Vehicle anti-skid control method, device, electronic device and storage medium

Abstract

An embodiment of the present specification provides a vehicle anti-skid control method, which is applied to a vehicle controller, including: calculating the slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; calculating the slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and performing PID control on the slip difference to obtain a first anti-skid correction coefficient of the drive shaft; calculating the acceleration of the drive shaft based on the first rotational speed and the second rotational speed; and calculating the second anti-skid correction coefficient of the drive shaft based on the acceleration and the preset acceleration reference value of the drive shaft; and determining the actual driving torque of the drive shaft based on the driver's requested torque of the drive shaft, the first anti-skid correction coefficient, and the second anti-skid correction coefficient.

Description

Technical Field

[0001] This specification relates to the field of vehicle control technology, and in particular to a vehicle anti-skid control method, device, electronic device, and storage medium. Background Art

[0002] Currently, vehicle safety performance can be divided into active safety and passive safety. Active safety refers to the vehicle's ability to proactively prevent accidents, such as braking, anti-skid, fire prevention, and collision avoidance. Passive safety, for example, relies on the vehicle's body's anti-deformation properties and corresponding safety measures to significantly reduce the impact intensity in the event of an accident, thereby maximizing passenger protection and minimizing serious casualties. These measures include body strength, energy-absorbing structures, seatbelts, and airbags.

[0003] Active safety control systems can enhance a vehicle's active safety performance, such as the Anti-Lock Braking System (ABS), designed to prevent dangerous accidents caused by wheel locking during emergency braking. Passive safety control systems can also enhance a vehicle's passive safety performance, such as the automatic deployment of airbags to protect passengers after a traffic accident.

[0004] Since the safety performance of a vehicle is an important reference indicator for users when choosing a vehicle, how to improve the safety of the vehicle through the vehicle safety control system is one of the main research directions of major automobile companies. Summary of the Invention

[0005] In view of this, one or more embodiments of this specification provide a vehicle anti-skid control method, device, electronic device and storage medium to solve the problems existing in the related art.

[0006] To achieve the above objectives, one or more embodiments of this specification provide the following technical solutions:

[0007] According to a first aspect of an embodiment of this specification, a vehicle anti-skid control method is provided, which is applied to a vehicle controller. The method includes:

[0008] For either the front or rear drive axle of the vehicle, perform the following steps:

[0009] calculating a slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; calculating a slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and performing PID control on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft;

[0010] calculating an acceleration of the drive shaft based on the first rotational speed and the second rotational speed; and calculating a second anti-skid correction coefficient of the drive shaft based on the acceleration and a preset acceleration reference value of the drive shaft;

[0011] An actual drive torque of the drive shaft is determined based on the driver requested torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor.

[0012] According to a second aspect of the embodiments of this specification, a vehicle anti-skid control device is provided, which is applied to a vehicle controller, and the device includes:

[0013] For either the front or rear drive shaft of the vehicle, the following units are used:

[0014] a first calculation unit configured to calculate a slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; calculate a slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and perform PID control based on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft;

[0015] a second calculation unit, configured to calculate an acceleration of the drive shaft based on the first rotational speed and the second rotational speed; and calculate a second anti-skid correction coefficient of the drive shaft according to the acceleration and a preset acceleration reference value of the drive shaft;

[0016] A third calculation unit is configured to determine an actual drive torque of the drive shaft based on the driver's request torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor.

[0017] According to a third aspect of the embodiments of this specification, there is provided an electronic device, comprising a communication interface, a processor, a memory, and a bus, wherein the communication interface, the processor, and the memory are interconnected via the bus;

[0018] The memory stores machine-readable instructions, and the processor executes the above method by calling the machine-readable instructions.

[0019] According to a fourth aspect of the embodiments of this specification, a machine-readable storage medium is provided, wherein the machine-readable storage medium stores machine-readable instructions, and the machine-readable instructions implement the above method when called and executed by a processor.

[0020] The technical solutions provided by the embodiments of this specification may have the following beneficial effects:

[0021] The above technical solution improves vehicle handling by applying an anti-skid control strategy to either the front or rear drive axle. By performing two anti-skid corrections on the driver-requested torque of the drive axle, not only can PID control based on slip differentials improve drive torque control accuracy, but also ensures rapid response by monitoring drive axle acceleration, ensuring vehicle safety and stability. Furthermore, by applying the anti-skid strategy to the vehicle controller, the frequency of electronic stability control intervention can be reduced, improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of a basic vehicle architecture provided as an exemplary embodiment of this specification;

[0023] Figure 2 A flowchart of a vehicle anti-skid control method provided by an exemplary embodiment of this specification;

[0024] Figure 3 A flowchart for calculating a first anti-skid correction coefficient is provided as an exemplary embodiment of this specification;

[0025] Figure 4 A flow chart for calculating a second anti-skid correction coefficient is provided as an exemplary embodiment of this specification;

[0026] Figure 5 A schematic structural diagram of an electronic device in which a vehicle anti-skid control device is provided as an exemplary embodiment of this specification;

[0027] Figure 6 A block diagram of a vehicle anti-skid control device provided in accordance with an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0028] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The implementations described in the following exemplary embodiments are not intended to represent all implementations consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with certain aspects of one or more embodiments of this specification, as detailed in the appended claims.

[0029] It should be noted that in other embodiments, the steps of the corresponding method are not necessarily performed in the order shown and described in this specification. In some other embodiments, the method may include more or fewer steps than those described in this specification. In addition, a single step described in this specification may be broken down into multiple steps for description in other embodiments, and multiple steps described in this specification may be combined into a single step for description in other embodiments.

[0030] The vehicle anti-skid control method of this specification is described in detail below with reference to the accompanying drawings.

[0031] See Figure 1 , Figure 1 This is a schematic diagram of a basic vehicle architecture provided by an exemplary embodiment of this specification. Figure 1 As shown, the vehicle control unit (VCU) can control the front drive motor of the vehicle to drive the left drive wheel L1 and the right drive wheel R1 connected to the front drive shaft, and can also control the rear drive motor of the vehicle to drive the left drive wheel L2 and the right drive wheel R2 connected to the rear drive shaft.

[0032] When a car is driving on a low-adhesion road, such as in rainy or snowy conditions, the car's output torque may exceed the torque corresponding to the maximum adhesion provided by the road surface. When this happens, the gap between the car's wheel speed and the vehicle's speed will become increasingly larger, causing the wheels to slip, which may lead to safety accidents. Therefore, anti-skid control is necessary to achieve active vehicle safety control.

[0033] In related technologies, the anti-skid control strategy is usually located in Figure 1 In the Electronic Stability Control (ESC), the electronic stability control system performs anti-skid control, including the following processes:

[0034] The vehicle controller determines the value of the driver's requested torque based on the status of the vehicle's accelerator pedal and brake pedal; the vehicle controller controls the drive motor to output the drive torque to the wheels according to the value of the driver's requested torque; when the electronic stability control system detects that the wheel is slipping, the electronic stability control system intervenes, so that the vehicle controller no longer responds to the driver's requested torque, but directly responds to the instructions of the electronic stability control system, reducing the output drive torque to achieve the purpose of preventing slipping; when the wheel no longer slips, the electronic stability control system ends its intervention.

[0035] However, according to the above process, the anti-skid control strategy of the electronic stability control system will only take effect when the vehicle has actually skidded, which has a certain lag. It not only poses a safety risk but also affects the user's driving experience.

[0036] In view of this, this specification provides a technical solution that applies an anti-skid control strategy to a vehicle controller and optimizes the actual driving torque output by the vehicle controller by combining a PID control algorithm with a fast response algorithm.

[0037] See Figure 2 , Figure 2 This is a flow chart of a vehicle anti-skid control method provided by an exemplary embodiment of this specification, which is applied to a vehicle controller. Figure 2 As shown, during implementation, the following steps may be performed for any one of the front drive shaft and the rear drive shaft of the vehicle:

[0038] Step 201: Calculating a slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; calculating a slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and performing PID control on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft.

[0039] Step 202: Calculate the acceleration of the drive shaft based on the first rotational speed and the second rotational speed; and calculate a second anti-skid correction coefficient of the drive shaft based on the acceleration and a preset acceleration reference value of the drive shaft.

[0040] Step 203 : determining the actual driving torque of the driving shaft based on the driver's requested torque of the driving shaft, the first anti-slip correction factor, and the second anti-slip correction factor.

[0041] It is worth noting that the above-mentioned reference vehicle speed refers to the speed of the vehicle body, while the speed of the driving wheel is the wheel speed of the vehicle, that is, the wheel speed, which can be detected by a wheel speed sensor.

[0042] It should be noted that since the front and rear drive shafts of the vehicle are driven by different drive motors, they are relatively independent and can execute steps 201-203 simultaneously. Furthermore, since the anti-slip control strategy can be applied to the front and rear drive shafts separately, the vehicle's maneuverability can be further improved.

[0043] In this embodiment, for any one of the front and rear drive shafts of the vehicle, the slip of the drive shaft can be calculated based on the reference speed of the vehicle, the first rotational speed of the left drive wheel connected to the drive shaft, and the second rotational speed of the right drive wheel connected to the drive shaft; the slip difference of the drive shaft is calculated based on the slip and a preset slip reference value of the drive shaft; and PID control is performed on the slip difference to obtain a first anti-skid correction coefficient of the drive shaft.

[0044] For example, Figure 1 Taking the front drive shaft in the example, the slip of the front drive shaft can be calculated based on the reference speed of the vehicle, the rotational speed of the left drive wheel L1 connected to the front drive shaft, and the rotational speed of the right drive wheel R1 connected to the front drive shaft; then the slip difference of the front drive shaft is calculated according to the slip of the front drive shaft and the preset slip reference value of the front drive shaft; and PID control is performed on the slip difference of the front drive shaft to obtain a first anti-skid correction coefficient of the front drive shaft.

[0045] In one embodiment of the present invention, the process of performing the above step 201 is as follows: Figure 3 As shown, the following steps may be included:

[0046] Step 301 : Acquire a reference speed of the vehicle, a first rotational speed of a left driving wheel connected to the driving shaft, and a second rotational speed of a right driving wheel connected to the driving shaft.

[0047] It is worth noting that when a vehicle is equipped with an electronic stability control system, the electronic stability control system can obtain the above-mentioned reference vehicle speed and the rotational speed of each driving wheel and send them to the vehicle controller. This manual does not limit this.

[0048] Step 302: Calculate the slippage of the drive shaft.

[0049] In one embodiment shown, the slippage of the drive shaft can be calculated based on the following formula:

[0050] dv=MAX(v_L,v_R)-v_Ref;

[0051] Wherein, dv represents the slip of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, v_R represents the second rotational speed of the right drive wheel connected to the drive shaft, and v_Ref represents the vehicle reference speed.

[0052] For example, Figure 1For example, assuming the speed of L1 is a, the speed of R1 is b, and a>b, and the reference vehicle speed is c, then according to the above formula, the speed of the left or right drive wheel with the faster speed can be used as the speed of the front drive shaft, resulting in the front drive shaft slip ac.

[0053] Step 303: Determine a slip reference value of the drive shaft.

[0054] In an embodiment shown, the slip reference value of the drive shaft may be determined based on the reference vehicle speed of the vehicle by looking up a preset relationship table between the reference vehicle speed and the slip reference value.

[0055] For example, assuming that the above relationship table maintains the correspondence between the reference vehicle speed c and the slip reference value d of the front drive shaft, as well as the slip reference value e of the rear drive shaft, then when the reference vehicle speed of the vehicle is c, the slip reference value of the front drive shaft can be determined by looking up the table to be d.

[0056] It is worth noting that engineers from car companies can test the vehicle in advance, calibrate the vehicle based on the test results, and construct a relationship table between the vehicle's reference speed and slip reference value.

[0057] Step 304 : Calculate the slip difference of the drive shaft according to the slip and a preset reference slip value of the drive shaft.

[0058] In one embodiment shown, the slip difference of the drive shaft may be calculated based on the following formula:

[0059] e_dv=MIN(dv_Ref-dv,0);

[0060] Wherein, e_dv represents the slip difference of the drive shaft, dv_Ref represents the slip reference value, and dv represents the slip of the drive shaft.

[0061] Continue with Figure 1 Taking the front drive shaft in the example, assuming that the slip dv of the front drive shaft is ac and the slip reference value of the front drive shaft is d, then when d ≥ ac, the slip difference e_dv of the front drive shaft is 0; when d < ac, the slip difference e_dv of the front drive shaft is d - a + c.

[0062] That is to say, the slip reference value is a threshold value. When the slip of the drive shaft does not exceed the slip threshold value, the slip difference of the drive shaft is considered to be 0. When the slip of the drive shaft exceeds the slip threshold value, the slip difference of the drive shaft is based on the difference between the slip reference value and the slip.

[0063] Step 305 : Perform PID control on the slip difference to obtain a first anti-slip correction coefficient of the drive shaft.

[0064] In one embodiment shown, the first anti-slip correction coefficient of the drive shaft may be calculated based on the following formula:

[0065] Factor1=Kp*e_dv+Ki*∫e_dv*dt+Kd*de_dv / dt;

[0066] Wherein, Factor1 represents the first anti-slip correction coefficient of the drive shaft, e_dv represents the slip difference of the drive shaft, and Kp, Ki, and Kd are parameters corresponding to the PID control respectively.

[0067] The PID in the above PID control is the abbreviation of proportional-integral-differential. The PID control algorithm is a control algorithm known to those skilled in the art and will not be described in detail in this specification.

[0068] It is worth noting that the above steps 201 and 202 can be executed simultaneously, and there is no order of precedence.

[0069] In this embodiment, for any one of the front and rear drive shafts of the vehicle, the acceleration of the drive shaft can be calculated based on the first speed and the second speed; and the second anti-skid correction coefficient of the drive shaft can be calculated based on the acceleration and the preset acceleration reference value of the drive shaft.

[0070] For example, Figure 1 Taking the front drive shaft in the vehicle as an example, the acceleration of the front drive shaft can be calculated based on the rotational speed of the left drive wheel L1 connected to the front drive shaft and the rotational speed of the right drive wheel R1 connected to the front drive shaft; and the second anti-skid correction coefficient of the front drive shaft can be calculated based on the acceleration of the front drive shaft and the preset acceleration reference value of the front drive shaft.

[0071] In one embodiment of the present invention, the process of performing the above step 202 is as follows: Figure 4 As shown, the following steps may be included:

[0072] Step 401 : Acquire a reference speed of the vehicle, a first rotational speed of a left driving wheel connected to the driving shaft, and a second rotational speed of a right driving wheel connected to the driving shaft.

[0073] It is worth noting that the above step 301 is exactly the same as step 401 and only needs to be executed once. The only difference is that the subsequent steps are different. This is explained here for a clearer description.

[0074] Step 402: Obtain the historical rotation speed of the driving wheel.

[0075] For example, the vehicle controller can maintain a historical tachometer to record the wheel speeds detected by the wheel speed sensors.

[0076] Step 403: Calculate the acceleration of the drive shaft based on the first rotational speed and the second rotational speed.

[0077] Since the first speed v_L and the second speed v_R are the current speeds, combined with the historical speeds, according to the acceleration calculation formula, the acceleration of the left driving wheel can be obtained as d*v_L / dt, and the acceleration of the right driving wheel can be obtained as d*v_R / dt.

[0078] In one embodiment shown, the acceleration of the drive shaft can be calculated based on the following formula:

[0079] a=MAX(d*v_L / dt, d*v_R / dt);

[0080] Wherein, a represents the acceleration of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, and v_R represents the second rotational speed of the right drive wheel connected to the drive shaft.

[0081] Continue with Figure 1 For example, assuming the acceleration of L1 is f and the acceleration of R1 is g, then when f>g, the acceleration of the front drive shaft is f, and the acceleration of L1 is used as the acceleration of the front drive shaft. In other words, the acceleration of the left or right drive wheel with the greater acceleration is used as the acceleration of the drive shaft.

[0082] Step 404: Determine a preset acceleration reference value of the drive shaft.

[0083] In one embodiment shown, the driver's requested torque of the drive shaft can be determined based on the state of the vehicle's accelerator pedal, the state of the brake pedal, and the reference speed of the vehicle; and based on the driver's requested torque of the drive shaft, a preset relationship table of the driver's requested torque and the acceleration reference value is queried to determine the acceleration reference value of the drive shaft.

[0084] For example, assuming that the above-mentioned relationship table maintains the correspondence between the driver's requested torque h of the front drive shaft and the acceleration reference value i of the front drive shaft, then when the driver's requested torque of the front drive shaft is determined to be h based on the state of the vehicle's accelerator pedal, the state of the brake pedal, and the reference speed of the vehicle, the acceleration reference value of the front drive shaft can be determined to be i by looking up the table.

[0085] It is worth noting that car company engineers can test the vehicle in advance, calibrate the vehicle based on the test results, and construct a relationship table between the driver's requested torque of the drive shaft and the acceleration reference value of the drive shaft.

[0086] Step 405 : Calculate a second anti-skid correction coefficient of the drive shaft according to the acceleration and a preset acceleration reference value of the drive shaft.

[0087] In one embodiment shown, the second anti-slip correction coefficient of the drive shaft may be calculated based on the following formula:

[0088]

[0089] Among them, Factor2 represents the second anti-skid correction coefficient of the drive shaft, a represents the acceleration of the drive shaft, a_Ref represents the acceleration reference value of the drive shaft, and lookup(a) represents querying a preset relationship table between the acceleration and the second anti-skid correction coefficient based on the acceleration a to determine the second anti-skid correction coefficient of the drive shaft.

[0090] It is worth noting that engineers from car companies can test the vehicle in advance, calibrate the vehicle based on the test results, and construct a relationship table between the acceleration of the drive shaft and the second anti-skid correction coefficient of the drive shaft.

[0091] Continue with Figure 1 Taking the front drive shaft in the example, assuming its acceleration is f and its reference acceleration is i, when f>i, the second anti-skid correction factor for the front drive shaft is determined by consulting the relationship table between the drive shaft acceleration and the second anti-skid correction factor. When f≤i, the second anti-skid correction factor for the front drive shaft is set to 1.

[0092] That is to say, the acceleration reference value is a threshold value. When the acceleration of the drive shaft is greater than the acceleration threshold value, a quick response is required to control the vehicle in time. The second anti-skid correction coefficient of the drive shaft can be determined by querying a preset relationship table. When the acceleration of the drive shaft is less than the acceleration threshold value, there is no need to correct it through the second anti-skid correction coefficient, so the second anti-skid correction coefficient is 1 at this time.

[0093] In this embodiment, after determining the first anti-slip correction factor and the second anti-slip correction factor, the actual drive torque of the drive shaft may be determined based on the driver request torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor.

[0094] For example, taking the front drive shaft as an example, the actual drive torque of the front drive shaft may be determined based on the driver's request torque of the front drive shaft, the first anti-slip correction coefficient of the front drive shaft, and the second anti-slip correction coefficient of the front drive shaft.

[0095] In one embodiment shown, the actual driving torque of the drive shaft can be calculated based on the following formula:

[0096] Tq=Tq_Req*Factor1*Factor2;

[0097] Wherein, Tq represents the actual driving torque of the drive shaft, Tq_Req represents the driver requested torque, Factor1 represents the first anti-slip correction coefficient of the drive shaft, and Factor2 represents the second anti-slip correction coefficient of the drive shaft.

[0098] The above technical solution improves vehicle handling by applying an anti-skid control strategy to either the front or rear drive axle. By performing two anti-skid corrections on the driver-requested torque of the drive axle, not only can PID control based on slip differentials improve drive torque control accuracy, but also ensures rapid response by monitoring drive axle acceleration, ensuring vehicle safety and stability. Furthermore, by applying the anti-skid strategy to the vehicle controller, the frequency of electronic stability control intervention can be reduced, improving the user's driving experience.

[0099] In an exemplary embodiment of this specification, a device capable of implementing the above method is also provided.

[0100] Figure 5 This is a schematic structural diagram of a device provided by an exemplary embodiment. Figure 5 At the hardware level, the device includes a processor 502, an internal bus 504, a network interface 506, a memory 508, and a non-volatile memory 510. Of course, it may also include hardware required for other services. One or more embodiments of this specification can be implemented based on software, such as the processor 502 reading the corresponding computer program from the non-volatile memory 510 into the memory 509 and then running it. Of course, in addition to software implementation, one or more embodiments of this specification do not exclude other implementation methods, such as logic devices or a combination of software and hardware, etc., that is, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or logic devices.

[0101] Please refer to Figure 6 In a software implementation, a vehicle anti-skid control device 600 is provided, which is applied to a vehicle controller. Figure 6 As shown, the apparatus 600 includes:

[0102] For either the front or rear drive shaft of the vehicle, the following units are used:

[0103] a first calculation unit 601 configured to calculate a slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; calculate a slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and perform PID control based on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft;

[0104] a second calculating unit 602 for calculating the acceleration of the drive shaft based on the first speed and the second speed; and calculating a second anti-skid correction coefficient of the drive shaft according to the acceleration and a preset acceleration reference value of the drive shaft;

[0105] The third calculation unit 603 is configured to determine an actual driving torque of the driving shaft based on the driver's requested torque of the driving shaft, the first anti-slip correction coefficient, and the second anti-slip correction coefficient.

[0106] Optionally, the slippage of the drive shaft may be calculated based on the following formula:

[0107] dv=MAX(v_L,v_R)-v_Ref;

[0108] Wherein, dv represents the slip of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, v_R represents the second rotational speed of the right drive wheel connected to the drive shaft, and v_Ref represents the vehicle reference speed.

[0109] Optionally, the apparatus 600 further includes:

[0110] The first table lookup unit 604 (not shown in the figure) looks up a preset relationship table between the reference vehicle speed and the slip reference value according to the reference vehicle speed of the vehicle, and determines the slip reference value of the drive shaft.

[0111] Optionally, the slip difference of the drive shaft may be calculated based on the following formula:

[0112] e_dv=MIN(dv_Ref-dv,0);

[0113] Wherein, e_dv represents the slip difference of the drive shaft, dv_Ref represents the slip reference value, and dv represents the slip of the drive shaft.

[0114] Optionally, the first anti-slip correction coefficient of the drive shaft may be calculated based on the following formula:

[0115] Factor1=Kp*e_dv+Ki*∫e_dv*dt+Kd*de_dv / dt;

[0116] Wherein, Factor1 represents the first anti-slip correction coefficient of the drive shaft, e_dv represents the slip difference of the drive shaft, and Kp, Ki, and Kd are parameters corresponding to the PID control respectively.

[0117] Optionally, the acceleration of the drive shaft may be calculated based on the following formula:

[0118] a=MAX(d*v_L / dt, d*v_R / dt);

[0119] Wherein, a represents the acceleration of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, and v_R represents the second rotational speed of the right drive wheel connected to the drive shaft.

[0120] Optionally, the apparatus 600 further includes:

[0121] a fourth calculation unit 605 (not shown), which determines the driver's requested torque of the drive shaft according to the state of the accelerator pedal and the brake pedal of the vehicle, and the reference speed of the vehicle;

[0122] The second table lookup unit 606 (not shown) looks up a preset relationship table between the driver's requested torque and the acceleration reference value according to the driver's requested torque of the drive shaft, and determines the acceleration reference value of the drive shaft.

[0123] Optionally, the second anti-slip correction coefficient of the drive shaft may be calculated based on the following formula:

[0124]

[0125] Among them, Factor2 represents the second anti-skid correction coefficient of the drive shaft, a represents the acceleration of the drive shaft, a_Ref represents the acceleration reference value of the drive shaft, and lookup(a) represents querying a preset relationship table between the acceleration and the second anti-skid correction coefficient based on the acceleration a to determine the second anti-skid correction coefficient of the drive shaft.

[0126] Optionally, the actual driving torque of the driving shaft may be calculated based on the following formula:

[0127] Tq=Tq_Req*Factor1*Factor2;

[0128] Wherein, Tq represents the actual driving torque of the drive shaft, Tq_Req represents the driver requested torque, Factor1 represents the first anti-slip correction coefficient of the drive shaft, and Factor2 represents the second anti-slip correction coefficient of the drive shaft.

[0129] The implementation process of the functions and effects of each module in the above-mentioned device 600 is specifically detailed in the implementation process of the corresponding steps in the above-mentioned vehicle anti-skid control method. For relevant matters, please refer to the partial description of the method implementation method, which will not be repeated here.

[0130] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical modules, that is, they may be located in one place or distributed across multiple network modules. Some or all of the units or modules may be selected according to actual needs to achieve the purpose of the scheme of this specification. Those of ordinary skill in the art can understand and implement the present invention without inventive effort.

[0131] The systems, devices, modules, or units described in the above embodiments may be implemented by computer chips or entities, or by products having certain functions. A typical implementation device is a computer, which may be in the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email transceiver, game console, tablet computer, wearable device, or any combination of these devices.

[0132] In a typical configuration, a computer includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0133] Memory may include non-permanent storage in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. Memory is an example of a computer-readable medium.

[0134] Computer-readable media include permanent and non-permanent, removable and non-removable media that can be used to store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, disk storage, quantum memory, graphene-based storage media or other magnetic storage devices, or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory media such as modulated data signals and carrier waves.

[0135] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0136] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0137] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "an," "the," and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0138] It should be understood that although the terms first, second, third, etc. may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when..." or "when..." or "in response to determining."

[0139] The above description is merely a preferred embodiment of one or more embodiments of this specification and is not intended to limit one or more embodiments of this specification. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of one or more embodiments of this specification shall be included in the scope of protection of one or more embodiments of this specification.

Claims

1. A vehicle anti-skid control method, applied to a vehicle controller, comprising: For either the front or rear drive axle of the vehicle, perform the following steps: Calculating a slip of the drive shaft based on a reference vehicle speed, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; wherein the slip is the difference between the rotational speed of the left or right drive wheel having a higher speed and the reference vehicle speed; calculating a slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; and performing PID control on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft; Calculating an acceleration of the drive shaft based on the first rotational speed and the second rotational speed; wherein the acceleration is the acceleration of the left or right drive wheel having a greater acceleration; and calculating a second anti-skid correction coefficient of the drive shaft based on the acceleration and a preset acceleration reference value of the drive shaft; An actual drive torque of the drive shaft is determined based on the driver requested torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor, wherein the actual drive torque is a product of the driver requested torque, the first anti-slip correction factor, and the second anti-slip correction factor.

2. The method according to claim 1, wherein calculating the slip of the drive shaft based on a reference speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft comprises: The slip of the drive shaft is calculated based on the following formula: dv=MAX(v_L,v_R)-v_Ref; Wherein, dv represents the slip of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, v_R represents the second rotational speed of the right drive wheel connected to the drive shaft, and v_Ref represents the reference speed of the vehicle.

3. The method according to claim 1 , further comprising: before calculating the slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft; According to the reference vehicle speed of the vehicle, a preset relationship table between the reference vehicle speed and the slip reference value is searched to determine the slip reference value of the drive shaft.

4. The method according to claim 1, wherein calculating the slip difference of the drive shaft based on the slip and a preset slip reference value of the drive shaft comprises: The slip difference of the drive shaft is calculated based on the following formula: e_dv=MIN(dv_Ref-dv,0); Wherein, e_dv represents the slip difference of the drive shaft, dv_Ref represents the slip reference value, and dv represents the slip of the drive shaft.

5. The method according to claim 1, wherein performing PID control on the slip difference to obtain a first anti-slip correction coefficient of the drive shaft comprises: The first anti-slip correction coefficient of the drive shaft is calculated based on the following formula: Factor1=Kp*e_dv+Ki*∫e_dv*dt+Kd*de_dv / dt; Wherein, Factor1 represents the first anti-slip correction coefficient of the drive shaft, e_dv represents the slip difference of the drive shaft, and Kp, Ki, and Kd are parameters corresponding to the PID control respectively.

6. The method according to claim 1, wherein calculating the acceleration of the drive shaft based on the first rotational speed and the second rotational speed comprises: The acceleration of the drive shaft is calculated based on the following formula: a=MAX(d*v_L / dt, d*v_R / dt); Wherein, a represents the acceleration of the drive shaft, v_L represents the first rotational speed of the left drive wheel connected to the drive shaft, and v_R represents the second rotational speed of the right drive wheel connected to the drive shaft.

7. The method according to claim 1, before determining the acceleration based on the acceleration and a preset acceleration reference value of the driving shaft, the method further comprises: determining a driver requested torque for the drive shaft based on a state of an accelerator pedal, a state of a brake pedal, and a reference vehicle speed of the vehicle; According to the driver's requested torque of the drive shaft, a preset relationship table between the driver's requested torque and the acceleration reference value is searched to determine the acceleration reference value of the drive shaft.

8. The method according to claim 1, wherein calculating the second anti-skid correction coefficient of the drive shaft according to the acceleration and a preset acceleration reference value of the drive shaft comprises: The second anti-slip correction coefficient of the drive shaft is calculated based on the following formula: Among them, Factor2 represents the second anti-skid correction coefficient of the drive shaft, a represents the acceleration of the drive shaft, a_Ref represents the acceleration reference value of the drive shaft, and lookup(a) represents querying a preset relationship table between the acceleration and the second anti-skid correction coefficient based on the acceleration a to determine the second anti-skid correction coefficient of the drive shaft.

9. The method of claim 1 , wherein determining the actual drive torque of the drive shaft based on the driver requested torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor comprises: The actual driving torque of the drive shaft is calculated based on the following formula: Tq=Tq_Req*Factor1*Factor2; Wherein, Tq represents the actual driving torque of the drive shaft, Tq_Req represents the driver requested torque, Factor1 represents the first anti-slip correction coefficient of the drive shaft, and Factor2 represents the second anti-slip correction coefficient of the drive shaft.

10. A vehicle anti-skid control device, applied to a vehicle controller, comprising: For either the front or rear drive shaft of the vehicle, the following units are used: a first calculation unit configured to calculate a slip amount of the drive shaft based on a reference vehicle speed of the vehicle, a first rotational speed of a left drive wheel connected to the drive shaft, and a second rotational speed of a right drive wheel connected to the drive shaft; wherein the slip amount is a difference between the rotational speed of the left or right drive wheel with a higher speed and the reference vehicle speed; calculate a slip difference of the drive shaft based on the slip amount and a preset slip reference value of the drive shaft; and perform PID control based on the slip difference to obtain a first anti-skid correction coefficient for the drive shaft; a second calculation unit, configured to calculate an acceleration of the drive shaft based on the first rotational speed and the second rotational speed; wherein the acceleration is the acceleration of the left or right drive wheel having a larger acceleration; and calculate a second anti-skid correction coefficient of the drive shaft based on the acceleration and a preset acceleration reference value of the drive shaft; a third calculation unit for determining an actual drive torque of the drive shaft based on the driver request torque of the drive shaft, the first anti-slip correction factor, and the second anti-slip correction factor, wherein the actual drive torque is a product of the driver request torque, the first anti-slip correction factor, and the second anti-slip correction factor.

11. An electronic device comprising: processor; a memory for storing processor-executable instructions; The processor implements the method according to any one of claims 1 to 9 by running the executable instructions.

12. A machine-readable storage medium having machine-readable instructions stored thereon, wherein when the instructions are executed by a processor, the steps of the method according to any one of claims 1 to 9 are implemented.

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