Drive anti-skid control method and device

Abstract

This application discloses a drive anti-slip control method and apparatus, comprising: acquiring a first control mode corresponding to each of the two motors during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; controlling the two motors to enter their respective first control modes during the k-th anti-slip control; controlling the two motors to enter their respective second control modes based on the mode transition conditions corresponding to the first control modes, thereby obtaining torque limits corresponding to each of the two motors, wherein the second control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; performing torque coordination control based on the torque limits corresponding to each of the two motors to obtain target torques corresponding to each of the two motors; and performing anti-slip control on the vehicle based on the target torques corresponding to each of the two motors. According to the embodiments of this application, the anti-slip control of the two motors can be coordinated, thereby improving the anti-slip control effect of the vehicle.

Description

Technical Field

[0001] This application belongs to the field of anti-slip control technology, and in particular relates to a driving anti-slip control method and device. Background Technology

[0002] To prevent drive wheels from slipping when vehicles are traveling on low-traction roads such as ice, snow, and mud, traction control is an essential control method to ensure vehicle driving safety. Currently, electric vehicles require adjustment of the motor torque to achieve traction control.

[0003] In related technologies, vehicle drive anti-slip control only involves single-motor control. For vehicles with dual-motor drive, the torque coordination problem of the drive motor of the other axle is not taken into account when the wheel of a single axle slips, resulting in poor anti-slip control effect of the vehicle. Summary of the Invention

[0004] The purpose of this application is to provide a drive anti-skid control method and device that can coordinate the anti-skid control of dual motors and improve the anti-skid control effect of the vehicle.

[0005] In a first aspect, embodiments of this application provide a drive anti-slip control method, the method comprising: acquiring a first control mode corresponding to each of the two motors respectively during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; controlling the two motors to enter their respective first control modes during the k-th anti-slip control; controlling the two motors to enter their respective second control modes based on the mode transition conditions corresponding to the first control modes, thereby obtaining torque limits corresponding to each of the two motors, wherein the second control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; performing torque coordination control based on the torque limits corresponding to each of the two motors to obtain target torques corresponding to each of the two motors; and performing anti-slip control on the vehicle based on the target torques corresponding to each of the two motors.

[0006] In some possible implementations of the first aspect, the dual motors include a front axle motor and a rear axle motor, and torque coordination control is performed based on the torque limits corresponding to the dual motors respectively, including: obtaining the current required torque corresponding to the dual motors respectively; if the current required torque corresponding to both motors exceeds the torque limit, determining the torque limit as the target torque; if the current required torque corresponding to both motors does not exceed the torque limit, determining the current required torque as the target torque; and if the current required torque corresponding to either the front axle motor or the rear axle motor exceeds the torque limit, performing torque compensation to obtain the target torque.

[0007] In some possible implementations of the first aspect, the dual motors include a front axle motor and a rear axle motor. When the current required torque for both motors exceeds a torque limit, the torque limit is determined as the target torque, including: when the first required torque exceeds the first torque limit and the second required torque exceeds the second torque limit, the target torque for the front axle motor is determined as the first torque limit, and the target torque for the rear axle motor is determined as the second torque limit. When the current required torque for both motors does not exceed the torque limit, the current required torque is determined as the target torque, including: when the first required torque does not exceed the first torque limit and the second required torque does not exceed the second torque limit, the target torque for the front axle motor is determined as the first required torque, and the target torque for the rear axle motor is determined as the second required torque. Wherein, the torque limit for the front axle motor is the first torque limit, the torque limit for the rear axle motor is the second torque limit, the current required torque for the front axle motor is the first required torque, and the current required torque for the rear axle motor is the second required torque.

[0008] In some possible implementations of the first aspect, torque compensation is performed to obtain a target torque when the current required torque corresponding to the front axle motor or the rear axle motor exceeds a torque limit. This includes: when the first required torque exceeds a first torque limit and the second required torque does not exceed a second torque limit, determining the target torque of the front axle motor as the first required torque and the target torque of the rear axle motor as the minimum value between a first parameter and a second torque limit; when the first required torque does not exceed the first torque limit and the second required torque exceeds the second torque limit, determining the target torque of the rear axle motor as the second required torque and the target torque of the front axle motor as the minimum value between a second parameter and a first torque limit; wherein the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, the current required torque corresponding to the rear axle motor is the second required torque, the first parameter is the difference between a third parameter and the first torque limit, the second parameter is the difference between the third parameter and the second torque limit, and the third parameter is the sum of the first required torque and the second required torque.

[0009] In some possible implementations of the first aspect, based on the mode transition conditions corresponding to the first control mode, controlling the two motors to enter their respective second control modes includes: when the first control mode is a normal mode, obtaining the first mode transition conditions for the normal mode; for each of the two motors, if the wheel speed of the motor meets the first mode transition conditions, determining that the second control mode corresponding to the motor is an anti-slip mode, and controlling the motor to enter the anti-slip mode; if the wheel speed of the motor does not meet the first mode transition conditions, determining that the second control mode corresponding to the motor is a normal mode, and controlling the motor to enter the normal mode; wherein, the first mode transition conditions include the vehicle torque control mode being a drive mode, and the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

[0010] In some possible implementations of the first aspect, based on the mode transition conditions corresponding to the first control mode, controlling the two motors to enter their respective second control modes includes: when the first control mode is an anti-slip mode, obtaining the second mode transition conditions for the anti-slip mode; for each of the two motors, if the wheel speed of the motor does not meet the second mode transition conditions, determining that the second control mode corresponding to the motor is an anti-slip mode, and controlling the motor to enter the anti-slip mode; if the wheel speed of the motor meets the second mode transition conditions, controlling the motor to enter a transition mode, and obtaining the third mode transition conditions for the transition mode; if the wheel speed of the motor does not meet the third mode transition conditions... The transition conditions are as follows: if the wheel speed of the motor meets the transition conditions of the third mode, then the second control mode corresponding to the motor is determined to be the normal mode, and the motor is controlled to enter the normal mode. The transition conditions of the second mode include that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speeds corresponding to the target slip ratio, and the total number of slip steps is greater than or equal to a preset slip step time threshold. The transition conditions of the third mode include that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speeds corresponding to the target slip ratio, and the total number of transition steps is greater than or equal to a preset transition step time threshold.

[0011] In some possible implementations of the first aspect, based on the mode transition conditions corresponding to the first control mode, the dual motors are controlled to enter their respective second control modes, including: when the first control mode is a transition mode, obtaining the third and fourth mode transition conditions of the transition mode; for each of the dual motors, if the wheel speed of the motor does not meet the third and fourth mode transition conditions, determining that the second control mode corresponding to the motor is a transition mode, and controlling the motor to enter the transition mode; if the wheel speed of the motor meets the third mode transition condition, determining that the second control mode corresponding to the motor is a normal mode, and controlling the motor to enter the normal mode; if the wheel speed of the motor meets the fourth mode transition condition, determining that the second control mode corresponding to the motor is an anti-slip mode, and controlling the motor to enter the anti-slip mode; wherein, the third mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speeds corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold; the fourth mode transition condition includes that the wheel speed of at least one wheel of the motor is greater than the speed corresponding to the target slip ratio.

[0012] In some possible implementations of the first aspect, the method further includes: for each of the two motors, if the second control mode is a normal mode, determining the maximum torque fed back by the motor as the torque limit of the motor in the normal mode; if the second control mode is an anti-slip mode, determining the speed error corresponding to the target wheel of the motor as the control error, and calculating the torque limit of the motor in the anti-slip mode based on the control error and the proportional control torque of the motor, wherein the target wheel is the wheel with severe slippage between the left and right wheels; if the second control mode is a transition mode, obtaining the torque limits of the motor in the normal mode and the anti-slip mode, and performing a weighted calculation on the torque limits in the normal mode and the anti-slip mode to obtain the torque limit of the motor in the transition mode.

[0013] Among some possible implementations of the first aspect, the method further includes: after the control motor enters the anti-slip mode or transition mode, if the vehicle torque control mode is braking mode, then exiting the kth anti-slip control.

[0014] Secondly, embodiments of this application provide a drive anti-slip control device, which includes: an acquisition module, configured to acquire a first control mode corresponding to each of the two motors during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; a control module, configured to control the two motors to enter the corresponding first control mode during the kth anti-slip control; the control module is further configured to control the two motors to enter the corresponding second control mode based on the mode transition conditions corresponding to the first control mode, thereby obtaining torque limits corresponding to each of the two motors, wherein the second control mode includes any one of a normal mode, an anti-slip mode, and a transition mode; a coordination module, configured to perform torque coordination control based on the torque limits corresponding to each of the two motors, thereby obtaining target torques corresponding to each of the two motors; and the control module is further configured to perform anti-slip control on the vehicle based on the target torques corresponding to each of the two motors.

[0015] In some possible implementations of the second aspect, the dual motors include a front axle motor and a rear axle motor, and the control module includes: an acquisition unit for acquiring the current required torque corresponding to each of the dual motors; a first determination unit for determining the torque limit as the target torque when the current required torque corresponding to both motors exceeds the torque limit; a second determination unit for determining the current required torque as the target torque when the current required torque corresponding to both motors does not exceed the torque limit; and a third determination unit for performing torque compensation to obtain the target torque when the current required torque corresponding to either the front axle motor or the rear axle motor exceeds the torque limit.

[0016] In some possible implementations of the second aspect, the dual motors include a front axle motor and a rear axle motor. The first determining unit is specifically configured to: determine the target torque of the front axle motor as the first torque limit and the target torque of the rear axle motor as the second torque limit when the first required torque exceeds a first torque limit and the second required torque exceeds a second torque limit; the second determining unit is specifically configured to: determine the target torque of the front axle motor as the first required torque and the target torque of the rear axle motor as the second required torque when the first required torque does not exceed the first torque limit and the second required torque does not exceed the second torque limit; wherein the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, and the current required torque corresponding to the rear axle motor is the second required torque.

[0017] In some possible implementations of the second aspect, the third determining unit is specifically used for: when the first required torque exceeds the first torque limit and the second required torque does not exceed the second torque limit, determining the target torque of the front axle motor as the first required torque and the target torque of the rear axle motor as the minimum value between the first parameter and the second torque limit; when the first required torque does not exceed the first torque limit and the second required torque exceeds the second torque limit, determining the target torque of the rear axle motor as the second required torque and the target torque of the front axle motor as the minimum value between the second parameter and the first torque limit; wherein, the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, the current required torque corresponding to the rear axle motor is the second required torque, the first parameter is the difference between the third parameter and the first torque limit, the second parameter is the difference between the third parameter and the second torque limit, and the third parameter is the sum of the first required torque and the second required torque.

[0018] In some possible implementations of the second aspect, the control module includes: an acquisition unit, configured to acquire a first mode transition condition for the normal mode when the first control mode is a normal mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor meets the first mode transition condition, determine that the second control mode corresponding to the motor is an anti-slip mode, and control the motor to enter the anti-slip mode; the control unit is further configured to, if the wheel speed of the motor does not meet the first mode transition condition, determine that the second control mode corresponding to the motor is a normal mode, and control the motor to enter the normal mode; wherein, the first mode transition condition includes the vehicle torque control mode being a drive mode, and the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

[0019] In some possible implementations of the second aspect, the control module includes: a determining unit, configured to acquire a second mode transition condition for the anti-slip mode when the first control mode is the anti-slip mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor does not meet the second mode transition condition, determine that the second control mode corresponding to the motor is the anti-slip mode, and control the motor to enter the anti-slip mode; the control unit is further configured to, if the wheel speed of the motor meets the second mode transition condition, control the motor to enter a transition mode, and acquire a third mode transition condition for the transition mode; the control unit is further configured to, if the wheel speed of the motor does not meet the third mode transition condition,... The control unit determines that the second control mode corresponding to the motor is a transition mode and controls the motor to enter the transition mode. The control unit is also configured to determine that the second control mode corresponding to the motor is a normal mode if the wheel speed of the motor meets the third mode transition condition, and control the motor to enter the normal mode. The second mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speed corresponding to the target slip ratio, and that the total number of slip steps is greater than or equal to a preset slip step time threshold. The third mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speed corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold.

[0020] In some possible implementations of the second aspect, the control module includes: an acquisition unit, configured to acquire the third mode transition condition and the fourth mode transition condition of the transition mode when the first control mode is a transition mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor does not meet the third mode transition condition and the fourth mode transition condition, determine that the second control mode corresponding to the motor is a transition mode and control the motor to enter the transition mode; the control unit is further configured to, if the wheel speed of the motor meets the third mode transition condition, determine that the second control mode corresponding to the motor is a normal mode and control the motor to enter the normal mode; the control unit is further configured to, if the wheel speed of the motor meets the fourth mode transition condition, determine that the second control mode corresponding to the motor is an anti-slip mode and control the motor to enter the anti-slip mode; wherein, the third mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speeds corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold; the fourth mode transition condition includes that the wheel speed of at least one wheel of the motor is greater than the speed corresponding to the target slip ratio.

[0021] In some possible implementations of the second aspect, the device further includes a determining module for: for each of the two motors, if the second control mode is a normal mode, determining the maximum torque fed back by the motor as the torque limit of the motor in the normal mode; if the second control mode is an anti-slip mode, determining the speed error corresponding to the target wheel of the motor as the control error, and calculating the torque limit of the motor in the anti-slip mode based on the control error and the proportional control torque of the motor, wherein the target wheel is the wheel with severe slippage between the left and right wheels; if the second control mode is a transition mode, obtaining the torque limits of the motor in the normal mode and the anti-slip mode, and performing a weighted calculation on the torque limits in the normal mode and the anti-slip mode to obtain the torque limit of the motor in the transition mode.

[0022] In some possible implementations of the second aspect, the control module is also used to: after the control motor enters the anti-slip mode or transition mode, if the vehicle torque control mode is the braking mode, then exit the kth anti-slip control.

[0023] Thirdly, embodiments of this application provide an electronic device, including: a processor and a memory storing computer program instructions; the processor executes the computer program instructions to implement the steps of the drive anti-slip control method as described in the first aspect.

[0024] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the steps of the drive anti-slip control method as described in the first aspect.

[0025] Fifthly, embodiments of this application provide a computer program product stored in a non-volatile storage medium, which is executed by at least one processor to implement the steps of the drive anti-slip control method as described in the first aspect.

[0026] In a sixth aspect, embodiments of this application provide a chip including a processor and a communication interface, the communication interface being coupled to the processor, the processor being used to run programs or instructions to implement the steps of the drive anti-slip control method as described in the first aspect.

[0027] This application provides a drive anti-slip control method and device. The method obtains the first control modes corresponding to the two motors respectively during the (k-1)th anti-slip control after the vehicle is powered on. The first control mode includes any one of a normal mode, an anti-slip mode, and a transition mode. During the kth anti-slip control, the two motors are controlled to enter their respective first control modes. Based on the mode transition conditions corresponding to the first control modes, the two motors are controlled to enter their respective second control modes, obtaining torque limits corresponding to the two motors respectively. The second control mode includes any one of a normal mode, an anti-slip mode, and a transition mode. Torque coordination control is performed based on the torque limits corresponding to the two motors to obtain target torques corresponding to the two motors. Based on the target torques corresponding to the two motors, anti-slip control is performed on the vehicle, achieving coordinated anti-slip control of the two motors. This solves the anti-slip problem in conditions such as starting and getting out of trouble, ensuring safety while maximizing vehicle power. Attached Figure Description

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below.

[0029] Figure 1 This is a schematic flowchart of a drive anti-slip control method provided in an embodiment of this application;

[0030] Figure 2 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0031] Figure 3 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0032] Figure 4 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0033] Figure 5 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0034] Figure 6 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0035] Figure 7 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0036] Figure 8 This is a schematic flowchart of a drive anti-slip control method provided in another embodiment of this application;

[0037] Figure 9 This is a schematic diagram of the structure of a drive anti-slip control device provided in an embodiment of this application;

[0038] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0039] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0040] To prevent drive wheels from slipping when vehicles are traveling on low-traction roads such as ice, snow, and mud, traction control is an essential control method to ensure vehicle driving safety. Currently, electric vehicles require adjustment of the motor torque to achieve traction control.

[0041] In related technologies, vehicle drive anti-slip control only involves single-motor control. For vehicles with dual-motor drive, the torque coordination problem of the drive motor of the other axle is not taken into account when the wheel of a single axle slips, resulting in poor anti-slip control effect of the vehicle.

[0042] Furthermore, in related technologies, when electric vehicles adjust the motor torque, the motor torque is typically reduced to below the maximum torque that can be provided corresponding to the ground adhesion. Vehicle anti-skid control includes methods relying on tire model-based adhesion coefficient estimation, tire force estimation, and model-free control methods such as fixed-target slip ratio control. However, port vehicles experience significant changes in mass and center of gravity position when loaded with containers and when empty. Existing methods for tire force estimation and adhesion coefficient estimation are highly dependent on tire models for port vehicles. When the load changes, the tire model parameters change significantly, affecting the control effect. Secondly, fixed-target slip ratio control methods, which do not rely on model parameters, suffer from slip ratio oscillations due to repeated interventions in anti-skid control. Therefore, existing vehicle anti-skid control schemes have poor anti-skid control performance.

[0043] To address the problems in related technologies, this application provides a drive anti-slip control method. The method involves obtaining the first control modes corresponding to the two motors during the (k-1)th anti-slip control after the vehicle is powered on. The first control mode includes any one of a normal mode, an anti-slip mode, and a transition mode. During the kth anti-slip control, the two motors are controlled to enter their respective first control modes. Based on the mode transition conditions corresponding to the first control modes, the two motors are controlled to enter their respective second control modes, obtaining torque limits for each motor. The second control mode includes any one of a normal mode, an anti-slip mode, and a transition mode. Torque coordination control is performed based on the torque limits for each motor to obtain target torques for each motor. Based on the target torques for each motor, anti-slip control is applied to the vehicle, achieving coordinated anti-slip control of the two motors. This solves the anti-slip problem in conditions such as starting and getting out of trouble, ensuring safety while maximizing vehicle power.

[0044] The drive anti-skid control method in this application embodiment can be applied to scenarios involving anti-skid control of vehicles, particularly heavy-duty port vehicles. The drive anti-skid control method provided in this application embodiment will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0045] The first aspect of this application provides a drive anti-slip control method, which can be applied to electronic devices, that is, the drive anti-slip control method can be executed by electronic devices. It should be noted that the aforementioned executing entity does not constitute a limitation on this application.

[0046] For example, the electronic device can be a state machine.

[0047] Figure 1 This is a schematic flowchart of a drive anti-slip control method provided in an embodiment of this application. Figure 1 As shown, the drive anti-slip control method may include steps 110-140.

[0048] Step 110: Obtain the first control mode corresponding to each of the two motors during the (k-1)th anti-slip control after the vehicle is powered on;

[0049] Step 120: During the kth anti-slip control, control the two motors to enter their respective first control modes.

[0050] Step 130: Based on the mode transition conditions corresponding to the first control mode, control the two motors to enter the corresponding second control modes respectively, and obtain the torque limit values ​​corresponding to the two motors respectively.

[0051] Step 140: Perform torque coordination control based on the torque limits corresponding to the two motors respectively to obtain the target torques corresponding to the two motors respectively;

[0052] Step 150: Based on the target torques corresponding to the two motors, perform anti-skid control on the vehicle.

[0053] The drive anti-slip control method provided in this application embodiment obtains the first control modes corresponding to the two motors respectively during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of normal mode, anti-slip mode, and transition mode; during the kth anti-slip control, the two motors are controlled to enter the corresponding first control mode respectively; based on the mode transition conditions corresponding to the first control mode, the two motors are controlled to enter the corresponding second control mode respectively, and the torque limit values ​​corresponding to the two motors are obtained respectively, wherein the second control mode includes any one of normal mode, anti-slip mode, and transition mode; based on the torque limit values ​​corresponding to the two motors respectively, torque coordination control is performed to obtain the target torque corresponding to the two motors respectively; based on the target torque corresponding to the two motors respectively, anti-slip control is performed on the vehicle to achieve coordinated anti-slip control of the two motors, which can solve the anti-slip problem of the vehicle in working conditions such as starting and getting out of trouble, and improve the power performance of the vehicle as much as possible while ensuring safety.

[0054] The specific implementation of the above steps will be described in detail below with reference to specific embodiments.

[0055] In step 110, the first control modes corresponding to the two motors are obtained during the (k-1)th anti-slip control after the vehicle is powered on.

[0056] Specifically, after the vehicle is powered on, anti-slip control begins from the first time, where k is a positive integer greater than 1. The first control mode is the anti-slip control mode in which the two motors finally stop during the (k-1)th anti-slip control, and also the anti-slip control mode in which the two motors begin to enter during the kth anti-slip control. Therefore, the anti-slip control mode that the motor enters during the previous anti-slip control is the same anti-slip control mode in which the motor finally stops during the previous anti-slip control. The anti-slip control modes of this application can include a normal mode, an anti-slip mode, and a transition mode; therefore, the first control mode can include any one of the normal mode, the anti-slip mode, and the transition mode.

[0057] It should be noted that in the embodiments of this application, (k) represents the kth anti-slip control, and (k-1) represents the (k-1)th anti-slip control.

[0058] The dual-motor system can include a front axle motor and a rear axle motor. The state machine can consist of two parallel state machines: a front axle state machine and a rear axle state machine. The front axle state machine independently performs anti-slip coordination control on the front axle motor, and the rear axle state machine independently performs anti-slip coordination control on the rear axle motor. Therefore, since each motor in the dual-motor system is independently controlled, each motor can have its own corresponding anti-slip control mode at each stage. That is, there is no mutual influence between the two motors; the first control modes for the two motors are independent, and the first control modes for each motor can be the same or different.

[0059] For example, k is 5, the dual motors include a front axle motor and a rear axle motor, and the anti-slip control modes include normal mode, anti-slip mode and transition mode. When the front axle motor finally stops in normal mode during the 4th anti-slip control, the first control mode is normal mode. Then, when the 5th anti-slip control begins, the front axle motor continues to enter normal mode and maintains the normal mode state. When the rear axle motor finally stops in anti-slip mode during the 4th anti-slip control, the first control mode is anti-slip mode. Then, when the 5th anti-slip control begins, the rear axle motor continues to enter anti-slip mode and maintains the anti-slip mode state.

[0060] In some embodiments, anti-slip control can be based on a preset frequency, which can be set according to specific needs, such as once every 10ms, or other values. This application does not make any specific limitations on this.

[0061] In step 120, during the k-th anti-slip control, the two motors are controlled to enter their respective first control modes.

[0062] Among them, the kth anti-slip control is the next anti-slip control after the (k-1)th anti-slip control, and the anti-slip control mode that is entered at the beginning of the kth anti-slip control is the anti-slip control mode that is finally stopped at the (k-1)th anti-slip control.

[0063] In step 130, based on the mode transition conditions corresponding to the first control mode, the two motors are controlled to enter the corresponding second control modes respectively, and the torque limits corresponding to the two motors are obtained respectively.

[0064] Specifically, different first control modes can correspond to different mode transition conditions. These conditions are used to switch the motor from the first control mode to the second control mode, which can include any one of the following: normal mode, anti-slip mode, and transition mode. Under different second control modes, the corresponding torque limit of the motor can be calculated in different ways.

[0065] In some embodiments of this application, mode conversion can be performed based on mode transition conditions corresponding to the normal mode. Figure 2This is a flowchart illustrating a drive anti-slip control method according to another embodiment of this application. Step 130 may include... Figure 2 Steps 210-230 are shown.

[0066] Step 210: If the first control mode is normal mode, obtain the first mode transition condition of normal mode;

[0067] Step 220: For each of the two motors, if the wheel speed of the motor meets the first mode transfer condition, determine the second control mode corresponding to the motor as the anti-slip mode, and control the motor to enter the anti-slip mode.

[0068] Step 230: If the wheel speed of the motor does not meet the first mode transfer condition, determine that the second control mode corresponding to the motor is the normal mode, and control the motor to enter the normal mode.

[0069] The first mode transition condition is the mode transition condition of the normal mode. The first mode transition condition includes the vehicle torque control mode being the drive mode, and the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

[0070] For example, during the k-th anti-slip control, the wheel speeds of the left and right wheels of the front axle motor FC are ω and ω, respectively. fl (k), ω fr (k), if the first mode transition condition is satisfied: ω fl (k)>ω fls (k) and / or ω fr (k)>ω frs (k), and vehicle torque control mode C M When the drive mode is Drive, the front axle motor switches from normal mode FN to anti-slip mode FS; during the k-th anti-slip control, the wheel speeds of the left and right wheels of the rear axle motor RC are ω and ω, respectively. rl (k), ω rr (k), if the first mode transition condition is satisfied: ω rl (k)>ω rls (k) and / or ω rr (k)>ω rrs (k), and vehicle torque control mode C M When the drive mode is set to Drive, the rear axle motor switches from normal mode (FN) to anti-slip mode (FS).

[0071] Among them, the rotational speed ω of the left and right wheels corresponding to the target slip ratio of the front axle motor is... fls (k), ω frs (k) can be calculated using formulas (1) and (2), where ω is the rotational speed ω corresponding to the target slip ratio of the left and right wheels of the rear axle motor. rls (k), ωrrs (k) can be calculated using formulas (3) and (4).

[0072]

[0073]

[0074]

[0075]

[0076] Among them, v x (k) is the longitudinal vehicle speed, ω r (k) is the yaw rate, θ fl (k), θ fr (k), θ rl (k), θ rr (k) represent the left wheel steering angle of the front axle motor, the right wheel steering angle of the front axle motor, the left wheel steering angle of the rear axle motor, and the right wheel steering angle of the rear axle motor, respectively. B is the wheel track, a vehicle parameter constant, and R is the wheel rolling radius, also a vehicle parameter constant. s d It is the target slip ratio, ω e The target slip ratio and the value of the target speed can be set according to specific requirements.

[0077] For example, it can be set to 0.15. This can be adjusted according to specific needs, such as setting it to 0.2 rad / s.

[0078] For example, the target slip ratio and rotational speed can be obtained based on the sensor's minimum accuracy or calibration tests. If target slip ratio control is used, the value of sd can be set between 0.15 and 0.25, and ω... e The value can be 0.2 rad / s, and the values ​​of both parameters can be modified through calibration tests.

[0079] In some embodiments of this application, mode switching can be performed based on the mode transition conditions corresponding to the anti-slip mode. Figure 3 This is a flowchart illustrating a drive anti-slip control method provided in another embodiment of this application. Step 130 may include... Figure 3 Steps 310-350 are shown.

[0080] Step 310: If the first control mode is anti-slip mode, obtain the second mode transition conditions of anti-slip mode;

[0081] Step 320: For each of the two motors, if the wheel speed of the motor does not meet the second mode transfer condition, determine that the second control mode corresponding to the motor is the anti-slip mode, and control the motor to enter the anti-slip mode.

[0082] Step 330: If the wheel speed of the motor meets the second mode transfer condition, then control the motor to enter the transition mode and obtain the third mode transfer condition of the transition mode.

[0083] Step 340: If the wheel speed of the motor does not meet the conditions for the transition to the third mode, determine that the second control mode corresponding to the motor is the transition mode, and control the motor to enter the transition mode.

[0084] Step 350: If the wheel speed of the motor meets the third mode transfer condition, then determine that the second control mode corresponding to the motor is the normal mode, and control the motor to enter the normal mode.

[0085] The second mode transition condition is the mode transition condition for the anti-slip mode. This condition may include the wheel speeds of both the left and right wheels of the motor being less than or equal to the speeds corresponding to the target slip ratio, and the total number of slip steps being greater than or equal to a preset slip step time threshold. The third mode transition condition is the mode transition condition for the transition mode. This condition may also include the wheel speeds of both the left and right wheels of the motor being less than or equal to the speeds corresponding to the target slip ratio, and the total number of transition steps being greater than or equal to a preset transition step time threshold. The total number of slip steps refers to the total number of steps the motor takes in slip mode, and the total number of transition steps refers to the total number of steps the motor takes in transition mode. The preset slip step time threshold and the preset transition step time threshold can be set according to specific needs, for example, setting the preset slip step time threshold to 500 and the preset transition step time threshold to 150. The values ​​of the preset slip step time threshold and the preset transition step time threshold are related to the control interval time and the vehicle response time, and can be determined based on calibration tests. This application does not impose specific limitations on these values.

[0086] Referring to the example above, during the k-th anti-slip control, the wheel speeds of the left and right wheels of the front axle motor FC are ω and ω, respectively. fl (k), ω fr (k), then if the second mode transition condition is satisfied: ω fl (k)≤ω fls (k), ω fr (k)≤ω frs (k), and the total number of slip steps k fs ≥k s k s To preset the slippage step time threshold, the front axle motor's anti-slip control enters transition mode FTR; during the k-th anti-slip control, the wheel speeds of the left and right wheels of the rear axle motor RC are ω and ω, respectively. rl (k), ω rr (k), then if the second mode transition condition is satisfied: ω rl (k)≤ω rls (k) and ω rr (k)≤ωrrs (k), and the total number of slip steps k rs ≥k s Then the anti-slip control of the rear axle motor enters the transition mode RTR.

[0087] After entering the transition mode, it is necessary to further obtain the third mode transfer conditions of the transition mode, and determine whether the motor still needs to continue mode conversion based on the third mode transfer conditions.

[0088] For example, the third mode transition condition for the front axle motor FC is: ω fl (k)≤ω fls (k), ω fr (k)≤ω frs (k), and the total number of transition steps k ftr ≥k tr k tr To preset the transition step time threshold, if the front axle motor meets the third mode transition condition, the anti-slip control of the front axle motor enters normal mode FN; the third mode transition condition for the rear axle motor RC is: ω rl (k)≤ω rls (k), ω rr (k)≤ω rrs (k), and the total number of transition steps k ftr ≥k tr If the rear axle motor meets the conditions for the third mode transfer, the anti-slip control of the rear axle motor will enter the normal mode RN.

[0089] In some embodiments of this application, mode conversion can be performed based on the mode transition conditions corresponding to the transition mode. Figure 4 This is a flowchart illustrating a drive anti-slip control method provided in another embodiment of this application. Step 130 may include... Figure 4 Steps 410-440 are shown.

[0090] Step 410: If the first control mode is the transition mode, obtain the third mode transition condition and the fourth mode transition condition of the transition mode.

[0091] Step 420: For each of the two motors, if the wheel speed of the motor does not meet the third mode transfer condition and the fourth mode transfer condition, determine the second control mode corresponding to the motor as the transition mode, and control the motor to enter the transition mode.

[0092] Step 430: If the wheel speed of the motor meets the third mode transfer condition, then determine that the second control mode corresponding to the motor is the normal mode, and control the motor to enter the normal mode.

[0093] Step 440: If the wheel speed of the motor meets the fourth mode transfer condition, then determine that the second control mode corresponding to the motor is the anti-slip mode, and control the motor to enter the anti-slip mode.

[0094] Among them, the third mode transition condition and the fourth mode transition condition are mode transition conditions of the transition mode. The third mode transition condition may include the wheel speeds of the left and right wheels of the motor being less than or equal to the speeds corresponding to the target slip ratio, and the total number of transition steps being greater than or equal to a preset transition step time threshold. The fourth mode transition condition may include the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

[0095] It should be noted that the specific details of the total number of transition steps and the conditions for the third mode transition can be found in the above embodiments, and will not be repeated here for the sake of brevity.

[0096] For example, the fourth mode transition condition for the front axle motor FCC is: the wheel speed ω of the left wheel of the front axle motor. fl (k)>ω fls (k) and / or the wheel speed ω of the right wheel of the front axle motor fr (k)>ω frs (k) If the front axle motor FC meets the fourth mode transition condition, then the anti-slip control of the front axle motor enters the anti-slip mode FS; the fourth mode transition condition of the rear axle motor RC is: the wheel speed ω of the left wheel of the rear axle motor. rl (k)>ω rls (k) and / or the wheel speed or ω of the right wheel of the rear axle motor rr (k)>ω rrs (k) If the rear axle motor RC meets the fourth mode transfer condition, the anti-slip control of the rear axle motor enters the anti-slip mode RS.

[0097] In some embodiments of this application, in order to obtain the torque limit, Figure 5 This is a flowchart illustrating a drive anti-slip control method provided in another embodiment of this application. Step 130 may include... Figure 5 Steps 510-530 are shown.

[0098] Step 510: For each of the two motors, if the second control mode is normal mode, determine the maximum torque fed back by the motor, which is the torque limit of the motor in normal mode.

[0099] For example, the torque limit T of the front axle motor can be calculated using formula (5). fsn (k), calculate the torque limit T of the rear axle motor using formula (6). rsn (k).

[0100] T fsn (k)=T fm(k) (5)

[0101] T rsn (k)=T rm (k) (6)

[0102] Among them, T fm (k) represents the maximum torque fed back by the front axle motor, T rm (k) represents the maximum torque fed back by the rear axle motor.

[0103] Step 520: If the second control mode is anti-slip mode, then the speed error corresponding to the target wheel of the motor is determined as the control error, and the torque limit of the motor in anti-slip mode is calculated based on the control error and the proportional control torque of the motor.

[0104] Specifically, the target wheel is the wheel with the most severe slippage among the left and right wheels. The speed error is the difference between the wheel speed and the speed corresponding to the target slip ratio. The larger the speed error, the more severe the slippage of the wheel. Therefore, for each motor, after calculating the speed errors of its left and right wheels, the one with the larger speed error is selected as the control error.

[0105] Compared to existing technologies that generally use a larger slip ratio as the control error, the embodiments of this application use a larger rotational speed as the control error.

[0106] It should be noted that the target slip ratios for the left and right wheels are not the same.

[0107] For example, e f (k), e r (k) represents the control error corresponding to the kth anti-slip control of the front and rear axle motors respectively. The speed error of the side with more severe slippage between the left and right wheels is selected as the control error. The calculation method is shown in formulas (7) and (8).

[0108] e f (k)=min{ω frs (k)-ω fr (k), ω fls (k)-ω fl (k)} (7)

[0109] e r (k)=min{ω rrs (k)-ω rr (k), ω rls (k)-ω rl (k)} (8)

[0110] Where, ω frs (k) is the wheel speed of the left wheel of the front axle motor, ω fr (k) is the rotational speed corresponding to the target slip ratio corresponding to the rotational speed of its left wheel, ωfls (k) is the wheel speed of the right wheel of the front axle motor, ω fl (k) is the rotational speed corresponding to the target slip ratio corresponding to the rotational speed of its right wheel; ω rrs (k) is the wheel speed of the left wheel of the rear axle motor, ω rr (k) is the rotational speed corresponding to the target slip ratio corresponding to the rotational speed of its left wheel, ω rls (k) is the wheel speed of the right wheel of the rear axle motor, ω rl (k) is the target slip ratio corresponding to the rotational speed of its right wheel.

[0111] In some embodiments of this application, the proportional control torque of the motor can be the product of the control error and the proportional parameter in the anti-slip control PID parameters. Step 420 specifically includes: calculating the speed error increment and the cumulative speed error based on the control error; determining the product of the speed error increment and the differential parameter in the anti-slip control PID parameters as the differential control torque; determining the product of the cumulative speed error and the integral parameter in the anti-slip control PID parameters as the integral control torque; and calculating the torque limit of the motor in anti-slip mode by combining the proportional control torque, the differential control torque, and the integral control torque.

[0112] Specifically, the torque limit of the motor in anti-slip mode is obtained by calculating the sum of the proportional control torque, derivative control torque, integral control torque, and the required torque at the moment of slippage.

[0113] For example, the proportional control torque can be calculated using formulas (9) and (10), the speed error increment can be calculated using formulas (11) and (12), the cumulative speed error can be calculated using formulas (13) and (14), the differential control torque can be calculated using formulas (15) and (16), the integral control torque can be calculated using formulas (17) and (18), and the torque limit in anti-slip mode can be calculated using formulas (19) and (20).

[0114] T fP (k)=K fP e f (k) (9)

[0115] T rP (k)=K r Pe r (k) (10)

[0116] Among them, T fP (k), T rP (k) is the proportional control torque of the front and rear axle motors, K fP K rP It is the proportional parameter in the anti-slip control PID parameters corresponding to the front and rear axle motors.

[0117]

[0118]

[0119] Where, Δe f (k), Δe r (k) is the speed error increment of the front and rear axle motors in the kth anti-slip control operation, e f (i) represents the control error of the front and rear axle motors in the i-th anti-slip control. In standard PID control, the derivative control action amplifies noise interference, thereby affecting the control effect and causing undesirable oscillations in the control quantities (wheel speed and slip ratio). Based on this, the noise can be eliminated by taking a 10-point average.

[0120]

[0121]

[0122] Where, σe f (k), σe r (k) is the cumulative speed error of the front and rear axle motors during the k-th anti-slip control, σe f (k-1), σe r (k-1) is the cumulative speed error of the front and rear axle motors in the (k-1)th anti-slip control cycle, Δe f (k-1), Δe r (k-1) is the speed error increment of the front and rear axle motors in the (k-1)th anti-slip control.

[0123] T fD (k)=K fD Δe f (k) (15)

[0124] T rD (k)=K rD Δe r (k) (16)

[0125] Among them, T fD (k), T rD (k) is the differential control torque of the front and rear axle motors, K fD K rD These are the derivative parameters in the anti-slip control PID parameters corresponding to the front and rear axle motors.

[0126] T fI (k)=K fI σe f (k) (17)

[0127] T rI (k)=K rI σe r (k) (18)

[0128] Among them, T fI (k), T rI (k) is the integral control torque of the front and rear axle motors, K fI K rI It is the integral parameter in the anti-slip control PID parameters corresponding to the front and rear axle motors.

[0129] T fss (k)=T fa0 +T fP (k)+T fI (k)+T fD (k) (19)

[0130] T rss (k)=T ra0 +T rP (k)+T rI (k)+T rD (k) (20)

[0131] In the anti-slip mode, the drive anti-slip control adopts integral-separated PID control, T fss (k), T rss (k) represents the torque limit of the front and rear axle motors in anti-slip mode, T fa0 T ra0 This refers to the torque required by the front and rear axle motors during slippage.

[0132] In the above formulas (13) and (14), ξ f (k), ξ r (k) is the integral enable flag for anti-slip control of the front and rear axle motors. It is enabled according to the speed range and can be calculated using the following formulas (21) and (22):

[0133]

[0134]

[0135] Among them, integral control only applies to the slip threshold speed ω. fls (k), ω frs (k) or ω rls (k), ω rrs (k) is greater than 0, s L s H It is the upper and lower threshold of the speed ratio, s L s takes values ​​in the range [0, 1]. H The value is taken in the range [1, ∞), and the final value is determined through calibration experiments. For example, take s. L =0.8, s H =2.

[0136] Anti-slip control PID parameter K of the front axle motor fP K fI K fD The calibration test was completed under no-load conditions, and the calibration value was K. fPe K fIe K fDe The calibration test was completed under full load on the vehicle, and the calibration value was K. fPf K fIf K fDf In the control system, the input F is based on the front axle load sensor. zf For details on the difference calculation, please refer to the following formulas (23)-(25):

[0137]

[0138]

[0139]

[0140] Similarly, the anti-slip control PID parameter K of the rear axle motor rP K rI K rD The calibration test was completed under no-load conditions, and the calibration value was K. rPe K rIe K rDe The calibration test was completed under full load on the vehicle, and the calibration value was K. rPf K rIf K rDf In the control system, the input F is based on the rear axle load sensor. zr Perform interpolation:

[0141]

[0142]

[0143]

[0144] Among them, F zff F zrf It is the full-load axle load of the front and rear axle motors, F zfe F zre It is the unloaded axle load of the front and rear axle motors.

[0145] After completing the anti-slip control of the front axle motor in slip mode, let k fs =k fs +1, proceed to step 140 for torque coordination control; after completing the shaft motor slippage mode control, set k rs =k rs +1, proceed to step 140 for torque coordination control.

[0146] Step 530: If the second control mode is a transition mode, obtain the torque limit of the motor in the normal mode and the anti-slip mode, and perform a weighted calculation on the torque limit of the normal mode and the anti-slip mode to obtain the torque limit of the motor in the transition mode.

[0147] Specifically, the weighted average of the torque limits of the front axle motor in normal mode and anti-slip mode can be calculated using formula (29) to obtain the torque limit T of the front axle motor in transition mode. fstr (k); Using formula (30), calculate the weighted average of the torque limits of the rear axle motor in normal mode and anti-slip mode, and obtain the torque limit T of the rear axle motor in transition mode. rstr (k);

[0148]

[0149]

[0150] Among them, T fsn (k), T rsn (k) represents the torque limit of the front and rear axle motors in normal mode, which can be calculated using formulas (5) and (6). fss (k), T rss (k) represents the torque limit of the front and rear axle motors in anti-slip mode, which can be calculated using formulas (7)-(28). When using formulas (21) and (22) for calculation, ξ is forced to be set. f (k)=0、ξ r (k) = 0, meaning the integral control torque value remains constant. ftr k rtr Let k be the total number of transition steps for the front and rear axle motors. If the front axle motor is not in transition mode FTR during the (k-1)th anti-slip control, then let k be the total number of transition steps for the front axle motor. ftr =0, if the rear axle motor is not in transition mode FTR during the (k-1)th anti-slip control, then let the total number of transition steps k of the rear axle motor be 0. ftr =0. k tr The preset transition step time threshold can be set, for example, to 150.

[0151] After completing the transition mode control of the front axle motor, let k ftr =k ftr +1, proceed to step 140 for torque coordination control; after completing the transition mode control of the axle motor, let k rtr =k rtr +1, proceed to step 140 for torque coordination control.

[0152] In some embodiments of this application, the method may further include the following steps:

[0153] After the control motor enters anti-slip mode or transition mode, if the vehicle torque control mode C M If the braking mode is set to Brake, then the kth anti-skid control operation will be discontinued.

[0154] In step 140, torque coordination control is performed based on the torque limits corresponding to the two motors to obtain the target torques corresponding to the two motors.

[0155] In some embodiments of this application, the dual motors include a front axle motor and a rear axle motor. Figure 6 This is a flowchart illustrating a drive anti-slip control method provided in another embodiment of this application. Step 140 may include... Figure 6 Steps 610-640 are shown.

[0156] Step 610: Obtain the current required torque for each of the two motors.

[0157] The dual motors can include a front axle motor and a rear axle motor. The current demand matrix corresponding to the front axle motor is the first demand matrix, and the current demand matrix corresponding to the rear axle motor is the second demand matrix. The torque limit corresponding to the front axle motor is the first torque limit, and the torque limit corresponding to the rear axle motor is the second torque limit.

[0158] Under different second control modes, the torque limits corresponding to the front and rear axle motors are different, as shown in formulas (31) and (32):

[0159]

[0160]

[0161] Among them, T fsn (k), T fss (k), T fstr (k) represents the torque limit of the front axle motor in normal mode (FN), anti-slip mode (FS), and transition mode (FTR), respectively. rsn (k), T rss (k), T rstr (k) represents the torque limit of the rear axle motor in normal mode (RN), anti-slip mode (RS), and transition mode (RTR), respectively. fm (k) and T rm (k) is the maximum motor torque fed back by the front and rear axle motors at this moment.

[0162] Step 620: If the current required torque for both motors exceeds the torque limit, determine the torque limit as the target torque.

[0163] Specifically, the torque limit includes a first torque limit corresponding to the front axle motor and a second torque limit corresponding to the rear axle motor. When the first required torque exceeds the first torque limit and the second required torque exceeds the second torque limit, the target torque of the front axle motor is determined as the first torque limit and the target torque of the rear axle motor is determined as the second torque limit.

[0164] In the case of dual motors exceeding the limit, as shown in formulas (33) and (34), the target torque T of the front and rear axle motors in the final control output is... f (k) and T r (k) is directly equal to the torque limit T of the front and rear axle motors at this moment. fs (k), T rs (k).

[0165] T f (k)=T fs (k) (33)

[0166] T r (k)=T rs (k) (34)

[0167] Among them, T fs (k) is the first torque limit, T rs (k) is the second torque limit.

[0168] Step 630: If the current required torque for both motors does not exceed the torque limit, determine the current required torque as the target torque.

[0169] Specifically, if the first required torque does not exceed the first torque limit and the second required torque does not exceed the second torque limit, the target torque of the front axle motor is determined as the first required torque, and the target torque of the rear axle motor is determined as the second required torque.

[0170] If the dual motors do not exceed the limits, as shown in formulas (35) and (36), the target torque T of the front and rear axle motors in the final control output is... f (k) and T r (k) is directly equal to the required torque T of the front and rear axle motors at this moment. fa (k), T ra (k).

[0171] T f (k)=T fa (k) (35)

[0172] T r (k)=T ra (k) (36)

[0173] Among them, T fa (k) represents the first required torque, Tra (k) represents the second required torque.

[0174] Step 640: If the current required torque for the front axle motor or the rear axle motor exceeds the torque limit, torque compensation is performed to obtain the target torque.

[0175] Specifically, when the first required torque exceeds the first torque limit and the second required torque does not exceed the second torque limit, the target torque of the front axle motor is determined to be the first required torque, and the target torque of the rear axle motor is determined to be the minimum value between the first parameter and the second torque limit; when the first required torque does not exceed the first torque limit and the second required torque exceeds the second torque limit, the target torque of the rear axle motor is determined to be the second required torque, and the target torque of the front axle motor is determined to be the minimum value between the second parameter and the first torque limit.

[0176] Wherein, the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, the current required torque corresponding to the rear axle motor is the second required torque, the first parameter is the difference between the third parameter and the first torque limit, the second parameter is the difference between the third parameter and the second torque limit, and the third parameter is the sum of the first required torque and the second required torque.

[0177] When only the front axle motor exceeds its limit, torque compensation is performed on the power performance using the capability range of the rear axle motor, ultimately controlling the target torque T of the front and rear axle motors. f (k) and T r (k) is shown in formulas (37) and (38):

[0178] T f (k)=T fs (k) (37)

[0179] T r (k)=min{T fa (k)+T ra (k)-T fs (k), T rs (k)} (38)

[0180] Among them, T fa (k), T ra (k) represent the first required torque and the second required torque, respectively, T fs (k), T rs (k) represents the first torque limit and the second torque limit, respectively.

[0181] In the case where only the rear motor exceeds its limit, torque compensation for the dynamic performance is performed using the capability range of the front axle motor, ultimately controlling the output torque T of the front and rear axle motors.f (k) and T r (k) is shown in formulas (39) and (40):

[0182] T f (k)=min{T fa (k)+T ra (k)-T rs (k), T fs (k)} (39)

[0183] T r (k)=T rs (k) (40)

[0184] Among them, T fa (k), T ra (k) represent the first required torque and the second required torque, respectively, T fs (k), T rs (k) represents the first torque limit and the second torque limit, respectively.

[0185] Step 150 involves anti-skid control of the vehicle based on the target torques corresponding to the two motors.

[0186] Specifically, anti-skid control of the vehicle is achieved by adjusting the motor torques of the two motors to their respective target torques.

[0187] The anti-slip control method provided in this application, for vehicles driven by dual motors, needs to ensure that when a wheel on one axle slips, the torque of the drive motors on the other axle is coordinated to improve the anti-slip control effect and solve the anti-slip problem in conditions such as starting and getting out of trouble. Furthermore, it can adapt to the characteristics of port vehicles with large changes in mass and center of gravity, preventing slippage of heavy port vehicles on icy and snowy roads, and maintaining good control performance from unloaded to fully loaded conditions. Secondly, by using corresponding speed control instead of target slip ratio control, anti-slip control can be achieved during starting and when the vehicle rolls downhill, while reducing control oscillations. The transient process control introduced in the control can solve the problem of slip ratio oscillation caused by repeated control intervention. Finally, this method can coordinate the anti-slip control of dual motors, solving the anti-slip problem in conditions such as starting and getting out of trouble, ensuring safety while maximizing vehicle power.

[0188] As a concrete example, Figure 7 This is a flowchart illustrating a driving anti-slip control method provided in another embodiment of this application, as shown below. Figure 7 As shown, the inputs to the anti-slip control of this application may include: the initial required torque obtained by the torque distribution algorithm (the current required torque T of the front axle motor). fa The current required torque T of the rear axle motorra The longitudinal vehicle speed v obtained by the vehicle speed estimation algorithm x The yaw rate ω collected by the inertial sensor r The wheel speed collected by the Hall sensor (left wheel speed ω of the front axle motor) fl The right wheel speed ω of the front axle motor fr The speed ω of the left wheel of the rear axle motor rl The right wheel speed ω of the rear axle motor rr The wheel angle (front left wheel angle θ) collected by the wheel angle sensor fl Front axle right wheel steering angle θ fr Rear axle left wheel steering angle θ rl Rear axle right wheel steering angle θ rr Dynamic axle load (front axle load F) collected by axle load sensor zf Rear axle load F zr Vehicle torque control mode C M (Including drive mode Drive and brake mode Brake), and the maximum torque fed back by the motor in real time (maximum torque T of the front axle motor). fm The maximum torque T of the rear axle motor rm The output of the anti-slip control includes the target torque T of the front axle motor. f and the target torque T of the rear axle motor r .

[0189] In some embodiments of this application, Figure 8 This is a flowchart illustrating a driving anti-slip control method provided in another embodiment of this application, as shown below. Figure 8 As shown, A represents the first mode transition condition, B represents the second mode transition condition, C represents the third mode transition condition, and D represents the fourth mode transition condition. The mode transition logic between normal mode, anti-slip mode, and transition mode in this application is as follows:

[0190] If the first control mode of the motor is the normal mode, then when A is satisfied, the second control mode is determined to be the anti-slip mode and the motor enters the anti-slip mode; if A is not satisfied, the second control mode is determined to be the normal mode and the motor remains in the normal mode.

[0191] If the first control mode of the motor is the anti-slip mode, then if B is not satisfied, the second control mode is determined to be the anti-slip mode and the anti-slip mode is maintained. If B is satisfied, the transition mode is entered. At this time, it is necessary to continue to determine whether C is satisfied. If C is satisfied, the second control mode is determined to be the normal mode and the normal mode is entered. If C is not satisfied, the second control mode is determined to be the transition mode and the transition mode is maintained.

[0192] If the first control mode of the motor is the transition mode, then when C is satisfied, the second control mode is determined to be the normal mode and the motor enters the normal mode; when D is satisfied, the second control mode is determined to be the anti-slip mode and the motor enters the anti-slip mode; if neither C nor D is satisfied, then the second control mode is determined to be the transition mode and the transition mode is maintained.

[0193] It is understood that the driving anti-slip control method provided in this application embodiment can be executed by an electronic device or a control module in the driving anti-slip control device for executing the driving anti-slip control method. The driving anti-slip control device will be described in detail below.

[0194] Figure 9 This is a schematic diagram of the structure of a drive anti-slip control device provided in an embodiment of this application. Figure 9 As shown, the drive anti-slip control device 900 may include: an acquisition module 910, a control module 920, and a coordination module 930.

[0195] The system includes: an acquisition module 910, which acquires the first control modes corresponding to the dual motors during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of the normal mode, anti-slip mode, and transition mode; a control module 920, which controls the dual motors to enter the corresponding first control mode during the kth anti-slip control; a control module 920, which also controls the dual motors to enter the corresponding second control mode based on the mode transition conditions corresponding to the first control mode, thereby obtaining the torque limits corresponding to the dual motors, wherein the second control mode includes any one of the normal mode, anti-slip mode, and transition mode; a coordination module 930, which performs torque coordination control based on the torque limits corresponding to the dual motors, thereby obtaining the target torque corresponding to the dual motors; and a control module 920, which performs anti-slip control on the vehicle based on the target torque corresponding to the dual motors.

[0196] The drive anti-slip control device provided in this application acquires the first control modes corresponding to the two motors respectively during the (k-1)th anti-slip control after the vehicle is powered on, wherein the first control mode includes any one of normal mode, anti-slip mode, and transition mode; during the kth anti-slip control, the two motors are controlled to enter the corresponding first control mode respectively; based on the mode transition conditions corresponding to the first control mode, the two motors are controlled to enter the corresponding second control mode respectively, and the torque limit values ​​corresponding to the two motors are obtained respectively, wherein the second control mode includes any one of normal mode, anti-slip mode, and transition mode; based on the torque limit values ​​corresponding to the two motors respectively, torque coordination control is performed to obtain the target torque corresponding to the two motors respectively; based on the target torque corresponding to the two motors respectively, anti-slip control is performed on the vehicle to achieve coordinated anti-slip control of the two motors, which can solve the anti-slip problem of the vehicle in starting and getting out of trouble, and improve the power of the vehicle as much as possible while ensuring safety.

[0197] In some embodiments of this application, the dual motors include a front axle motor and a rear axle motor. The control module 920 includes: an acquisition unit for acquiring the current required torque corresponding to each of the dual motors; a first determination unit for determining the torque limit as the target torque when the current required torque corresponding to both motors exceeds the torque limit; a second determination unit for determining the current required torque as the target torque when the current required torque corresponding to both motors does not exceed the torque limit; and a third determination unit for performing torque compensation to obtain the target torque when the current required torque corresponding to either the front axle motor or the rear axle motor exceeds the torque limit.

[0198] In some embodiments of this application, the dual motors include a front axle motor and a rear axle motor. The first determining unit is specifically configured to: determine the target torque of the front axle motor as the first torque limit and the target torque of the rear axle motor as the second torque limit when the first required torque exceeds a first torque limit and the second required torque exceeds a second torque limit; the second determining unit is specifically configured to: determine the target torque of the front axle motor as the first required torque and the target torque of the rear axle motor as the second required torque when the first required torque does not exceed the first torque limit and the second required torque does not exceed the second torque limit; wherein the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, and the current required torque corresponding to the rear axle motor is the second required torque.

[0199] In some embodiments of this application, the third determining unit is specifically used for: when the first required torque exceeds the first torque limit and the second required torque does not exceed the second torque limit, determining the target torque of the front axle motor as the first required torque and the target torque of the rear axle motor as the minimum value between the first parameter and the second torque limit; when the first required torque does not exceed the first torque limit and the second required torque exceeds the second torque limit, determining the target torque of the rear axle motor as the second required torque and the target torque of the front axle motor as the minimum value between the second parameter and the first torque limit; wherein, the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, the current required torque corresponding to the rear axle motor is the second required torque, the first parameter is the difference between the third parameter and the first torque limit, the second parameter is the difference between the third parameter and the second torque limit, and the third parameter is the sum of the first required torque and the second required torque.

[0200] In some embodiments of this application, the control module 920 includes: an acquisition unit, configured to acquire a first mode transition condition of the normal mode when the first control mode is a normal mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor meets the first mode transition condition, determine that the second control mode corresponding to the motor is an anti-slip mode, and control the motor to enter the anti-slip mode; the control unit is further configured to, if the wheel speed of the motor does not meet the first mode transition condition, determine that the second control mode corresponding to the motor is a normal mode, and control the motor to enter the normal mode; wherein, the first mode transition condition includes the vehicle torque control mode being a drive mode, and the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

[0201] In some embodiments of this application, the control module 920 includes: a determining unit, configured to acquire a second mode transition condition for the anti-slip mode when the first control mode is the anti-slip mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor does not meet the second mode transition condition, determine that the second control mode corresponding to the motor is the anti-slip mode, and control the motor to enter the anti-slip mode; the control unit is further configured to, if the wheel speed of the motor meets the second mode transition condition, control the motor to enter a transition mode, and acquire a third mode transition condition for the transition mode; the control unit is further configured to, if the wheel speed of the motor does not meet the third mode transition condition, ... The control unit determines that the second control mode corresponding to the motor is a transition mode and controls the motor to enter the transition mode. The control unit is also configured to determine that the second control mode corresponding to the motor is a normal mode if the wheel speed of the motor meets the third mode transition condition, and control the motor to enter the normal mode. The second mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speed corresponding to the target slip ratio, and that the total number of slip steps is greater than or equal to a preset slip step time threshold. The third mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speed corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold.

[0202] In some embodiments of this application, the control module 920 includes: an acquisition unit, configured to acquire a third mode transition condition and a fourth mode transition condition of the transition mode when the first control mode is a transition mode; a control unit, configured to, for each of the dual motors, if the wheel speed of the motor does not meet the third mode transition condition and the fourth mode transition condition, determine that the second control mode corresponding to the motor is a transition mode and control the motor to enter the transition mode; the control unit is further configured to, if the wheel speed of the motor meets the third mode transition condition, determine that the second control mode corresponding to the motor is a normal mode and control the motor to enter the normal mode; the control unit is further configured to, if the wheel speed of the motor meets the fourth mode transition condition, determine that the second control mode corresponding to the motor is an anti-slip mode and control the motor to enter the anti-slip mode; wherein, the third mode transition condition includes that the wheel speeds of both the left and right wheels of the motor are less than or equal to the speeds corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold; the fourth mode transition condition includes that the wheel speed of at least one wheel of the motor is greater than the speed corresponding to the target slip ratio.

[0203] In some embodiments of this application, the device further includes a determining module, configured to: for each of the dual motors, if the second control mode is a normal mode, determine the maximum torque fed back by the motor as the torque limit of the motor in the normal mode; if the second control mode is an anti-slip mode, determine the speed error corresponding to the target wheel of the motor as the control error, and calculate the torque limit of the motor in the anti-slip mode based on the control error and the proportional control torque of the motor, wherein the target wheel is the wheel with severe slippage among the left and right wheels; if the second control mode is a transition mode, obtain the torque limits of the motor in the normal mode and the anti-slip mode, and perform a weighted calculation on the torque limits in the normal mode and the anti-slip mode to obtain the torque limit of the motor in the transition mode.

[0204] In some embodiments of this application, the control module 920 is further configured to: after the control motor enters the anti-slip mode or the transition mode, if the vehicle torque control mode is the braking mode, then exit the kth anti-slip control.

[0205] The drive anti-slip control device provided in this application embodiment can achieve Figure 1-8 The various processes implemented by the electronic device in the method embodiment can achieve the same technical effect, and will not be described again here to avoid repetition.

[0206] Figure 10 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application.

[0207] like Figure 10 As shown, the electronic device 1000 in this embodiment may include a processor 1001 and a memory 1002 storing computer program instructions.

[0208] Specifically, the processor 1001 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0209] Memory 1002 may include mass storage for data or instructions. For example, and not limitingly, memory 1002 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1002 may include removable or non-removable (or fixed) media. Where appropriate, memory 1002 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 1002 is non-volatile solid-state memory. Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, a memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) containing computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform operations described with reference to the methods according to embodiments of this application.

[0210] The processor 1001 reads and executes computer program instructions stored in the memory 1002 to implement any of the drive anti-slip control methods in the above embodiments.

[0211] In one example, the electronic device 1000 may also include a communication interface 1003 and a bus 1010. For example, Figure 10 As shown, the processor 1001, memory 1002, and communication interface 1003 are connected through bus 1010 and complete communication with each other.

[0212] The communication interface 1003 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0213] Bus 1010 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 1010 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0214] The electronic device provided in this application embodiment is capable of achieving Figure 1-8 The various processes implemented by the electronic device in the method embodiment can achieve the same technical effect, and will not be described again here to avoid repetition.

[0215] In conjunction with the drive anti-slip control method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement the steps of any of the drive anti-slip control methods in the above embodiments.

[0216] In conjunction with the drive anti-slip control method in the above embodiments, this application embodiment can provide a computer program product to implement it. This (computer) program product is stored in a non-volatile storage medium, and when executed by at least one processor, it implements the steps of any of the drive anti-slip control methods in the above embodiments.

[0217] This application also provides a chip, which includes a processor and a communication interface. The communication interface and the processor are coupled. The processor is used to run programs or instructions to implement the various processes of the above-described anti-slip control method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0218] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0219] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0220] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0221] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0222] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, 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, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0223] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for driving anti-slip control, characterized in that, The method includes: When the vehicle is powered on and anti-slip control is applied for the (k-1)th time, the first control modes corresponding to the two motors are obtained respectively, wherein the first control mode includes any one of normal mode, anti-slip mode and transition mode; During the kth anti-slip control, the dual motors are controlled to enter their respective first control modes. Based on the mode transition conditions corresponding to the first control mode, the dual motors are controlled to enter the corresponding second control modes respectively, and the torque limits corresponding to the dual motors are obtained respectively. The second control mode includes any one of the normal mode, anti-slip mode and transition mode. Torque coordination control is performed based on the torque limits corresponding to the two motors respectively to obtain the target torques corresponding to the two motors respectively; Based on the target torque corresponding to each of the dual motors, anti-skid control is performed on the vehicle; The step of controlling the dual motors to enter their respective second control modes based on the mode transition conditions corresponding to the first control mode includes: When the first control mode is the anti-slip mode, the second mode transition condition of the anti-slip mode is obtained; For each of the dual motors, if the wheel speed of the motor does not meet the second mode transition condition, the second control mode corresponding to the motor is determined to be the anti-slip mode, and the motor is controlled to enter the anti-slip mode. If the wheel speed of the motor meets the second mode transition condition, then the motor is controlled to enter the transition mode, and the third mode transition condition of the transition mode is obtained; If the wheel speed of the motor does not meet the third mode transition condition, the second control mode corresponding to the motor is determined to be the transition mode, and the motor is controlled to enter the transition mode; If the wheel speed of the motor meets the third mode transfer condition, then the second control mode corresponding to the motor is determined to be the normal mode, and the motor is controlled to enter the normal mode; The second mode transition condition includes that the wheel speeds of the left and right wheels of the motor are both less than or equal to the speeds corresponding to the target slip ratio, and that the total number of slip steps is greater than or equal to a preset slip step time threshold; the third mode transition condition includes that the wheel speeds of the left and right wheels of the motor are both less than or equal to the speeds corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold.

2. The method according to claim 1, characterized in that, The dual motors include a front axle motor and a rear axle motor. The torque coordination control based on the torque limits corresponding to each of the dual motors includes: Obtain the current required torque for each of the two motors; If the current required torque for both motors exceeds the torque limit, the torque limit is determined to be the target torque. If the current required torque for each of the two motors does not exceed the torque limit, the current required torque is determined to be the target torque. Torque compensation is performed when the current required torque for the front axle motor or the rear axle motor exceeds the torque limit to obtain the target torque.

3. The method according to claim 2, characterized in that, The dual motors include a front axle motor and a rear axle motor: When the current required torque for both motors exceeds the torque limit, determining the torque limit as the target torque includes: If the first required torque exceeds the first torque limit and the second required torque exceeds the second torque limit, the target torque of the front axle motor is determined to be the first torque limit, and the target torque of the rear axle motor is determined to be the second torque limit. If the current required torque for each of the two motors does not exceed the torque limit, the current required torque is determined as the target torque, including: If the first required torque does not exceed the first torque limit and the second required torque does not exceed the second torque limit, the target torque of the front axle motor is determined to be the first required torque, and the target torque of the rear axle motor is determined to be the second required torque. Wherein, the torque limit value corresponding to the front axle motor is the first torque limit value, the torque limit value corresponding to the rear axle motor is the second torque limit value, the current required torque corresponding to the front axle motor is the first required torque, and the current required torque corresponding to the rear axle motor is the second required torque.

4. The method according to claim 2, characterized in that, The step of performing torque compensation to obtain the target torque when the current required torque corresponding to the front axle motor or the rear axle motor exceeds the torque limit includes: If the first required torque exceeds the first torque limit and the second required torque does not exceed the second torque limit, the target torque of the front axle motor is determined to be the first required torque, and the target torque of the rear axle motor is determined to be the minimum value between the first parameter and the second torque limit. If the first required torque does not exceed the first torque limit, and the second required torque exceeds the second torque limit, the target torque of the rear axle motor is determined to be the second required torque, and the target torque of the front axle motor is determined to be the minimum value between the second parameter and the first torque limit. Wherein, the torque limit corresponding to the front axle motor is the first torque limit, the torque limit corresponding to the rear axle motor is the second torque limit, the current required torque corresponding to the front axle motor is the first required torque, the current required torque corresponding to the rear axle motor is the second required torque, the first parameter is the difference between the third parameter and the first torque limit, the second parameter is the difference between the third parameter and the second torque limit, and the third parameter is the sum of the first required torque and the second required torque.

5. The method according to claim 1, characterized in that, The step of controlling the dual motors to enter their respective second control modes based on the mode transition conditions corresponding to the first control mode includes: When the first control mode is the normal mode, the first mode transition condition of the normal mode is obtained; For each of the dual motors, if the wheel speed of the motor meets the first mode transition condition, the second control mode corresponding to the motor is determined to be the anti-slip mode, and the motor is controlled to enter the anti-slip mode; If the wheel speed of the motor does not meet the first mode transition condition, the second control mode corresponding to the motor is determined to be the normal mode, and the motor is controlled to enter the normal mode; The first mode transition condition includes the vehicle torque control mode being the drive mode, and the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

6. The method according to claim 1, characterized in that, The step of controlling the dual motors to enter their respective second control modes based on the mode transition conditions corresponding to the first control mode includes: When the first control mode is the transition mode, the third mode transition condition and the fourth mode transition condition of the transition mode are obtained; For each of the dual motors, if the wheel speed of the motor does not meet the third mode transition condition and the fourth mode transition condition, the second control mode corresponding to the motor is determined to be the transition mode, and the motor is controlled to enter the transition mode. If the wheel speed of the motor meets the third mode transfer condition, then the second control mode corresponding to the motor is determined to be the normal mode, and the motor is controlled to enter the normal mode; If the wheel speed of the motor meets the fourth mode transfer condition, then the second control mode corresponding to the motor is determined to be the anti-slip mode, and the motor is controlled to enter the anti-slip mode; The third mode transition condition includes the wheel speeds of both the left and right wheels of the motor being less than or equal to the speeds corresponding to the target slip ratio, and the total number of transition steps being greater than or equal to a preset transition step time threshold; the fourth mode transition condition includes the wheel speed of at least one wheel of the motor being greater than the speed corresponding to the target slip ratio.

7. The method according to any one of claims 1-6, characterized in that, The method further includes: For each of the dual motors, if the second control mode is the normal mode, then the maximum torque fed back by the motor is determined as the torque limit of the motor in the normal mode. If the second control mode is the anti-slip mode, then the speed error corresponding to the target wheel of the motor is determined as the control error, and based on the control error and the proportional control torque of the motor, the torque limit of the motor in the anti-slip mode is calculated, wherein the target wheel is the wheel with severe slippage between the left and right wheels; If the second control mode is the transition mode, then the torque limit of the motor in the normal mode and the anti-slip mode is obtained, and the torque limit of the motor in the normal mode and the anti-slip mode is weighted and calculated to obtain the torque limit of the motor in the transition mode.

8. The method according to any one of claims 1-6, characterized in that, The method further includes: After the motor is controlled to enter the anti-slip mode or the transition mode, if the vehicle torque control mode is the braking mode, then the kth anti-slip control is exited.

9. A drive anti-slip control device, characterized in that, include: The acquisition module is used to acquire the first control modes corresponding to the two motors respectively when the anti-slip control is performed for the (k-1)th time after the vehicle is powered on, wherein the first control mode includes any one of the normal mode, anti-slip mode and transition mode; The control module is used to control the dual motors to enter the corresponding first control mode during the k-th anti-slip control. The control module is further configured to control the dual motors to enter the corresponding second control modes based on the mode transition conditions corresponding to the first control mode, thereby obtaining the torque limits corresponding to the dual motors respectively, wherein the second control mode includes any one of the normal mode, anti-slip mode and transition mode; The coordination module is used to perform torque coordination control based on the torque limits corresponding to the two motors respectively, so as to obtain the target torque corresponding to the two motors respectively; The control module is also used to perform anti-skid control on the vehicle based on the target torques corresponding to the dual motors respectively; The control module includes: The determining unit is configured to obtain the second mode transition condition of the anti-slip mode when the first control mode is the anti-slip mode; The control unit is configured to, for each of the dual motors, if the wheel speed of the motor does not meet the second mode transition condition, determine that the second control mode corresponding to the motor is the anti-slip mode, and control the motor to enter the anti-slip mode; The control unit is further configured to control the motor to enter the transition mode if the wheel speed of the motor meets the second mode transition condition, and to obtain the third mode transition condition of the transition mode. The control unit is also configured to determine the second control mode corresponding to the motor as the transition mode if the wheel speed of the motor does not meet the third mode transition condition, and control the motor to enter the transition mode; The control unit is also configured to determine the second control mode corresponding to the motor as the normal mode if the wheel speed of the motor meets the third mode transition condition, and control the motor to enter the normal mode. The second mode transition condition includes that the wheel speeds of the left and right wheels of the motor are both less than or equal to the speeds corresponding to the target slip ratio, and that the total number of slip steps is greater than or equal to a preset slip step time threshold; the third mode transition condition includes that the wheel speeds of the left and right wheels of the motor are both less than or equal to the speeds corresponding to the target slip ratio, and that the total number of transition steps is greater than or equal to a preset transition step time threshold.

Images