ratio, and the slip ratio difference is obtained by subtracting the target slip ratio from the driving slip ratio.

[0144] Step S203: According to the relationship between the slip ratio difference, the vehicle speed and the feedback control coefficient, a corresponding feedback control coefficient is obtained based on the slip ratio difference and the current vehicle speed.

[0145] It should be understood that the feedback control coefficient is related to the vehicle speed and the slip ratio difference. Before the drive anti-slip control is performed, the relationship between the feedback control coefficient, the vehicle speed and the slip ratio difference can be established through a large number of experiments. The feedback control coefficient includes the P-term coefficient and the I-term coefficient. The P-term coefficient and the I-term coefficient are used to perform PI control on the vehicle to obtain the reduced torque value required to suppress the vehicle from slipping.

[0146] like Figure 7 As shown, Figure 7 It is the relationship diagram among the P term coefficient, vehicle speed and slip ratio difference in the feedback control coefficient. Figure 7 In the figure, the first row of data is the slip rate difference, the first column of data is the vehicle speed, and the data from the second to the twelfth columns of the second to twelfth rows are the P-item coefficients. When the current vehicle speed is 5 km / h, the slip rate difference is 0, 0.2, 0.4, 0.6, 0.7, 0.8, 0.9, 1, 1.1, 1.2, 1.3, and the P-item coefficients are all 0; when the current vehicle speed is 10 km / h, the slip rate difference is 0, and the P-item coefficient is 2; when the slip rate difference is 0.2, the P-item coefficient is 3. When the slip ratio difference is 0.4, the P-item coefficient is 5; when the slip ratio difference is 0.6, the P-item coefficient is 6; when the slip ratio difference is 0.7, the P-item coefficient is 9; when the slip ratio difference is 0.8, the P-item coefficient is 11; when the slip ratio difference is 0.9, the P-item coefficient is 13; when the slip ratio difference is 1, the P-item coefficient is 15; when the slip ratio difference is 1.1, the P-item coefficient is 17; when the slip ratio difference is 1.2, the P-item coefficient is 19; when the slip ratio difference is 1.3, the P-item coefficient is 20. When the current vehicle speed is 30km / h-100km / h, the P-item coefficient gradually increases as the slip ratio difference increases.

[0147] like Figure 8 As shown, Figure 8 It is the relationship diagram between the I coefficient in the feedback control coefficient, the vehicle speed and the slip ratio difference. Figure 8In the data, the first row is the slip ratio difference, the first column is the vehicle speed, and the data from the second to the twelfth row in the second column to the twelfth column are the I coefficients. When the current vehicle speed is 5 km / h, the slip ratio difference is 0, 0.2, 0.4, 0.6, 0.7, 0.8, 0.9, 1, 1.1, 1.2, 1.3, and the I coefficient is 0; when the current vehicle speed is 10 km / h, the slip ratio difference is 0, and the I coefficient is 0.2; when the slip ratio difference is 0.2, the I coefficient is 0.3; when the slip ratio difference is 0.4, the I coefficient is 0.5; the slip ratio difference is 0. When the vehicle speed is 6, the I coefficient is 0.6; when the slip ratio difference is 0.7, the I coefficient is 0.9; when the slip ratio difference is 0.8, the I coefficient is 1.1; when the slip ratio difference is 0.9, the I coefficient is 1.3; when the slip ratio difference is 1, the I coefficient is 1.5; when the slip ratio difference is 1.1, the I coefficient is 1.7; when the slip ratio difference is 1.2, the I coefficient is 1.9; when the slip ratio difference is 1.3, the I coefficient is 2. When the current vehicle speed is 30km / h-100km / h, the I coefficient gradually increases as the slip ratio difference increases.

[0148] When the vehicle speed is high, the vehicle body stability is poor, and when the slip rate difference is large, the vehicle skids more seriously, and the torque value needs to be increased. Figure 7 and Figure 8 The relationship between the P-term coefficient, the I-term coefficient, the slip ratio difference and the vehicle speed, the corresponding feedback control coefficient can be obtained by the current vehicle speed and the slip ratio difference. For example, if the current vehicle speed is 50km / h and the slip ratio difference is 0.4, the P-term coefficient is 16 and the I-term coefficient is 1.6.

[0149] Step S204: Calculate the slip ratio difference and the feedback control coefficient to obtain the reduced torque of the left and right wheels.

[0150] It should be understood that the torque reduction of the left and right wheels = slip rate difference * P-term coefficient + slip rate difference * I-term coefficient. The slip rate difference includes the slip rate difference of the left wheel and the slip rate difference of the right wheel. The torque reduction of the left wheel = the slip rate difference of the left wheel * P-term coefficient + the slip rate difference of the left wheel * I-term coefficient; the torque reduction of the right wheel = the slip rate difference of the right wheel * P-term coefficient + the slip rate difference of the right wheel * I-term coefficient. The corresponding torque reduction can be obtained by the slip rate difference and the feedback control coefficient. When the vehicle speed increases, the feedback control coefficient increases, and the torque reduction value also increases. When the slip rate difference is large, the torque value that needs to be reduced also increases.

[0151] like Fig. 9 As shown, Fig. 9The schematic diagram of the overall process of the drive anti-skid control method of the present invention is as follows: by obtaining the drive slip rate of the vehicle, when the drive slip rate is greater than the preset slip rate threshold value of 0.1, the drive anti-skid control is activated; when the drive slip rate is less than the target slip rate of 0.05, the intermediate state is entered and the drive anti-skid control is performed; if the drive slip rate is greater than the preset slip rate threshold value of 0.1 during the torsion back process, the drive anti-skid control is continued; if the drive slip rate is less than 0.05 during the torsion back process, the torsion back is completed and the drive anti-skid control is turned off. During the torque reduction process, the braking and sliding conditions of the vehicle are obtained in real time, and the corresponding target torque is obtained according to the turning state and the slipping state of the vehicle. The vehicle is reduced or torsion back by the target torque to complete the drive anti-skid control of the vehicle.

[0152] This embodiment obtains the target slip rate of the automobile; obtains the slip rate difference based on the target slip rate and the driving slip rate; obtains the corresponding feedback control coefficient based on the slip rate difference and the current vehicle speed according to the relationship between the slip rate difference, the vehicle speed and the feedback control coefficient; obtains the reduced torque of the left and right wheels by calculating the slip rate difference and the feedback control coefficient. By the relationship between the feedback control coefficient, the vehicle speed and the slip rate difference, the reduced torque is flexibly changed according to the vehicle speed and the slip rate difference. In the process of vehicle driving anti-skid control, the dynamic performance of the vehicle under the slipping condition and the mutual influence between the slip rate and the torque are taken into account, and the fluctuation of the torque under different driving conditions and slipping conditions is taken into account, so as to improve the stability of the vehicle and reduce the setback of the vehicle.

[0153] Reference Fig.10 , Fig.10 This is a structural block diagram of the first embodiment of the drive anti-skid control device of the present invention.

[0154] like Fig.10 As shown, the driving anti-skid control device proposed in the embodiment of the present invention includes:

[0155] The acquisition module 10 is used to acquire the driving slip ratio and current vehicle speed of the vehicle.

[0156] The comparison module 20 is used to perform driving anti-slip control on the vehicle when the driving slip ratio is greater than a preset slip ratio threshold.

[0157] The acquisition module 10 is further configured to obtain the reduced torque of the left and right wheels based on the current vehicle speed.

[0158] The acquisition module 10 is further configured to obtain a target torque through the reduced torque of the left and right wheels.

[0159] The control module 30 is configured to perform driving anti-slip control on the vehicle based on the target torque.

[0160] This embodiment obtains the driving slip rate and current vehicle speed of the vehicle; when the driving slip rate is greater than a preset slip rate threshold, obtains the reduced torque of the left and right wheels based on the current vehicle speed; obtains the target torque through the reduced torque of the left and right wheels; and performs driving anti-skid control on the vehicle based on the target torque. When the vehicle slips, the torque of the vehicle's motor can be controlled in time to avoid wheel loss of control and improve vehicle stability.

[0161] In one embodiment, the acquisition module 10 is also used to acquire the slipping state, turning state and requested torque of the vehicle; when the vehicle is in a non-turning state and one-side wheel is slipping, based on the relationship between the vehicle speed and the control factor, a corresponding first control factor is obtained based on the current vehicle speed; a first transfer torque is obtained based on the first control factor and the reduced torque of the slipping wheel in the reduced torque of the left and right wheels; a target torque of the slipping wheel is obtained based on the requested torque and the reduced torque of the slipping wheel; and the sum of the requested torque and the first transfer torque is used as the target torque of the non-slipping wheel.

[0162] In one embodiment, the acquisition module 10 is also used to obtain a corresponding second control factor based on the current vehicle speed according to the relationship between the vehicle speed and the control factor when the vehicle is in a non-turning state and the wheels on both sides are slipping; obtain the left wheel torque and the right wheel torque based on the requested torque and the reduced torque of the left and right wheels; obtain the second transfer torque based on the difference between the left wheel torque and the right wheel torque and the second control factor; obtain the target torque of the first slipping wheel based on the left wheel torque and the right wheel torque; and obtain the target torque of the second slipping wheel based on the left wheel torque, the right wheel torque and the second transfer torque.

[0163] In one embodiment, the acquisition module 10 is further used to acquire the first reduced torque among the reduced torques of the left and right wheels when the vehicle is in a turning state and slipping; and use the difference between the requested torque and the first reduced torque as the target torque of the left and right wheels.

[0164] In one embodiment, the acquisition module 10 is further used to acquire a target slip rate of the vehicle; obtain a slip rate difference based on the target slip rate and the driving slip rate; obtain a corresponding feedback control coefficient based on the slip rate difference and the current vehicle speed according to the relationship between the slip rate difference, the vehicle speed and the feedback control coefficient; and obtain the reduced torque of the left and right wheels by calculating the slip rate difference and the feedback control coefficient.

[0165] In one embodiment, the control module 30 is further used to control the vehicle through the target torque; obtain the real-time driving slip rate under the target torque control; when the real-time driving slip rate is less than the target slip rate, obtain the requested torque of the vehicle; and twist the vehicle back through the requested torque.

[0166] In one embodiment, the control module 30 is further used to, when the real-time driving slip rate is greater than or equal to the target slip rate, continue to reduce the target torque until the real-time driving slip rate is less than the target slip rate; twist back the vehicle to obtain the real-time driving slip rate during twisting back; and when the real-time driving slip rate during twisting back is less than the preset slip rate threshold, twist back the vehicle through the requested torque to complete the driving anti-slip control of the vehicle.

[0167] In addition, to achieve the above-mentioned purpose, the present invention also proposes a drive anti-skid control device, which includes: a memory, a processor, and a drive anti-skid control program stored in the memory and executable on the processor, and the drive anti-skid control program is configured to implement the steps of the drive anti-skid control method described above.

[0168] Since the present drive anti-skid control device 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.

[0169] In addition, an embodiment of the present invention further provides a storage medium, on which a driving anti-skid control program is stored. When the driving anti-skid control program is executed by a processor, the steps of the driving anti-skid control method described above are implemented.

[0170] 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.

[0171] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0172] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0173] In addition, for technical details that are not described in detail in this embodiment, reference can be made to the drive anti-skid control method provided in any embodiment of the present invention, and will not be repeated here.

[0174] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0175] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0176] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0177] 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 specification 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. A driving anti-skid control method, characterized in that: The driving anti-skid control method comprises: Get the driving slip ratio and current speed of the car; When the driving slip ratio is greater than a preset slip ratio threshold, obtaining a reduced torque of the left and right wheels based on the current vehicle speed; Obtaining a target torque by reducing the torque of the left and right wheels; performing drive anti-slip control on the vehicle based on the target torque; The step of obtaining the target torque by reducing the torque of the left and right wheels includes: Get the car's slip status, cornering status, and requested torque; When the vehicle is in a non-turning state and one wheel on one side is slipping, according to the relationship between the vehicle speed and the control factor, a corresponding first control factor is obtained based on the current vehicle speed; Obtaining a first transfer torque according to the first control factor and the reduced torque of the slipping wheel among the reduced torques of the left and right wheels; obtaining a target torque for the slipping wheel based on the requested torque and the reduction torque for the slipping wheel; The sum of the request torque and the first transfer torque is used as the target torque of the non-slipping wheel.

2. The driving anti-skid control method according to claim 1, characterized in that: The step of obtaining the target torque by reducing the torque of the left and right wheels further includes: When the vehicle is in a non-turning state and the wheels on both sides are slipping, according to the relationship between the vehicle speed and the control factor, a corresponding second control factor is obtained based on the current vehicle speed; Calculating a left wheel torque and a right wheel torque based on the requested torque and the reduced torques of the left and right wheels; obtaining a second transfer torque based on a difference between the left wheel torque and the right wheel torque and the second control factor; Obtaining a target torque for the first slipping wheel based on the left wheel torque and the right wheel torque; A target torque for the second slipping wheel is obtained according to the left wheel torque, the right wheel torque and the second transfer torque.

3. The driving anti-skid control method according to claim 1, characterized in that: The step of obtaining the target torque by reducing the torque of the left and right wheels further includes: When the vehicle is in a turning state and slipping occurs, obtaining a first reduced torque among the reduced torques of the left and right wheels; The difference between the requested torque and the first reduction torque is used as the target torque for the left and right wheels.

4. The driving anti-skid control method according to claim 1, characterized in that: The obtaining the reduced torque of the left and right wheels based on the current vehicle speed includes: Get the target slip ratio of the vehicle; obtaining a slip ratio difference based on the target slip ratio and the driving slip ratio; According to the relationship between the slip ratio difference, the vehicle speed and the feedback control coefficient, a corresponding feedback control coefficient is obtained based on the slip ratio difference and the current vehicle speed; The reduced torque of the left and right wheels is obtained by calculating the slip ratio difference and the feedback control coefficient.

5. The driving anti-skid control method according to any one of claims 1 to 4, characterized in that: The step of performing driving anti-slip control on the vehicle based on the target torque includes: controlling the vehicle by means of the target torque; acquiring a real-time driving slip ratio under the target torque control; When the real-time driving slip ratio is less than the target slip ratio, obtaining a requested torque of the vehicle; The vehicle is twisted back by the requested torque.

6. The driving anti-skid control method according to claim 5, characterized in that: After acquiring the real-time driving slip ratio under the target torque control, the method further includes: When the real-time driving slip ratio is greater than or equal to the target slip ratio, continue to reduce the target torque until the real-time driving slip ratio is less than the target slip ratio; Twisting the vehicle back to obtain a real-time driving slip rate during the twisting; When the real-time driving slip rate during the twisting back is less than the preset slip rate threshold, the vehicle is twisted back by the requested torque to complete the driving anti-slip control of the vehicle.

7. A driving anti-skid control device, characterized in that: The driving anti-skid control device comprises: An acquisition module is used to acquire the driving slip rate and current vehicle speed of the vehicle; A comparison module, configured to perform a driving anti-slip control on the vehicle when the driving slip ratio is greater than a preset slip ratio threshold; The acquisition module is further used to obtain the reduced torque of the left and right wheels based on the current vehicle speed; The acquisition module is further used to obtain the target torque by reducing the torque of the left and right wheels; A control module, configured to perform drive anti-slip control on the vehicle based on the target torque; The acquisition module is also used to acquire the slipping state, turning state and requested torque of the vehicle; when the vehicle is in a non-turning state and one-side wheel is slipping, based on the relationship between the vehicle speed and the control factor, a corresponding first control factor is obtained based on the current vehicle speed; a first transfer torque is obtained based on the first control factor and the reduced torque of the slipping wheel in the reduced torque of the left and right wheels; a target torque of the slipping wheel is obtained based on the requested torque and the reduced torque of the slipping wheel; and the sum of the requested torque and the first transfer torque is used as the target torque of the non-slipping wheel.

8. A drive anti-skid control device, characterized in that: The driving anti-skid control device comprises: a memory, a processor, and a driving anti-skid control program stored in the memory and executable on the processor, wherein the driving anti-skid control program is configured to implement the driving anti-skid control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium stores a driving anti-skid control program, and when the driving anti-skid control program is executed by the processor, the driving anti-skid control method according to any one of claims 1 to 6 is implemented.

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