A wheel train slip rate control method, device, equipment and storage medium

Abstract

The application discloses a kind of wheel train slip rate control method, device, equipment and storage medium.The method comprises: obtaining the current working condition of vehicle, motor theoretical speed and motor actual speed;Wheel train control strategy is determined according to working condition, motor theoretical speed and motor actual speed.The technical scheme of the present application, by judging the working condition of vehicle and taking motor as the main load adjustment carrier, dynamically adjusts the slip rate of engine wheel train, avoids the problem that the slip rate of wheel train system cannot be adjusted in time in the prior art, and improves the initiative of wheel train system slip rate adjustment and the safety of vehicle driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a control method, device and equipment of wheel train slip rate and a storage medium. BACKGROUND

[0002] The wheel train mechanism is generally located at the front end of the engine, and needs to drive the accessory parts such as water pump, fan, generator, power steering pump and air conditioner compressor, most of which use belt drive. The belt drive parts mainly include pulley, belt, tensioner and guide wheel, and the belt mainly uses multi-wedge belt drive and elastic belt drive. When the wheel train encounters water, oil, belt elongation and aging, and pulley wear, the belt tension and friction coefficient decrease, and the wheel train will slip. The slip will cause serious faults such as wheel train abnormal noise, belt overheating and rupture, and engine scrap.

[0003] The wheel train development generally uses the tensioner, belt and wrap angle to adjust the slip rate of the whole system, and optimizes the engine electronic control data to achieve the slip rate development target. However, there is currently a lack of active control of the slip rate. When slip occurs, there is no parameter optimization and adjustment measure for the corresponding power output end, that is, the slip cannot be actively inhibited, and different quality problems occur. SUMMARY

[0004] The present application provides a control method, device, equipment and storage medium of wheel train slip rate to solve the problem that the wheel train system in the prior art cannot actively adjust the engine slip rate, thereby causing poor vehicle safety.

[0005] According to an aspect of the present application, a control method of wheel train slip rate is provided, which comprises the following steps:

[0006] obtaining the current working condition of the vehicle, the motor theoretical speed and the motor actual speed;

[0007] determining the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed.

[0008] Optionally, the step of obtaining the current working condition of the vehicle, the motor theoretical speed and the motor actual speed comprises:

[0009] obtaining the current working condition of the vehicle;

[0010] determining the monitoring strategy of the wheel train slip rate according to the working condition, the monitoring strategy comprising a crankshaft pulley monitoring strategy and an air conditioner compressor monitoring strategy, the crankshaft pulley and the air conditioner compressor being connected to the motor through a transmission structure;

[0011] determining the motor theoretical speed and the motor actual speed according to the monitoring structure corresponding to the monitoring strategy.

[0012] Optionally, the monitoring strategy of the wheel system slip ratio is determined according to the working condition, and the monitoring strategy comprises:

[0013] When the working condition is the starting working condition, the monitoring strategy is determined as the crank pulley monitoring strategy;

[0014] The motor theoretical speed and the motor actual speed are determined according to the monitoring structure corresponding to the monitoring strategy, and the determination comprises:

[0015] The crank pulley speed N1 and the motor actual speed N2 are acquired in real time according to the crank pulley monitoring strategy;

[0016] The motor theoretical speed N2' is calculated according to the crank pulley speed N1;

[0017] The wheel system control strategy is determined according to the working condition, the motor theoretical speed and the motor actual speed, and the determination comprises:

[0018] It is judged whether the difference ΔN between the motor actual speed N2 and the motor theoretical speed N2' exceeds the speed difference limit value;

[0019] If yes, the starting mode is switched to the traditional starter starting.

[0020] Optionally, the motor theoretical speed N2' is calculated according to the crank pulley speed N1, and the calculation comprises:

[0021] The effective diameter D1 of the crank pulley and the effective diameter D2 of the motor pulley are acquired;

[0022] The motor theoretical speed N2' is calculated in the following manner: N2' = N1*(D1 / D2).

[0023] Optionally, the monitoring strategy of the wheel system slip ratio is determined according to the working condition, and the monitoring strategy comprises:

[0024] When the working condition is the driving working condition, the monitoring strategy is determined as the air conditioner compressor monitoring strategy;

[0025] The motor theoretical speed and the motor actual speed are determined according to the monitoring structure corresponding to the monitoring strategy, and the determination comprises:

[0026] The air conditioner compressor speed N3 and the motor actual speed N2 are acquired in real time according to the air conditioner compressor monitoring strategy;

[0027] The motor theoretical speed N2' is calculated according to the air conditioner compressor speed N3;

[0028] The wheel system control strategy is determined according to the working condition, the motor theoretical speed and the motor actual speed, and the determination comprises:

[0029] The wheel system slip ratio ΔN' is calculated according to the motor actual speed N2 and the motor theoretical speed N2';

[0030] It is judged whether the wheel system slip ratio exceeds the wheel system slip ratio limit value;

[0031] If yes, the motor output torque is reduced until the wheel train slip rate of the vehicle meets the wheel train slip rate limit value.

[0032] Optionally, the motor theoretical speed N2' is calculated according to the air conditioner compressor speed N3, including:

[0033] The effective diameter D3 of the air conditioner compressor belt pulley and the effective diameter D2 of the motor belt pulley are obtained;

[0034] The air conditioner compressor speed N3, the motor theoretical speed N2', the effective diameter D3 of the air conditioner compressor belt pulley and the effective diameter D2 of the motor belt pulley meet N2'=N3*(D3 / D2);

[0035] The wheel train slip rate ΔN' is calculated according to the motor actual speed N2 and the motor theoretical speed N2', including:

[0036] The wheel train slip rate ΔN', the motor actual speed N2 and the motor theoretical speed N2' meet ΔN'=(N2-N2') / N2'.

[0037] Optionally, before obtaining the current working condition of the vehicle, the motor theoretical speed and the motor actual speed, the method further includes:

[0038] The slip frequency of the vehicle in a unit time T is obtained in real time;

[0039] It is judged whether the slip frequency exceeds a slip frequency limit value;

[0040] If yes, a warning information is sent out.

[0041] According to another aspect of the present application, a wheel train slip rate control device is provided, including:

[0042] A wheel train control parameter obtaining module is configured to obtain the current working condition of the vehicle, the motor theoretical speed and the motor actual speed;

[0043] A wheel train control strategy output module is configured to determine the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed.

[0044] According to another aspect of the present application, a computer device is provided, including a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the wheel train slip rate control method.

[0045] According to another aspect of the present application, a computer readable storage medium is provided, which stores a computer program executable by a processor to implement the wheel train slip rate control method.

[0046] The technical scheme of the present application avoids the problem that the slip rate of the wheel system cannot be adjusted in time in the prior art by judging the working condition of the vehicle and adjusting the slip rate of the engine wheel system dynamically with the motor as the main load adjustment carrier, thereby improving the initiative of the slip rate adjustment of the wheel system and the safety of the vehicle driving.

[0047] It should be understood that the matters described in this section are not intended to identify key or important features of the embodiments of the present application, nor are they used to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative effort.

[0049] Figure 1 is a flow chart of a first wheel slip rate control method according to an embodiment of the present application;

[0050] Figure 2 is a structural layout schematic diagram of an engine wheel system according to an embodiment of the present application;

[0051] Figure 3 is a structural schematic diagram of a crankshaft pulley fixing mode according to an embodiment of the present application;

[0052] Figure 4 is a structural schematic diagram of a tensioner fixed on a motor according to an embodiment of the present application;

[0053] Figure 5 is a structural schematic diagram of an air conditioner compressor fixed on an engine according to an embodiment of the present application;

[0054] Figure 6 is a structural schematic diagram of an electrode fixed on an engine according to an embodiment of the present application;

[0055] Figure 7 is a flow chart of a second wheel slip rate control method according to an embodiment of the present application;

[0056] Figure 8 is a flow chart of a third wheel slip rate control method according to an embodiment of the present application;

[0057] Figure 9 is a flow chart of a fourth wheel slip rate control method according to an embodiment of the present application;

[0058] Figure 10 is a flow chart of a fifth wheel slip ratio control method according to an embodiment of the present application;

[0059] Figure 11 is a flow chart of a sixth wheel slip ratio control method according to an embodiment of the present application;

[0060] Figure 12 is a flow chart of a seventh wheel slip ratio control method according to an embodiment of the present application;

[0061] Figure 13 is a structural schematic diagram of a wheel slip ratio control device according to an embodiment of the present application. DETAILED DESCRIPTION

[0062] In order to make the personnel in the art better understand the present application, the technical solutions in the embodiments of the present application will be described clearly and completely in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by the person of ordinary skill in the art without creative labor should belong to the scope of protection of the present application.

[0063] It should be noted that the terms "first", "second", and the like in the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be exchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0064] Figure 1is a flow chart of a first wheel train slip rate control method provided according to an embodiment of the present application, and the embodiment of the present application can be applicable to the case where the engine is a 48V wheel train system. The reason why the embodiment of the present application can be applicable to the case where the engine is a 48V wheel train system is that, on the one hand, the 48V motor in the micro-mixing system can serve as an electric motor and also as a generator, the 48V motor can serve as a main load adjustment carrier and execute the instructions of the engine, while the traditional motor itself has small excitation, only has the function of a generator and has a simple structure, and cannot execute complex control logic; on the other hand, the damage to the crank pulley and the motor is small when the transmission motor slips, while the 48V motor has a complex internal structure, and when it slips, the crank pulley has a risk of damage and failure, thereby causing serious faults such as the whole machine being unable to generate electricity. The embodiment of the present application can be applicable to the case where the engine is a 48V wheel train system, and by adjusting the output power of the 48V motor active end, the engine slip rate is dynamically adjusted, and when a serious fault occurs, a limp mode is triggered to prevent the engine from being scrapped and other serious faults.

[0065] As shown in Figure 1 , the specific method is as follows:

[0066] S10, acquiring the current working condition of the vehicle, the motor theoretical speed and the motor actual speed.

[0067] The current working condition of the vehicle can be the state of the vehicle currently running, which can include the starting state and the driving state. The reason why the state of the vehicle running needs to be acquired is that the engine starting state is unstable and needs to overcome the resistance in each stage, so the current wheel train state of the vehicle is also unstable, and acquiring the current working condition of the vehicle can be used to acquire the current wheel train state of the vehicle. The current working condition of the vehicle can be acquired by acquiring the current running speed of the vehicle, and the current vehicle is determined to be in the starting working condition or in the driving working condition according to the current running speed of the vehicle.

[0068] The motor theoretical speed can be the theoretical speed of the motor under the normal working condition of the transmission mechanism; the motor actual speed can be the theoretical speed under the actual working condition of the transmission structure, and the actual working condition can include factors such as power transmission between the belt and the pulley.

[0069] S11, determining the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed.

[0070] The wheel train control strategy can be a response strategy for adjusting the overall slip rate of the engine according to the current wheel train state of the vehicle, the motor theoretical speed and the motor actual speed.

[0071] Exemplarily, Figure 2 is a structural layout diagram of an engine wheel train provided according to an embodiment of the present application, Figure 3It is a structure schematic diagram of a crank pulley fixing mode according to an embodiment of the application, Figure 4 It is a structure schematic diagram of a tensioner fixed in a motor according to an embodiment of the application, Figure 5 It is a structure schematic diagram of an air conditioner compressor fixed in an engine according to an embodiment of the application, Figure 6 It is a structure schematic diagram of an electrode fixed in an engine according to an embodiment of the application, combined with Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown in the figures, in the wheel train structure of the 48V micro-hybrid engine, the wheel train structure can include a crank pulley 1, an air conditioner compressor 2, a tensioner 3, a 48V motor 4, a belt 5, an engine cylinder body 6, a motor fastening bolt 7, an air conditioner support 8, an air conditioner fastening bolt 9, a tensioner fastening bolt 10, an engine 11, a traditional starter 12, a crankshaft 13, and a crank pulley bolt 14. The crank pulley 1 is a main power output end, and power is transmitted to the air conditioner compressor 2 and the 48V motor 4 through the belt 5. The crank pulley 1 is fixed on the crankshaft 13 through the crank pulley bolt 14; the tensioner 3 is fixed on the 48V motor 4 through the tensioner fastening bolt 10, and the tensioner 3 can be a bidirectional tensioner, which is left and right through its spring and damping, so that the entire wheel train is in a tension state; the air conditioner compressor 2 is fixed on the cylinder body of the engine 11 through the air conditioner support 8 and the air conditioner fastening bolt 9; the 48V motor 4 is fixed on the cylinder body of the engine 11 through the motor fastening bolt 7; the crank pulley 1, the air conditioner compressor 2, the tensioner 3, and the 48V motor 4 are arranged at the front end of the engine 11, and the pulleys of the crank pulley 1, the air conditioner compressor 2, the tensioner 3, and the 48V motor 4 are coplanar. The pulley material can be a steel plate, cast iron, light alloy, and resin, etc., which is not limited in the embodiment of the application. The belt 5 can be a multi-wedge belt, a non-elastic belt, which has the advantages of large torque transmission and long service life, and can improve the transmission efficiency. The engine 11 can be a signal processing center and an instruction issuing center, which controls the torque output and power generation load of the 48V motor 4; the traditional starter 12 is an execution mechanism of an alternative vehicle starting mode, which can be installed at the rear end of the engine 11, and is engaged with a flywheel during work to perform a starting action.

[0072] In the wheel train slip rate control method, first, the current working condition of the wheel train structure vehicle of the 48V micro-hybrid engine, the 48V motor theoretical speed, and the 48V motor actual speed are obtained, and the specific way of adjusting the engine wheel train slip rate is determined according to the working condition, the 48V motor theoretical speed, and the 48V motor actual speed.

[0073] In the embodiment of the present application, the working condition of the vehicle is judged, the motor is taken as the main load adjustment carrier, the engine wheel system slip rate is dynamically adjusted, the problem that the wheel system slip rate cannot be timely adjusted in the prior art is avoided, and the initiative of the wheel system slip rate adjustment and the safety of the vehicle driving are improved.

[0074] Optionally, based on the above embodiment, Figure 7 is a flow chart of a second wheel system slip rate control method according to the embodiment of the present application, Figure 7 The current working condition, the motor theoretical speed and the motor actual speed are described in detail, for example, Figure 7 The wheel system slip rate control method comprises the following steps:

[0075] S20, the current working condition of the vehicle is obtained.

[0076] S21, the monitoring strategy of the wheel system slip rate is determined according to the working condition, the monitoring strategy comprises a crankshaft pulley monitoring strategy and an air conditioner compressor monitoring strategy, and the crankshaft pulley and the air conditioner compressor are connected with the motor through a transmission structure.

[0077] The monitoring strategy is used for monitoring the engine slip of the vehicle. Since the engine is started, the combustion state is unstable and the resistance of each wheel needs to be overcome, the wheel system state of the engine is also unstable at this time, and therefore, the monitoring strategy is divided into the crankshaft pulley monitoring strategy and the air conditioner compressor monitoring strategy according to the difference of the engine wheel system state under different working conditions. The crankshaft pulley monitoring strategy can be used as the monitoring strategy when the engine wheel system state is unstable, and the air conditioner compressor monitoring strategy can be used as the monitoring strategy when the engine wheel system state is stable.

[0078] S22, the motor theoretical speed and the motor actual speed are determined according to the monitoring structure corresponding to the monitoring strategy.

[0079] Under the crankshaft pulley monitoring strategy, the motor theoretical speed and the motor actual speed are determined according to the speed of the crankshaft pulley, and under the air conditioner compressor monitoring strategy, the motor theoretical speed and the motor actual speed are determined according to the speed of the air conditioner compressor.

[0080] S23, the wheel system control strategy is determined according to the working condition, the motor theoretical speed and the motor actual speed.

[0081] In the embodiment of the present application, the monitoring strategy of the wheel system slip rate is determined according to the working condition, the problem that the slip monitoring strategy is inaccurate under the unstable vehicle wheel speed is prevented, and the accuracy of the subsequent wheel system control strategy for adjusting the engine slip rate is improved.

[0082] Optionally, based on the above embodiment, Figure 8 is a flow chart of a third wheel system slip rate control method according to the embodiment of the present application,Figure 8 It is described in detail how to determine the monitoring strategy of the wheel train slip rate according to the working condition, such as Figure 8 The control method of the wheel train slip rate includes:

[0083] S30, acquiring the current working condition of the vehicle.

[0084] S31, when the working condition is the starting working condition, determining that the monitoring strategy is the crank pulley monitoring strategy.

[0085] Wherein, when the working condition is the starting working condition, because the combustion state is unstable, and the resistance of each wheel needs to be overcome, the wheel train state of the engine is also unstable at this time, and the engine slip rate cannot be determined in the way of monitoring the air conditioner compressor, and the crank pulley is monitored to determine the slip rate of the engine at this time, so as to improve the accuracy of the monitoring result.

[0086] S32, acquiring the crank pulley speed N1 and the motor actual speed N2 in real time according to the crank pulley monitoring strategy.

[0087] Wherein, since the motor, the air conditioner compressor and the crank pulley are connected through the belt drive, the crank pulley speed N1 can be used to calculate the motor theoretical speed N2'. The crank pulley speed N1 and the motor actual speed N2 can be obtained through the speed acquisition device, and the way of acquiring the crank pulley speed N1 and the motor actual speed N2 in the embodiment of the application is not limited.

[0088] S33, calculating the motor theoretical speed N2' according to the crank pulley speed N1.

[0089] Wherein, the motor theoretical speed N2' is calculated according to the principle of the transmission structure and the crank pulley speed N1.

[0090] S34, judging whether the difference ΔN between the motor actual speed N2 and the motor theoretical speed N2' exceeds the speed difference limit value.

[0091] Wherein, since the engine wheel train state is unstable in the starting state, the accurate engine wheel train slip rate cannot be calculated, and the slip condition of the engine wheel train at this time can be judged by judging the difference ΔN between the motor actual speed N2 and the motor theoretical speed N2', the greater the value of ΔN exceeding the speed difference limit value, the more serious the slip condition of the engine wheel train at this time. The slip condition of the engine wheel train is judged in this way. Wherein, the speed difference limit value can be confirmed by testing and statistics according to the actual state of the vehicle, and the speed difference limit value should avoid being too large to cover all slip conditions, and should avoid being too small to cause slip condition misreporting.

[0092] S35, if yes, switching the starting mode to the traditional starter starting.

[0093] In the starting state, to ensure the success rate of vehicle starting, the starting mode is switched to the traditional starter starting when the engine wheel system slip exceeds a certain limit value.

[0094] The technical solution of the embodiment of the application determines the wheel system control strategy by determining the engine slip of the engine wheel system state under the crankshaft pulley monitoring strategy, ensures the success rate of vehicle starting under the engine slip, and improves the vehicle experience.

[0095] Optionally, based on the above embodiment, Figure 9 is a flowchart of a fourth wheel system slip rate control method according to an embodiment of the application, Figure 9 The calculation method of the wheel system slip under the starting condition is described in detail, for example, Figure 9 As shown in the figure, the wheel system slip rate control method comprises:

[0096] S40, acquiring the current working condition of the vehicle.

[0097] S41, when the working condition is the starting condition, determining that the monitoring strategy is the crankshaft pulley monitoring strategy.

[0098] S42, acquiring the crankshaft pulley speed N1 and the actual motor speed N2 in real time according to the crankshaft pulley monitoring strategy.

[0099] S43, acquiring the effective diameter D1 of the crankshaft pulley and the effective diameter D2 of the motor pulley.

[0100] S44, calculating the motor theoretical speed N2' in the following manner: N2'=N1*(D1 / D2).

[0101] In the transmission structure of the motor, the air conditioner compressor and the crankshaft pulley, the specific speed transmission condition can be calculated by acquiring the effective diameter D1 of the crankshaft pulley and the effective diameter D2 of the motor pulley, so as to calculate the motor theoretical speed N2' under the starting condition, which is convenient for subsequent determination of the engine wheel system slip.

[0102] S45, judging whether the difference ΔN between the actual motor speed N2 and the motor theoretical speed N2' exceeds the speed difference limit value.

[0103] S46, if yes, switching the starting mode to the traditional starter starting.

[0104] Optionally, based on the above embodiment, Figure 10 is a flowchart of a fifth wheel system slip rate control method according to an embodiment of the application, Figure 10 The specific method of determining the monitoring strategy of the wheel system slip rate under the driving condition is described in detail, for example, Figure 10 As shown in the figure, the wheel system slip rate control method comprises:

[0105] S50, acquire the current working condition of the vehicle.

[0106] S51, when the working condition is the driving working condition, determine the monitoring strategy as the air conditioner compressor monitoring strategy.

[0107] wherein, in the driving working condition, the wheel train state of the engine is relatively stable, the air conditioner compressor is the driven end, and the wheel train slip rate is calculated based on the air conditioner compressor speed.

[0108] S52, acquire the air conditioner compressor speed N3 and the motor actual speed N2 in real time according to the air conditioner compressor monitoring strategy.

[0109] wherein, since the motor, the air conditioner compressor and the crank pulley are connected through the belt drive, the air conditioner compressor speed N3 can be acquired to calculate the motor theoretical speed N2'. The air conditioner compressor speed N3 and the motor actual speed N2 can be obtained through the speed acquisition device, and the way of acquiring the air conditioner compressor speed N3 and the motor actual speed N2 in the embodiment of the application is not limited.

[0110] S53, calculate the motor theoretical speed N2' according to the air conditioner compressor speed N3.

[0111] wherein, the motor theoretical speed N2' is calculated according to the principle of the transmission structure and the air conditioner compressor speed N3.

[0112] S54, calculate the wheel train slip rate ΔN' according to the motor actual speed N2 and the motor theoretical speed N2'.

[0113] wherein, in the driving state, the air conditioner compressor is the driven end, and the wheel train slip rate is calculated based on the air conditioner compressor speed N3, so as to improve the accuracy of the wheel train slip determination.

[0114] S55, determine whether the wheel train slip rate exceeds the wheel train slip rate limit value.

[0115] wherein, the slip rate limit value can be the actual speed difference ratio of the motor in the driving state, and the slip rate limit value can be tested and confirmed according to different vehicle actual states. The slip rate limit value should avoid being too large to cover all slip or abnormal sound conditions, and should also avoid being too small to prevent false reports of slip and other special conditions in the driving process.

[0116] S56, if yes, reduce the motor output torque until the wheel train slip rate of the vehicle meets the wheel train slip rate limit value.

[0117] When the engine determines that the wheel system slip rate exceeds the wheel system slip rate limit value, the engine adjusts the motor so that the output torque or power generation of the motor is reduced, thereby reducing the wheel system excitation, so that the slip rate of the vehicle wheel system gradually meets the wheel system slip rate limit value.

[0118] The technical scheme of the embodiment of the application determines the engine slip rate of the engine wheel system under the air conditioner compressor monitoring strategy, actively adjusts the slip condition of the vehicle, and reduces the failure rate of the vehicle caused by engine slip.

[0119] Optionally, based on the above embodiment, Figure 11 is a flowchart of a sixth wheel system slip rate control method according to an embodiment of the application, Figure 11 The calculation method of the wheel system slip rate under the driving condition is described in detail, for example, Figure 11 The wheel system slip rate control method includes:

[0120] S60, acquiring the current working condition of the vehicle.

[0121] S61, when the working condition is the driving condition, determining that the monitoring strategy is the air conditioner compressor monitoring strategy.

[0122] S62, acquiring the air conditioner compressor speed N3 and the motor actual speed N2 in real time according to the air conditioner compressor monitoring strategy.

[0123] S63, acquiring the air conditioner compressor belt effective diameter D3 and the motor belt effective diameter D2.

[0124] S64, the air conditioner compressor speed N3, the motor theoretical speed N2', the air conditioner compressor belt effective diameter D3 and the motor belt effective diameter D2 satisfy N2' = N3*(D3 / D2).

[0125] S65, the wheel system slip rate ΔN', the motor actual speed N2 and the motor theoretical speed N2' satisfy ΔN' = (N2-N2') / N2'.

[0126] In the transmission structure of the motor, the air conditioner compressor and the crankshaft pulley, the specific speed transmission condition can be calculated by acquiring the air conditioner compressor belt effective diameter D3 and the motor belt effective diameter D2, the calculation of the motor theoretical speed N2' under the driving condition is realized, and then the slip rate of the engine wheel system is accurately calculated and the slip condition of the engine wheel system is determined.

[0127] S66, determining whether the wheel system slip rate exceeds the wheel system slip rate limit value.

[0128] S67, if yes, reducing the motor output torque until the wheel system slip rate of the vehicle meets the wheel system slip rate limit value.

[0129] Optionally, based on the above embodiments, Figure 12 is a flowchart of a seventh wheel system slip rate control method according to an embodiment of the application, Figure 12 Specifically, a slip frequency monitoring method is described, as shown in the figure, the wheel system slip rate control method comprises: Figure 12

[0130] S70, acquiring the slip frequency of the vehicle in a unit time T in real time.

[0131] In the process of acquiring the current working condition of the vehicle, the motor theoretical speed and the motor actual speed, the engine can also monitor the slip frequency of the vehicle in a unit time T of the engine at the same time, so as to monitor the fault condition of the vehicle. The unit time T can be confirmed according to the driving habit of the user, and the embodiment of the application does not limit this.

[0132] S71, determining whether the slip frequency exceeds the slip frequency limit value.

[0133] The slip frequency limit value can be the limit value of the critical slip frequency caused by the engine, which can be obtained according to the calibration experience, and the embodiment of the application does not limit this.

[0134] S72, if yes, issuing a warning information.

[0135] The warning information can be in the form of a fault lamp, and the fault lamp is turned on to indicate that the warning information is issued, which aims to remind the user to check whether the tensioner and the belt are abnormal. In the embodiment of the application, when the engine identifies that the slip rate ΔN' does not exceed the wheel system slip rate limit value in a certain time T', the adjustment of the motor is released, and the fault lamp is cleared after a certain driving cycle, so as to realize the control and adjustment of the wheel system slip rate.

[0136] S73, acquiring the current working condition of the vehicle, the motor theoretical speed and the motor actual speed.

[0137] S74, determining the wheel control strategy according to the working condition, the motor theoretical speed and the motor actual speed.

[0138] In the embodiment of the application, by acquiring the slip frequency of the vehicle in a certain time, when the slip frequency exceeds the set slip frequency, a warning is issued to remind the user to check the running condition of the engine parts, and the safety of engine operation and the experience of the user are improved.

[0139] The technical scheme of the embodiment of the application avoids the problem that the wheel system slip rate cannot be adjusted in time in the prior art by judging the working condition of the vehicle and taking the motor as the main load adjustment carrier to dynamically adjust the engine wheel system slip rate, and improves the initiative of wheel system slip rate adjustment and the safety of vehicle driving. ​

[0140] Based on the same inventive concept, the embodiment of the present application provides a control device for wheel system slip rate, Figure 13 is a structural schematic diagram of a control device for wheel system slip rate according to the embodiment of the present application, as shown in the figure, which comprises: Figure 13

[0141] The wheel system control parameter acquisition module 100 is configured to acquire the current working condition of the vehicle, the motor theoretical speed and the motor actual speed.

[0142] The wheel system control strategy output module 200 is configured to determine the wheel system control strategy according to the working condition, the motor theoretical speed and the motor actual speed.

[0143] Since the control device for wheel system slip rate is used to execute the control method for wheel system slip rate, the control device for wheel system slip rate also has the beneficial effects of the control method for wheel system slip rate in the above embodiments, and the embodiment of the present application will not repeat them.

[0144] Based on the same inventive concept, the embodiment of the present application provides a computer device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the program to realize the control method for wheel system slip rate.

[0145] In the computer device, the number of processors can be one or more; the memory, the processor and the computer program stored in the memory and executable on the processor in the computer device can be connected through a bus or other means.

[0146] The memory as a computer readable storage medium can be used to store software programs, computer executable programs and modules, such as the control method for wheel system slip rate in the embodiment of the present application. The processor executes the computer program stored in the memory, thereby performing various functional applications and data processing of the computer device, i.e. realizing the control method for wheel system slip rate.

[0147] The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system and at least one application program required by a function; the data storage area can store data created according to the use of the terminal, etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device or other non-volatile solid-state storage device. In some examples, the memory can further include a memory remotely arranged with respect to the processor, which can be connected to the computer device through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network and a combination thereof.

[0148] ​Based on the same inventive concept, the embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to realize the control method of the wheel slip ratio.

[0149] Of course, the computer executable instructions of the computer readable storage medium provided by the embodiment of the present application are not limited to the method operations as described above, and can also execute the related operations in the control method of the wheel slip ratio provided by any embodiment of the present application.

[0150] Through the above description of the embodiments, those skilled in the art can clearly understand that the present application can be realized by means of software and necessary universal hardware, and of course can also be realized by hardware, but in many cases the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product can be stored in a computer readable storage medium, such as a floppy disk, a read-only memory (ROM), a random access memory (RAM), a FLASH, a hard disk or an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in various embodiments of the present application.

[0151] It should be understood that the various forms of flow shown above can be used to reorder, add or delete steps. For example, each step described in the present application can be executed in parallel, sequentially or in different order, as long as the desired results of the technical solutions of the present application can be achieved, and this is not limited herein.

[0152] The above specific embodiments do not constitute a limitation on the scope of protection of the present application. Those skilled in the art should understand that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent replacement and improvement within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A method of controlling wheel slip ratio, characterized by, The method comprises the following steps: acquiring the current working condition of the vehicle, the motor theoretical speed and the motor actual speed; determining the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed; acquiring the current working condition of the vehicle, the motor theoretical speed and the motor actual speed, comprising: acquiring the current working condition of the vehicle; determining the wheel train slip rate monitoring strategy according to the working condition, the monitoring strategy comprising a crank pulley monitoring strategy and an air conditioner compressor monitoring strategy, the crank pulley and the air conditioner compressor being connected with the motor through transmission structures; determining the motor theoretical speed and the motor actual speed according to the monitoring structure corresponding to the monitoring strategy; determining the wheel train slip rate monitoring strategy according to the working condition, comprising: when the working condition is a starting working condition, determining that the monitoring strategy is the crank pulley monitoring strategy; determining the motor theoretical speed and the motor actual speed according to the monitoring structure corresponding to the monitoring strategy, comprising: acquiring the crank pulley speed N1 and the motor actual speed N2 in real time according to the crank pulley monitoring strategy; calculating the motor theoretical speed N2' according to the crank pulley speed N1; determining the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed, comprising: judging whether the difference ΔN between the motor actual speed N2 and the motor theoretical speed N2' exceeds a speed difference limit value; if yes, switching the starting mode to a traditional starter starting; determining the wheel train slip rate monitoring strategy according to the working condition, comprising: when the working condition is a driving working condition, determining that the monitoring strategy is the air conditioner compressor monitoring strategy; determining the motor theoretical speed and the motor actual speed according to the monitoring structure corresponding to the monitoring strategy, comprising: acquiring the air conditioner compressor speed N3 and the motor actual speed N2 in real time according to the air conditioner compressor monitoring strategy; calculating the motor theoretical speed N2' according to the air conditioner compressor speed N3; determining the wheel train control strategy according to the working condition, the motor theoretical speed and the motor actual speed, comprising: calculating the wheel train slip rate ΔN' according to the motor actual speed N2 and the motor theoretical speed N2'; judging whether the wheel train slip rate exceeds a wheel train slip rate limit value; if yes, reducing the motor output torque until the wheel train slip rate of the vehicle meets the wheel train slip rate limit value.

2. The control method according to claim 1, characterized by, calculating the motor theoretical speed N2' according to the crank pulley speed N1, comprising: acquiring the effective diameter D1 of the crank pulley and the effective diameter D2 of the motor belt pulley; calculating the motor theoretical speed N2' in the following manner: N2'=N1*(D1 / D2).

3. The control method according to claim 1, characterized by, calculating the motor theoretical speed N2' according to the air conditioner compressor speed N3, comprising: acquiring the effective diameter D3 of the air conditioner compressor belt pulley and the effective diameter D2 of the motor belt pulley; the air conditioner compressor speed N3, the motor theoretical speed N2', the effective diameter D3 of the air conditioner compressor belt pulley and the effective diameter D2 of the motor belt pulley satisfy the following relationship: N2'=N3*(D3 / D2); calculating the wheel train slip rate ΔN' according to the motor actual speed N2 and the motor theoretical speed N2', comprising: The wheel train slip rate ΔN', the motor actual rotation speed N2 and the motor theoretical rotation speed N2' satisfy ΔN'=(N2-N2') / N2'.

4. The control method according to claim 1, characterized by, Before acquiring the current working condition of the vehicle, the motor theoretical rotation speed and the motor actual rotation speed, the method further comprises: acquiring the slip times of the vehicle in a unit time T in real time; judging whether the slip times exceed a slip times limit value; if yes, issuing a warning information.

5. A control device for wheel-slip ratio, which applies the control method for wheel-slip ratio according to any one of claims 1 to 4, characterized by The method comprises: a wheel train control parameter acquisition module, configured to acquire the current working condition of the vehicle, the motor theoretical rotation speed and the motor actual rotation speed; a wheel train control strategy output module, configured to determine a wheel train control strategy according to the working condition, the motor theoretical rotation speed and the motor actual rotation speed.

6. A computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the program to implement the control method of any one of claims 1-4.

7. A computer-readable storage medium having stored thereon a computer program, characterized in that The program is executed by the processor to implement the control method of any one of claims 1-4. The program is executed by the processor to implement the control method of any one of claims 1-4.

Images