Vehicle drive anti-skid control method, system and vehicle

Abstract

The present invention belongs to the field of anti-skid technology for intelligent electric vehicles and relates to a vehicle drive anti-skid control method, system, and vehicle. The method comprises the following steps: determining a controllable torque limit based on road conditions and vehicle speed; obtaining a target drive torque ratio under the external characteristics based on the vehicle's drive power and motor external characteristic map; determining whether the vehicle has entered the drive anti-skid phase based on wheel acceleration and wheel slip rate; if not, setting the target drive torque ratio under the external characteristics to a target drive force ratio; if so, calculating a target drive force ratio based on a drive anti-skid strategy; and multiplying the controllable torque limit by the target drive force ratio to obtain a target electromagnetic torque. This method balances the use of vehicle road condition perception information with the accuracy and real-time performance of anti-skid control.

Description

Technical Field

[0001] The present invention relates to a vehicle drive anti-skid control method, system and vehicle, and belongs to the technical field of anti-skid of intelligent electric vehicles. Background Art

[0002] With the increasing maturity of electric vehicles and the rise of intelligent technology, smart electric vehicles have become an important development direction for the next generation of vehicles. Smart electric vehicles have not only triggered changes in related industries, but also posed new challenges to traditional automotive control technologies.

[0003] The vehicle drive anti-skid control system is a typical type of vehicle dynamics control. There is room for improvement in traditional vehicle drive anti-skid control methods: on the one hand, traditional methods only calculate and control based on wheel speed, and can only control the wheel slip rate within a specific range, failing to achieve precise control of the slip rate; on the other hand, existing drive anti-skid control methods do not solve the problem of using upper-level controllers such as autonomous driving controllers to accurately perceive information such as the road surface while ensuring real-time control. Summary of the Invention

[0004] In view of the above problems, the object of the present invention is to provide a vehicle drive anti-skid control method, system and vehicle, which take into account the utilization of vehicle road state perception information and the accuracy and real-time performance of anti-skid control.

[0005] To achieve the above-mentioned objectives, the present invention proposes the following technical solutions: a vehicle drive anti-skid control method, comprising the following steps: determining a controllable torque limit according to road conditions and vehicle speed; obtaining a target drive torque ratio under external characteristics according to the vehicle drive power and the motor external characteristic map; judging whether the vehicle has entered a drive anti-skid stage according to the wheel acceleration and the wheel slip rate; if not, setting the target drive torque ratio under the external characteristics to a target drive force ratio; if so, calculating a target drive force ratio according to the drive anti-skid strategy; and multiplying the controllable torque limit by the target drive force ratio to obtain a target electromagnetic torque.

[0006] Furthermore, the method for determining the controllable torque limit is as follows: determine the vehicle's current road adhesion coefficient and obtain the current vehicle speed through a sensor; based on the adhesion coefficient, determine the minimum slip ratio value that can achieve the maximum longitudinal force, and mark it as the optimal slip ratio; based on the optimal slip ratio and the current vehicle speed, determine the optimal slip speed of the motor; based on the optimal slip speed of the motor and the actual speed of the motor, use speed control based on the saturation characteristics of the motor's external characteristics to determine the controllable torque limit.

[0007] Furthermore, a method for determining the optimal slip speed of the motor based on the optimal slip ratio and the current vehicle speed is as follows: obtaining the actual vehicle speed signal through a sensor; obtaining the road adhesion coefficient from a camera or a vehicle networking terminal; determining the optimal slip ratio based on the vehicle tire characteristics; and determining the optimal slip speed of the motor based on the actual vehicle speed signal and the optimal slip ratio.

[0008] Furthermore, the method for determining the optimal slip speed based on the actual vehicle speed and the optimal slip ratio is as follows: if the actual vehicle speed is 0, the optimal slip speed is set to a fixed value; if the actual vehicle speed is not 0, the optimal slip speed is calculated from the actual vehicle speed and the optimal slip ratio according to the slip ratio calculation formula of the driving process.

[0009] Furthermore, the method for obtaining the target driving torque ratio under the external characteristics is as follows: according to the vehicle driving power requirement and the actual speed of the motor, the required torque of the motor is obtained; according to the actual speed of the motor, combined with the motor external characteristic map, the maximum torque of the motor at the current speed is obtained; the required torque of the motor is divided by the maximum torque at the current speed to obtain the target driving torque ratio under the external characteristics.

[0010] Furthermore, the method of the driving anti-skid strategy is: when entering the driving anti-skid stage, the wheel slip rate is adjusted to a preset range based on the constructed minimum and fastest anti-skid control closed loop. After entering the preset range, the target driving force ratio is no longer adjusted, and the wheel slip rate is adjusted to the optimal slip rate. Under the premise of ensuring the real-time performance of the driving anti-skid control, the road adhesion coefficient and vehicle speed information are obtained in real time to achieve real-time adjustment of the optimal slip rate.

[0011] Furthermore, the control method is controlled by an autonomous driving domain controller, a chassis domain controller, or an autonomous driving domain controller and a chassis domain controller.

[0012] The present invention also discloses a vehicle drive anti-skid control system for implementing any of the above-mentioned vehicle drive anti-skid control methods, including: an autonomous driving domain controller, a chassis domain controller and a motor controller; the autonomous driving domain controller is used to obtain the road adhesion coefficient and the actual vehicle speed, determine the driving power requirement, and transmit the actual vehicle speed, road adhesion coefficient and driving power requirement to the chassis domain controller; the chassis domain controller is used to determine the optimal slip rate, optimal slip speed and target driving torque ratio under external characteristics of the current road surface; the motor controller is used to determine the controllable torque limit according to the optimal slip speed and the actual speed; determine the target driving torque ratio according to the target driving torque ratio under external characteristics and the actual speed; and determine the motor PWM control signal according to the difference between the target electromagnetic torque and the actual speed.

[0013] Furthermore, the motor controller uses a speed controller with an external characteristic saturation characteristic, and the speed control method adopted by the speed controller is PID, feedforward-feedback control or LQR; the speed controller limits the speed control output according to the actual speed of the motor and the torque-speed external characteristic curve, and the controllable torque limit does not exceed the external characteristic curve.

[0014] The present invention also discloses a vehicle comprising any one of the above vehicle drive anti-skid control systems.

[0015] Due to the adoption of the above technical solution, the present invention has the following advantages: the present invention has a built-in drive anti-skid control in the motor controller, which can control the slip rate to a safe range within the shortest time range, thereby ensuring the real-time performance of the control; the present invention can further control the slip rate to an optimal slip rate through the automatic driving domain controller, the chassis domain controller, and the motor controller, thereby enhancing the anti-skid control effect; the present invention solves the coordination problem of advanced sensing and real-time control under vehicle network communication conditions through inner loop interval adjustment and outer loop precise control; the present invention ensures the response of the normal driving torque of the motor through the state selection of the motor controller and the drive anti-skid control. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic diagram of a vehicle driving anti-skid control method according to an embodiment of the present invention;

[0017] Figure 2 is a schematic diagram of a vehicle drive anti-skid control system according to one embodiment of the present invention;

[0018] Figure 3 1 is a schematic diagram of determining the optimal slip rate under a certain road surface adhesion coefficient in one embodiment of the present invention;

[0019] Figure 4 FIG. 1 is a schematic diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be described in detail through specific embodiments. However, it should be understood that the specific embodiments are provided only for a better understanding of the present invention and should not be construed as limiting the present invention. In the description of the present invention, it should be understood that the terms used are for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0021] To address the problem that conventional methods in the prior art calculate and control wheel slip rates based solely on wheel speed, limiting them to a specific range and failing to achieve precise slip control. Furthermore, existing anti-skid control methods fail to utilize accurate road surface information from upper-level controllers, such as the autonomous driving controller, while ensuring real-time control. The present invention proposes a method, system, and vehicle for anti-skid control. Before entering the anti-skid phase, the motor ultimately controls its electromagnetic torque based on the required drive power, consistent with the vehicle's normal control mode. During the anti-skid phase, the motor controller adjusts the wheel slip rate to a specific range based on a minimum and fastest anti-skid control closed loop. Further, under the control of the upper-level controller, the wheel slip rate is adjusted to the optimal slip rate. While ensuring real-time anti-skid control, the upper-level controller's perception of the road adhesion coefficient and vehicle speed is fully utilized to achieve optimal real-time slip control. The present invention balances the utilization of vehicle road state perception with the accuracy and real-time performance of anti-skid control, improving vehicle anti-skid control performance. The present invention is described in detail below through examples, combined with the accompanying drawings.

[0022] Example 1

[0023] This embodiment discloses a vehicle driving anti-skid control method, such as Figure 1 As shown, the following steps are included:

[0024] S1 determines the controllable torque limit according to the road conditions and vehicle speed;

[0025] The method for determining the controllable torque limit is as follows: the upper-level controller determines the vehicle's current road adhesion coefficient through the perception system and obtains the current vehicle speed through sensors. Based on the current road adhesion coefficient, the controller determines the minimum slip ratio that can achieve maximum longitudinal force and marks it as the optimal slip ratio. Based on the optimal slip ratio and the current vehicle speed, the controller determines the optimal slip speed for the wheels and motor, and sends this optimal slip speed to the motor controller. Based on the optimal slip speed and the actual motor speed, the motor controller uses speed control based on the saturation characteristics of the motor's external characteristics to determine the controllable torque limit. The perception system includes, but is not limited to, cameras or connected vehicle terminals.

[0026] The method for determining the optimal slip speed of the motor based on the optimal slip ratio and the current vehicle speed is as follows: obtain the actual vehicle speed signal from advanced sensors such as satellite positioning or inertial navigation; obtain the road adhesion coefficient from a camera or a vehicle network terminal; determine the optimal slip ratio based on the vehicle tire characteristics; and determine the optimal slip speed of the motor based on the actual vehicle speed signal and the optimal slip ratio.

[0027] The method for determining the optimal slip speed based on the actual vehicle speed and the optimal slip ratio is as follows: if the actual vehicle speed is 0, the optimal slip speed is set to a fixed value; if the actual vehicle speed is not 0, the optimal slip speed is calculated from the actual vehicle speed and the optimal slip ratio according to the slip ratio calculation formula during the driving process.

[0028] S2 obtains the target driving torque ratio under the external characteristics according to the vehicle driving power and the motor external characteristics map;

[0029] The method for obtaining the target driving torque ratio under the external characteristics is as follows: the upper-level controller calculates the motor required torque based on the vehicle driving power requirement and the actual motor speed; according to the actual motor speed and combined with the motor external characteristic map, the maximum torque of the motor at the current speed is calculated; the motor required torque is divided by the maximum torque at the current speed to obtain the target driving torque ratio under the external characteristics and send it to the motor controller.

[0030] S3 determines whether the vehicle enters the driving anti-skid phase based on the wheel acceleration and wheel slip rate; if not, sets the target driving torque ratio under the external characteristics as the target driving force ratio; if so, calculates the target driving force ratio based on the driving anti-skid strategy;

[0031] The method of the driving anti-skid strategy is as follows: the motor controller estimates the wheel acceleration and wheel slip rate based on the motor speed and wheel speed to determine whether to enter the driving anti-skid stage; if the driving anti-skid stage has not been entered, the target driving torque ratio under the external characteristics is set as the target driving force ratio; if the driving anti-skid stage has been entered, the target driving force ratio is calculated based on the driving anti-skid strategy that controls the slip rate within a specific range.

[0032] The driving anti-skid strategy involves adjusting the wheel slip ratio to a preset range based on a minimum and fastest anti-skid control closed loop during the driving anti-skid phase. Once within the preset range, the target driving force ratio is no longer adjusted, and the wheel slip ratio is adjusted to the optimal slip ratio. While ensuring the real-time performance of driving anti-skid control, road adhesion coefficient and vehicle speed information are obtained in real time to achieve real-time adjustment of the optimal slip ratio. In this embodiment, the driving anti-skid strategy can employ a logic threshold method, a PID (proportional-integral-differential controller), or a sliding film method. The driving anti-skid strategy herein is not limited to any of the aforementioned methods, as long as it implements the solutions of the present invention.

[0033] S5 multiplies the controllable torque limit by the target driving force ratio to obtain the target electromagnetic torque.

[0034] The upper-level controller includes but is not limited to an autonomous driving domain controller, a chassis domain controller, or an autonomous driving domain controller and a chassis domain controller.

[0035] According to the drive anti-skid control method set up in the above steps, when the drive anti-skid stage has not been entered, the motor ultimately controls the motor electromagnetic torque according to the drive power demand, which is consistent with the normal control mode of the vehicle; when entering the drive anti-skid stage, the motor controller adjusts the wheel slip rate to a specific range based on the constructed minimum and fastest anti-skid control closed loop, and further adjusts the wheel slip rate to the optimal slip rate under the adjustment of the upper-level controller. Under the premise of ensuring the real-time performance of the drive anti-skid control, the upper-level controller's perception information of the road adhesion coefficient and vehicle speed is fully utilized to achieve optimal real-time adjustment of the slip rate.

[0036] Example 2

[0037] Based on the same inventive concept, this embodiment discloses a vehicle driving anti-skid control system for implementing any of the above vehicle driving anti-skid control methods, such as Figure 2 As shown, it includes: autonomous driving domain controller, chassis domain controller and motor controller;

[0038] The autonomous driving domain controller uses multiple sensors to estimate and measure the road adhesion coefficient and actual vehicle speed. It determines the power requirement of the power motor based on the autonomous driving control algorithm and transmits the actual vehicle speed, road adhesion coefficient, and power requirement to the chassis domain controller.

[0039] The chassis domain controller can calculate the optimal slip rate of the current road surface based on the received road adhesion coefficient and the steady-state tire model or dynamic tire model such as the magic formula. The optimal slip rate curve is as follows: Figure 3 As shown, the optimal slip ratio speed is further determined by combining the received vehicle speed. The required drive power torque is then calculated based on the drive power demand and motor speed. The motor speed, combined with the motor's external characteristic map, determines the maximum torque at the current speed. The required torque is divided by the maximum torque at the current speed to determine the target drive torque ratio based on the external characteristic. The chassis domain controller transmits the optimal slip ratio speed and the target drive torque ratio based on the external characteristic to the motor controller.

[0040] It is used to determine the optimal slip rate, optimal slip speed and target driving torque ratio under the external characteristics of the current road surface, and transmit the optimal slip speed and target driving torque ratio under the external characteristics to the motor controller;

[0041] The motor controller has speed control, electromagnetic torque control, state selection, and drive anti-slip control. Similar to the common motor control speed and torque dual-loop control, speed control is in the outer loop of the motor, and electromagnetic torque control is in the inner loop of the motor. On this basis, the output torque is limited. The limitation method is to ensure that the output torque does not exceed the maximum torque of the motor at the current speed. This value is calculated using the motor external characteristic map and the motor speed. The speed control module with external characteristic saturation takes as input the difference between the optimal slip speed and the actual speed, and outputs the controllable torque limit. The speed control of the motor controller is a speed controller with external characteristic saturation characteristics. This speed controller determines the controllable torque limit based on the optimal slip speed and the actual speed. The state selection of the motor controller determines the target drive torque ratio based on the target drive torque ratio under the external characteristic and the actual speed. The electromagnetic torque control of the motor controller determines the motor PWM (pulse width modulation) control signal based on the difference between the target electromagnetic torque and the actual speed.

[0042] The motor controller's speed control is a speed controller with an external characteristic saturation characteristic. The speed controller uses a PID, feedforward-feedback control, or LQR (Linear Quadratic Regulator) control method. Based on the actual motor speed and the torque-speed external characteristic curve, the speed controller limits the output torque to a value that does not exceed the external characteristic curve. If the speed controller includes an integral term or an equivalent integral form, the integral accumulation term has a saturation characteristic and does not exceed the corresponding external characteristic value.

[0043] In this embodiment, the target electromagnetic torque is the product of the controllable torque limit and the target driving torque proportional coefficient.

[0044] This embodiment has built-in drive anti-skid control in the motor controller, which can control the slip rate to a safe range within the shortest time, ensuring real-time control performance; this embodiment can further control the slip rate to an optimal slip rate through the autonomous driving domain controller, chassis domain controller, and motor controller, thereby enhancing the anti-skid control effect; this embodiment solves the coordination problem of advanced sensing and real-time control under vehicle network communication conditions through inner loop interval adjustment and outer loop precise control; this embodiment ensures the response of the normal driving torque of the motor through the state selection of the motor controller and drive anti-skid control.

[0045] Example 3

[0046] Based on the same inventive concept, this embodiment discloses a vehicle including any one of the above-mentioned vehicle drive anti-skid control systems.

[0047] Among them, the vehicle drive anti-skid control system can be directly applied to vehicles driven by wheel-side drive motors and hub motors. This embodiment does not involve specific vehicle configurations, but the drive anti-skid methods under various vehicle configurations that are non-creatively changed according to this embodiment are all included in the content.

[0048] In this embodiment, the vehicle Figure 4 As shown, it includes: autonomous driving domain controller, chassis domain controller, motor controller and inverter, power battery, power motor and transmission and wheels;

[0049] The autonomous driving domain controller is used to collect vehicle or road information. The autonomous driving domain controller and the chassis domain controller are connected using on-board Ethernet or other high-bandwidth, high-real-time communication methods; the chassis domain controller and the motor controller and inverter are connected using CANFD or other high-bandwidth communication methods within the vehicle; the motor controller and inverter convert the DC power of the power battery into AC power, supply the power motor, and realize closed-loop control of current, speed, etc.; the power motor converts the obtained electrical energy into mechanical energy, and transmits it to the transmission and wheels through mechanical connections, thereby driving the vehicle.

[0050] The autonomous driving domain controller uses and processes multiple sensors to perceive and identify the road adhesion coefficient, vehicle speed, etc.; current sensors and encoders are set at the power motor to measure current, position or speed.

[0051] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0052] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0053] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0054] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit them. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the field should understand that the specific embodiments of the present invention can still be modified or replaced by equivalents, and any modifications or equivalent replacements that do not deviate from the spirit and scope of the present invention should be included in the scope of protection of the claims of the present invention. The above content is only a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle driving anti-skid control method, characterized in that: The following steps are involved: Determine the controllable torque limit according to the road conditions and vehicle speed; According to the vehicle driving power and motor external characteristic map, the target driving torque ratio under the external characteristics is obtained; Determine whether the vehicle has entered the drive anti-skid phase based on the wheel acceleration and wheel slip rate; if not, set the target drive torque ratio under the external characteristics as the target drive force ratio; if so, calculate the target drive force ratio based on the drive anti-skid strategy; Multiplying the controllable torque limit by the target driving force ratio to obtain a target electromagnetic torque; The method of driving the anti-skid strategy is: Before entering the anti-slip phase, the motor ultimately controls the electromagnetic torque of the motor according to the driving power demand, consistent with the normal vehicle control mode. When entering the anti-slip phase, the wheel slip ratio is adjusted to a preset range based on the smallest and fastest anti-slip control closed loop. Once within the preset range, the target driving force ratio is no longer adjusted, and the wheel slip ratio is adjusted to the optimal slip ratio. While ensuring the real-time performance of the anti-slip control, the road adhesion coefficient and vehicle speed information are obtained in real time to achieve real-time adjustment of the optimal slip ratio. A motor controller is used to determine a controllable torque limit according to the optimal slip speed and the actual speed; and to determine a target driving torque ratio according to the target driving torque ratio under the external characteristics and the actual speed; The motor PWM control signal is determined based on the difference between the target electromagnetic torque and the actual speed; the motor controller includes speed control and electromagnetic torque control, the speed control is in the outer loop of the motor, and the electromagnetic torque control is in the inner loop of the motor. The wheel slip rate is interval-adjusted through the inner loop, and the outer loop accurately controls the wheel slip rate to the optimal slip rate.

2. The vehicle driving anti-skid control method according to claim 1, characterized in that: The method for determining the controllable torque limit is: Determine the vehicle's current road adhesion coefficient and obtain the current vehicle speed through the sensor; According to the adhesion coefficient, a minimum slip ratio value that can achieve the maximum longitudinal force is determined and marked as the optimal slip ratio; Determining an optimal slip speed of the motor according to the optimal slip ratio and the current vehicle speed; Based on the optimal slip speed of the motor and the actual speed of the motor, speed control of the saturation characteristic of the motor's external characteristics is adopted to determine the controllable torque limit.

3. The vehicle driving anti-skid control method according to claim 2, characterized in that: According to the optimal slip ratio and the current vehicle speed, the method for determining the optimal slip speed of the motor is as follows: Acquire the actual vehicle speed signal through the sensor; Obtain road adhesion coefficient from a camera or a connected vehicle terminal; An optimal slip ratio is determined based on the vehicle tire characteristics; and an optimal slip speed of the motor is determined based on the actual vehicle speed signal and the optimal slip ratio.

4. The vehicle driving anti-skid control method according to claim 3, characterized in that: The method for determining the optimal slip speed of the motor according to the actual vehicle speed and the optimal slip ratio is as follows: If the actual vehicle speed is 0, the motor's optimal slip speed is set to a fixed value; If the actual vehicle speed is not 0, the optimal slip speed of the motor is calculated from the actual vehicle speed and the optimal slip ratio according to the slip ratio calculation formula during the driving process.

5. The vehicle driving anti-skid control method according to any one of claims 1 to 4, characterized in that: The method for obtaining the target driving torque ratio under the external characteristics is: According to the vehicle driving power requirement and the actual motor speed, the motor required torque is obtained; According to the actual speed of the motor and the motor external characteristic map, the maximum torque of the motor at the current speed is obtained; The motor required torque is divided by the maximum torque at the current speed to obtain the target driving torque ratio under the external characteristics.

6. The vehicle driving anti-skid control method according to any one of claims 1 to 4, characterized in that: The control method is controlled by an autonomous driving domain controller, a chassis domain controller, or an autonomous driving domain controller and a chassis domain controller.

7. A vehicle driving anti-skid control system, characterized in that: A method for implementing a vehicle drive anti-skid control method according to any one of claims 1 to 6, comprising: an autonomous driving domain controller, a chassis domain controller, and a motor controller; The autonomous driving domain controller is configured to obtain the road adhesion coefficient and the actual vehicle speed, determine the driving power requirement, and transmit the actual vehicle speed, road adhesion coefficient, and driving power requirement to the chassis domain controller; The chassis domain controller is used to determine the optimal slip rate, optimal slip speed and target driving torque ratio under the current road surface characteristics; The motor controller is used to determine the controllable torque limit according to the optimal slip speed and the actual speed; determine the target driving torque ratio according to the target driving torque ratio and the actual speed under the external characteristics; and determine the motor PWM control signal according to the difference between the target electromagnetic torque and the actual speed.

8. The vehicle driving anti-skid control system according to claim 7, characterized in that: The motor controller controls the speed through a speed controller with an external characteristic saturation characteristic. The speed control method adopted by the speed controller is PID, feedforward-feedback control or LQR; the speed controller controls the output of the controllable torque limit according to the actual speed of the motor and the torque-speed external characteristic curve, and the limit speed does not exceed the external characteristic curve.

9. A vehicle, characterized in that: The vehicle driving anti-skid control system comprises the vehicle driving anti-skid control system according to claim 7 or 8.

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