Vehicle anti-slip control method, device, system and storage medium

Abstract

The present specification provides a vehicle anti-slip control method, device, system and storage medium, applied to a power domain controller, obtaining wheel speed of a vehicle during driving; when it is determined that the vehicle has a tendency to slip according to the wheel speed, determining a slip degree level of the vehicle based on the wheel speed; determining a torque reduction rate corresponding to the slip degree level, the torque reduction rate being proportional to the slip degree level; based on the torque reduction rate, controlling the torque of the driving motor of the vehicle to reduce at the torque reduction rate. That is, based on the original power domain controller and driving motor on the pure electric truck, the anti-slip function is realized through software control, without the need to add any hardware, the anti-slip control strategy is determined by monitoring the wheel speed, full driving state anti-slip and full speed domain anti-slip are realized, the cost of adding the anti-slip function is reduced, and the safety of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a vehicle anti-skid control method, device, system, and storage medium. Background Technology

[0002] In recent years, driven by policy and user choices, the market share of pure electric trucks has been rapidly increasing, leading to higher demands for vehicle safety. Anti-slip function, as a basic safety feature, has seen relatively low adoption rates in pure electric trucks due to cost control, with ASR (Acceleration Slip Regulation) only found on some higher-end models. ASR is a crucial vehicle safety technology, preventing excessive tire slippage under high acceleration or low-traction road conditions, thus improving vehicle safety, especially during start-up, acceleration, and cornering. This prevents excessive drive wheel slippage, maintaining directional stability and steering control, and enhancing acceleration performance. Therefore, adding ASR functionality to pure electric trucks that currently lack it is a pressing issue that needs to be addressed.

[0003] Currently, if ASR functionality is to be configured on a pure electric truck, a separate ASR system needs to be installed, which in turn adds wheel-end braking devices, ECU (Engine Control Unit), and hydraulic / pneumatic circuits. Since the separate system and the added devices increase costs, the adoption rate of ASR functionality on pure electric trucks is reduced due to cost control. Summary of the Invention

[0004] To overcome the problems existing in the related technologies, this specification provides methods, apparatus, devices and storage media.

[0005] According to a first aspect of the embodiments of this specification, a method is provided, the method comprising:

[0006] Obtain the wheel speeds of the vehicle during its movement;

[0007] When it is determined that the vehicle has a tendency to slip based on the wheel speed, the degree of slippage of the vehicle is determined based on the wheel speed.

[0008] Determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level;

[0009] Based on the torque reduction rate, the torque of the vehicle's drive motor is controlled to decrease at the torque reduction rate.

[0010] According to a vehicle anti-skid control method provided in this application, determining the degree of vehicle slippage based on the wheel speed includes:

[0011] The actual values ​​of the first vehicle driving parameters are determined based on the wheel speeds during vehicle operation.

[0012] The actual value of the first vehicle driving parameter is matched with the reference value of the first vehicle driving parameter corresponding to the preset slip level to determine the slip level of the vehicle. The reference value of the first vehicle driving parameter corresponding to the preset slip level indicates that the vehicle has a slipping tendency or is about to be in a slipping state.

[0013] According to the vehicle anti-skid control method provided in this application, after controlling the torque of the vehicle's drive motor to decrease at the torque reduction rate based on the torque reduction rate, the method further includes:

[0014] When the vehicle does not exhibit a tendency to slip, the real-time driving torque requirement is obtained;

[0015] If the current torque of the drive motor is inconsistent with the required driving torque, the drive motor of the vehicle is controlled to increase torque until the required driving torque is reached.

[0016] According to a vehicle anti-skid control method provided in this application, the method of controlling the drive motor of the vehicle to increase torque until the required driving torque is reached includes:

[0017] Obtain vehicle driving status;

[0018] The corresponding torque increase rate is determined based on the vehicle's driving state, and the torque increase rate is proportional to the vehicle's driving state.

[0019] The torque of the drive motor is controlled to increase at the torque increase rate until the required driving torque is reached.

[0020] According to the vehicle anti-skid control method provided in this application, after obtaining the wheel speed during vehicle operation, the method further includes:

[0021] When it is determined that the vehicle has a tendency to slip based on the wheel speed, the target energy recovery level of the vehicle is determined based on the wheel speed.

[0022] The torque of the drive motor is controlled to decrease to the level corresponding to the energy recovery level.

[0023] According to a vehicle anti-skid control method provided in this application, determining the target energy recovery level of the vehicle based on the wheel speed includes:

[0024] The actual values ​​of the second vehicle driving parameters are determined based on the wheel speeds during vehicle operation.

[0025] The actual value of the second vehicle driving parameter is compared with the preset reference value of the second vehicle driving parameter used to adjust the energy recovery level. The reference value of the second vehicle driving parameter used to adjust the energy recovery level indicates that the vehicle has a tendency to slip or is about to slip.

[0026] If the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, the current energy recovery level is gradually reduced to obtain the target energy recovery level.

[0027] According to the vehicle anti-skid control method provided in this application, before the step of progressively reducing the current energy recovery level to obtain the target energy recovery level, the method further includes:

[0028] Obtain the vehicle's windshield wiper signal;

[0029] If the wiper signal indicates that the vehicle's driving environment has entered rain mode, the current energy recovery level is determined to be the lowest level.

[0030] This application also provides a vehicle anti-skid control device, the device comprising:

[0031] The data acquisition module is used to acquire the wheel speeds of the vehicle during its movement.

[0032] The first torque determination module is used to determine the degree of slippage of the vehicle based on the wheel speed when it is determined that the vehicle has a slippage tendency based on the wheel speed.

[0033] The second torque determination module is used to determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level.

[0034] A torque control module is used to control the torque of the vehicle's drive motor to decrease at the torque reduction rate, based on the torque reduction rate.

[0035] This application also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle anti-skid control method as described above.

[0036] The vehicle anti-skid control method, device, system, and storage medium described in this specification are applied to a power domain controller to acquire wheel speeds during vehicle operation. When the vehicle is determined to have a slippage tendency based on the wheel speeds, a slippage severity level is determined. A torque reduction rate corresponding to the slippage severity level is determined, and this rate is proportional to the slippage severity level. Based on the torque reduction rate, the torque of the vehicle's drive motor is controlled to decrease at the specified rate. In other words, based on the existing power domain controller and drive motor of a pure electric truck, the anti-skid function is implemented through software control without the need for any additional hardware. By monitoring wheel speeds to determine the anti-skid control strategy, anti-skid is achieved in all driving states and across the entire speed range, reducing the cost of adding anti-skid functions and improving vehicle safety.

[0037] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0038] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0039] Figure 1 This is a flowchart illustrating a driving anti-slip method according to an exemplary embodiment of this specification;

[0040] Figure 2 This is another flowchart illustrating a driving anti-slip method according to an exemplary embodiment of this specification;

[0041] Figure 3 This is a flowchart illustrating an energy recovery anti-slip method according to an exemplary embodiment of this specification;

[0042] Figure 4 This is a schematic diagram of a vehicle anti-skid control device according to an exemplary embodiment of this specification;

[0043] Figure 5 This is a schematic diagram of a vehicle anti-skid control system according to an exemplary embodiment. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar words used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, "a" or "one," and similar words do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. The terms "comprising" or "including," and similar words mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," and similar words are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect.

[0046] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used herein are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0047] This application provides a vehicle anti-skid control method, apparatus, system, and storage medium. The application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0048] like Figure 1 As shown, Figure 1 This is a flowchart illustrating a method according to an exemplary embodiment, comprising the following steps:

[0049] In step 101, the wheel speeds during vehicle movement are obtained;

[0050] In step 102, when it is determined that the vehicle has a tendency to slip based on the wheel speed, the degree of slippage of the vehicle is determined based on the wheel speed.

[0051] In step 103, determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level;

[0052] In step 104, based on the torque reduction rate, the torque of the vehicle's drive motor is controlled to decrease at the torque reduction rate.

[0053] With increasing environmental awareness and continuous advancements in automotive technology, new energy vehicles are gradually becoming the preferred choice for consumers. These vehicles not only reduce environmental pollution but also boast higher energy efficiency, leading to a rapid increase in the market share of pure electric trucks. However, compared to traditional gasoline-powered vehicles, the anti-skid systems of new energy vehicles are more complex.

[0054] Anti-skid systems for new energy vehicles also include braking systems, which are among the most critical safety devices during vehicle operation and therefore require optimal performance. In pure electric vehicles, anti-skid systems utilize wheel-end braking devices to brake the slipping drive wheels, while the engine applies normal torque to the non-slipping drive wheels, thereby improving the electric vehicle's traction and passability. However, due to cost control, the adoption rate of anti-skid systems in pure electric trucks is currently relatively low. Implementing anti-skid functionality in current pure electric trucks requires a separate ASR system, necessitating the addition of wheel-end braking devices, an ECU, and hydraulic / pneumatic circuits. The separate installation and additional components increase costs, further hindering the adoption of ASR functionality in pure electric trucks due to cost constraints.

[0055] This embodiment aims to achieve anti-skid functionality using the existing power domain controller and drive motor on a pure electric truck through software control, without the need for any additional hardware. The anti-skid control strategy is determined by monitoring wheel speed. This application relies on wheel speed to determine anti-skid conditions and implements anti-skid control before braking. It does not depend on the effective throttle state and avoids wheel lock-up, making it suitable for all vehicle driving conditions. It overcomes the limitations of existing anti-skid systems (which address wheel slippage during starting, steering, and acceleration, but may cause wheel lock-up during energy recovery, thus disengaging anti-skid control during this phase). Simultaneously, it achieves anti-skid across the entire speed range (existing anti-skid systems reduce drive torque and increase wheel braking at high speeds, but excessive braking force may cause wheel lock-up, exacerbating the slippage trend; therefore, existing ASR typically only adjusts anti-skid within a certain speed range, automatically disengaging at higher speeds). This reduces the cost of adding anti-skid functionality and improves vehicle safety.

[0056] Specifically, this application provides a strategy algorithm for implementing anti-slip function in a power domain controller for a pure electric truck. The anti-slip function includes drive anti-slip and energy recovery anti-slip (when the vehicle is in a coasting or braking state). During vehicle operation, the power production management system (PMS) collects the wheel speeds of the four wheels and calculates the slip ratio (drive) / slip ratio (coasting, braking), wheel speed difference, and wheel acceleration (drive) / deceleration (coasting, braking) to determine the vehicle's driving state. When the calculated actual value is greater than a set target reference value, the anti-slip function is activated, and the power domain controller controls the drive motor to reduce torque. When the calculated actual value is less than the set target reference value, the power domain controller controls the drive motor to increase torque. A closed-loop control scheme is adopted to calculate the vehicle's driving state in real time. When the torque determination of the power domain controller when activating anti-slip matches the driver's required torque, the anti-slip function is deactivated.

[0057] As an example, the vehicle anti-skid control method can be applied to the power domain controller of a vehicle. The power domain controller determines the anti-skid control strategy and sends a torque signal to the drive motor. After the drive motor responds to the torque signal, vehicle slippage is suppressed. The vehicle includes electric vehicles; for example, the vehicle anti-skid control method is applied to a pure electric truck.

[0058] Reference Figure 1 and Figure 2 The specific steps are as follows:

[0059] In step 101, the wheel speeds of the vehicle during its driving process are obtained.

[0060] As an example, vehicle anti-slip control functions are applied to all driving states of the vehicle, including traction control during driving and regenerative braking during regenerative braking (when the vehicle is coasting or braking).

[0061] Therefore, the corresponding anti-slip function takes effect when the vehicle is under the corresponding activation conditions. For drive anti-slip, the activation condition is whether the vehicle is in a driving state. By monitoring various vehicle parameters, if the activation conditions are met, the power domain controller determines to activate the drive anti-slip function. For example, driving states include the vehicle being in READY (car is ready), D gear (drive), handbrake released, brake pedal inactive, and accelerator pedal active.

[0062] During vehicle operation, the power domain controller controls the MCU (Microcontroller Unit) to increase torque normally based on the driver's request (pressing the accelerator). At the same time, the power domain controller collects the wheel speeds of the vehicle's four wheels in real time to determine the vehicle's driving status, whether the vehicle has a tendency to slip or is about to slip. If so, the power domain controller will determine different drive force control strategies according to different vehicle driving states, so that the drive motor responds to suppress the vehicle's slippage tendency.

[0063] It should be noted that traction control is disabled when the vehicle enters wheel swerve mode. Wheel swerve mode is determined when the wheel speed on the moving surface is 0, while the speed of the drive wheels increases rapidly. Generally, commercial vehicles are rear-wheel drive; therefore, wheel swerve mode is determined when the front wheel speed is 0 and the rear wheel speed increases rapidly.

[0064] In step 102, when it is determined that the vehicle has a tendency to slip based on the wheel speed, the degree of slippage of the vehicle is determined based on the wheel speed.

[0065] The dynamic domain controller calculates the slip ratio, wheel speed difference, and wheel acceleration based on the collected wheel speeds of the four wheels. It then determines the slip level based on the calculated values ​​and formulates different anti-slip control strategies for different slip levels.

[0066] As an example, step 102, which determines the level of slippage of the vehicle based on the wheel speed, includes:

[0067] The actual values ​​of the first vehicle driving parameters are determined based on the wheel speeds during vehicle operation.

[0068] The actual value of the first vehicle driving parameter is matched with the reference value of the first vehicle driving parameter corresponding to the preset slip level to determine the slip level of the vehicle. The reference value of the first vehicle driving parameter corresponding to the preset slip level indicates that the vehicle has a slipping tendency or is about to be in a slipping state.

[0069] The first vehicle driving parameters are used to indicate whether the vehicle has a tendency to slip or is about to slip. These parameters include slip ratio, wheel speed difference, and wheel acceleration. The actual value of the first vehicle driving parameter refers to the value calculated based on the wheel speeds acquired in real time by the power domain controller. The reference value of the first vehicle driving parameter represents a calibration value indicating that the vehicle has a tendency to slip or is about to enter a slipping state, or can be understood as a historical measurement value. See Table 1 below.

[0070] Table 1: Torque Reduction Rate Table.

[0071]

[0072]

[0073] Among them, the judgment threshold represents the threshold at which the wheel has a tendency to slip. Judgment threshold 1 > Judgment threshold 2 > Judgment threshold 3. Different judgment thresholds correspond to different levels of slippage. Judgment threshold 1 corresponds to the highest level of slippage. At this time, it is necessary to reduce torque in time to suppress the slippage trend.

[0074] Specifically, the slip ratio is calculated based on the real-time collected wheel speeds. The slip ratio is the ratio of the difference between the drive wheel speed and the vehicle speed to the vehicle speed. The wheel speed difference is also calculated based on the real-time collected wheel speeds. The wheel speed difference is the speed difference between the drive wheels and other wheels. Finally, the wheel acceleration is calculated based on the real-time collected wheel speeds. Wheel acceleration is the ratio of the acceleration experienced by a wheel during acceleration to the vehicle's total acceleration.

[0075] When the actual values ​​of slip ratio, wheel speed difference, and wheel acceleration are greater than the reference values ​​in Table 1 above, the vehicle is determined to have a tendency to slip, and the anti-skid function is activated. Furthermore, the actual values ​​of slip ratio, wheel speed difference, and wheel acceleration are matched with the reference values ​​in Table 1 above to determine the current level of vehicle slippage.

[0076] It should be noted that the process of matching the actual values ​​of the first vehicle's driving parameters with the reference values ​​of the first vehicle's driving parameters corresponding to the preset slip level involves the following steps. In Table 1 above, the actual values ​​of the slip ratio, wheel speed difference, and wheel acceleration reference values ​​can be specific numerical values. If the actual values ​​are greater than or equal to the reference values ​​of the current judgment threshold, the vehicle's slip level is determined to be equal to the slip level corresponding to the current judgment threshold. Alternatively, the actual values ​​of the slip ratio, wheel speed difference, and wheel acceleration reference values ​​in Table 1 can also be continuous numerical ranges. If the actual values ​​fall within the numerical range of the current judgment threshold, the vehicle's slip level is determined to be equal to the slip level corresponding to the current judgment threshold.

[0077] In step 103, the torque reduction rate corresponding to the slippage level is determined, and the torque reduction rate is proportional to the slippage level.

[0078] The direct cause of electric vehicle acceleration slippage is that the driving force of the electric vehicle is greater than the adhesion between the driving wheels and the road surface. When the electric vehicle is driving on the road surface with a low coefficient of adhesion, the driving wheels will often slip. Therefore, to prevent the driving wheels from slipping, the torque of the driving motor must be controlled and the driving force of the electric vehicle should be appropriately reduced, that is, the torque of the driving motor should be reduced to suppress the slippage tendency.

[0079] As an example, when the power domain controller determines that the anti-slip function is effective based on the actual values ​​of the first vehicle driving parameters, it sets different torque reduction rates according to the severity of slippage, that is, it determines the torque reduction rate based on the slippage level, so as to stabilize the vehicle speed and ensure a certain level of safety.

[0080] For example, the torque reduction rate is directly proportional to the degree of slippage; that is, the higher the degree of slippage, the faster the torque reduction rate. That is, in Table 1 above, k1 > k2 > k3.

[0081] In step 104, based on the torque reduction rate, the torque of the vehicle's drive motor is controlled to decrease at the torque reduction rate.

[0082] After determining the torque reduction rate, the power domain controller will control the torque of the drive motor connected to it to decrease at the torque reduction rate, so that the drive torque of the drive motor reaches the preset torque value within a certain period of time based on the torque reduction rate, and adjust the vehicle driving force in time to suppress the slippage trend or avoid slippage.

[0083] In some embodiments, to suppress slippage, the power domain controller determines a target drive torque, which is less than the torque required by the driver, based on the torque reduction rate and the current wheel speed of the vehicle. The power domain controller then sends a torque command to the drive motor based on the target drive torque. The drive motor responds to this torque command by providing the driving force corresponding to the target drive torque, thereby achieving the anti-slip function of the pure electric truck.

[0084] Once the vehicle's slippage tendency is suppressed, in order to ensure the vehicle's normal operation, the power domain controller controls the drive motor to increase torque based on the vehicle's driving status and the driver's required torque.

[0085] As an example, after step 104, which controls the torque of the vehicle's drive motor to decrease at the stated torque reduction rate, the method further includes:

[0086] When the vehicle does not exhibit a tendency to slip, the real-time driving torque requirement is obtained;

[0087] If the current torque of the drive motor is inconsistent with the required driving torque, the drive motor of the vehicle is controlled to increase torque until the required driving torque is reached.

[0088] When the vehicle's driving state is detected to be stable, the drive motor is controlled to increase torque so that the actual driving torque reaches the driver's required torque, satisfying normal power needs. In some embodiments, after the drive motor reduces torque, the wheel speeds during vehicle operation are continuously acquired, and the actual value of a first vehicle driving parameter is calculated based on the current wheel speeds. When the actual value of the first vehicle driving parameter is less than a reference value, it indicates that the vehicle's slippage trend has been suppressed, i.e., the vehicle's driving state is stable. In other embodiments, after the drive motor reduces torque, driving-related parameters of the vehicle during operation are acquired, including but not limited to wheel speeds, and the vehicle's driving state is determined to be stable based on these parameters.

[0089] When the vehicle does not have a tendency to slip, the real-time driving torque is obtained. This driving torque can be obtained through the height of the accelerator pedal. It should be noted that the anti-slip function is still in effect at this time. Therefore, only the driving torque is obtained, but the power domain controller does not directly control the drive motor to respond to the throttle request, that is, it does not respond to the driving torque.

[0090] If the current torque of the drive motor is obtained by reducing torque and is inconsistent with the torque required by the driver (generally, since the drive motor is reduced torque as mentioned above, the inconsistency between the current torque and the torque required by the driver means that the current torque is less than the torque required by the driver), then the power domain controller controls the drive motor to increase torque.

[0091] The method of controlling the drive motor of the vehicle to increase torque until the required driving torque is achieved includes:

[0092] Obtain vehicle driving status;

[0093] The corresponding torque increase rate is determined based on the vehicle's driving state, and the torque increase rate is proportional to the vehicle's driving state.

[0094] The torque of the drive motor is controlled to increase at the torque increase rate until the required driving torque is reached.

[0095] The vehicle's driving status is acquired, and feedback from the driving status indicates that the vehicle's slippage tendency has been suppressed or the vehicle is in a stable state. Based on this driving status, a corresponding torque increase rate is determined. In some embodiments, the stable driving state of the vehicle can be determined based on real-time acquired wheel speeds and a comparison between the actual value of a first vehicle driving parameter calculated from the wheel speeds and a reference value of the first vehicle driving parameter. In other embodiments, after the drive motor reduces torque, driving-related parameters of the vehicle during driving are acquired, including but not limited to wheel speeds, and the vehicle's driving state is determined to be stable based on these parameters.

[0096] As an example, different torque increase rates are set according to the vehicle's driving conditions, that is, the torque increase rate is determined based on the vehicle's driving conditions to ensure stable vehicle acceleration and a certain level of safety. This is shown in Table 2 below.

[0097] Table 2: Torque Increment Rate Table.

[0098] slip ratio S4 S5 S6 Wheel speed difference V4 V5 V6 wheel acceleration a4 a5 a6 Torque reduction rate Maintain current torque Torque increase Torque increase

[0099] The judgment threshold represents the threshold at which the wheel has a tendency to slip, with judgment threshold 4 > judgment threshold 5 > judgment threshold 6. When the actual value of the first vehicle driving parameter is equal to the reference value of the first vehicle driving parameter corresponding to judgment threshold 4, the vehicle driving state indicates that the slippage tendency is suppressed, but it has not yet reached a state where torque can be increased immediately. The current torque drive must be maintained to ensure the driving safety and stability of the vehicle. When the actual value of the first vehicle driving parameter is at the reference value of the first vehicle driving parameter corresponding to judgment thresholds 5 and 6, the power domain controller controls the drive motor to increase torque.

[0100] It should be noted that different judgment thresholds reflect different vehicle driving states. The torque increase rate is directly proportional to the vehicle driving state; that is, the better the vehicle driving state, the higher the torque increase rate. Judgment threshold 6 corresponds to the best vehicle driving state, at which point torque needs to be increased promptly to meet driving torque requirements. That is, k4 < k5 in Table 1 above.

[0101] After determining the torque increase / decrease rate, the power domain controller will control the torque of the drive motor connected to it to increase at the torque increase rate, so that the drive torque of the drive motor can steadily increase over a certain period of time based on the torque increase rate until the required driving torque is reached, and the vehicle driving force can be adjusted in a timely manner.

[0102] In some embodiments, the power domain controller determines the target drive torque based on the torque increase rate and the current wheel speed of the vehicle. The power domain controller sends a torque command to the drive motor based on the target drive torque. The drive motor responds to the torque command and provides the drive force corresponding to the target drive torque, thereby achieving the torque required by the driver.

[0103] After the power domain controller increases the torque of the drive motor, the anti-slip control mode exits when the vehicle's current state meets the exit conditions. After exiting, the power domain controller responds normally to throttle requests and controls the MCU to increase torque. Simultaneously, the power domain controller continuously assesses the vehicle's driving state; if the anti-slip function conditions are met, it can re-enter the mode.

[0104] As an example, the exit condition includes ensuring that the real-time torque of the drive motor after torque boosting matches the torque required for driving.

[0105] It should be noted that, without monitoring or predicting road surface conditions, to avoid frequent activation of the vehicle's anti-slip control mode and affecting the lifespan of related vehicle components, once the real-time torque after the drive motor's torque boost reaches the same as the driving demand torque, the drive motor is controlled to maintain the current torque response for a certain period of time before exiting the anti-slip control mode. This certain period can be determined based on historical testing or actual driving needs; no specific limit is set here.

[0106] This application enables anti-slip functionality across all driving states, including traction, coasting, and braking. Therefore, for energy recovery anti-slip, its activation condition is whether the vehicle enters an energy recovery state. That is, the energy recovery anti-slip function is activated when the power domain controller determines, based on the driver's driving intention, that the vehicle enters a coasting or braking state. For example, the accelerator pedal is released.

[0107] Reference Figure 3 As an example, after step 101 of obtaining the wheel speed during vehicle operation, the method further includes:

[0108] When it is determined that the vehicle has a tendency to slip based on the wheel speed, the target energy recovery level of the vehicle is determined based on the wheel speed.

[0109] The torque of the drive motor is controlled to decrease to the level corresponding to the energy recovery level.

[0110] The higher the energy recovery level set for a vehicle in a coasting or braking state, the greater the recovery torque of the corresponding drive motor, making it easier for the wheels to slip. Therefore, when it is determined that the vehicle has a tendency to slip based on the wheel speed, it is necessary to determine the target energy recovery level, thereby determining the required torque reduction and controlling the torque of the drive motor to be reduced to the torque corresponding to the energy recovery level.

[0111] As an example, determining the target energy recovery level of the vehicle based on the wheel speed includes:

[0112] The actual values ​​of the second vehicle driving parameters are determined based on the wheel speeds during vehicle operation.

[0113] The actual value of the second vehicle driving parameter is compared with the preset reference value of the second vehicle driving parameter used to adjust the energy recovery level. The reference value of the second vehicle driving parameter used to adjust the energy recovery level indicates that the vehicle has a tendency to slip or is about to slip.

[0114] If the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, the current energy recovery level is gradually reduced to obtain the target energy recovery level.

[0115] The second vehicle driving parameters provide feedback on whether the vehicle has a tendency to slip or is about to slip, and are used to adjust the energy recovery level. These parameters include slip ratio, wheel speed difference, and wheel acceleration. The actual values ​​of the second vehicle driving parameters are calculated based on the wheel speeds acquired in real time by the power domain controller. The reference values ​​of the second vehicle driving parameters represent calibration values ​​indicating a tendency to slip or an impending slip state, or can be understood as historical measurement values. For example, the reference values ​​for the second vehicle driving parameters are slip ratio S7, wheel speed difference V7, and wheel deceleration a7.

[0116] When the drive motor responds with regenerative torque based on the vehicle's current energy recovery level, if the actual value of the slip ratio, the actual value of the wheel speed difference, and the actual value of the wheel deceleration of the second vehicle driving parameters calculated in real time are greater than S7, greater than V7, and less than a7, it indicates that the vehicle's current state still has a tendency to slip or is about to enter a slipping state. The power domain controller then controls the drive motor to reduce the regenerative torque or disengage. Specifically, it progressively reduces the current energy recovery level, determines the regenerative torque corresponding to the next energy recovery level, and controls the drive motor to respond to the regenerative torque corresponding to the next energy recovery level to suppress the slipping trend.

[0117] During the above process, the vehicle's driving status is continuously monitored. When the exit conditions are met, the energy recovery anti-slip function is deactivated, and the current state is maintained after deactivation, at which point the function ends. If the current energy recovery level is the lowest level, and the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, making it impossible to further reduce the current energy recovery level, then the energy recovery anti-slip function is deactivated.

[0118] It should be noted that the current energy recovery level can be the default level, the level set by the driver, or the level determined based on the driving scenario.

[0119] As an example, before progressively reducing the current energy recovery level to obtain the target energy recovery level, the method further includes:

[0120] Obtain the vehicle's windshield wiper signal;

[0121] If the wiper signal indicates that the vehicle's driving environment has entered rain mode, the current energy recovery level is determined to be the lowest level.

[0122] When driving in inclement weather, vehicles are more prone to skidding. Therefore, it's crucial to promptly assess the potential for skidding based on the driving scenario and implement appropriate torque reduction control. Taking rainy conditions as an example, the power domain control determines whether to enter rain mode based on wiper signals. When rain mode is confirmed, the coasting energy recovery level is automatically set to the lowest level, L1, where the recovered torque is minimal, ensuring safe and stable vehicle operation. Generally, the target energy recovery level determined based on the driving scenario has a higher priority than the default level and also higher than the level set by the driver.

[0123] This application provides a vehicle anti-skid control method, device, system, and storage medium, applied to a power domain controller. It acquires the wheel speeds during vehicle operation; when the vehicle is determined to have a slippage tendency based on the wheel speeds, it determines the slippage severity level based on the wheel speeds; it determines a torque reduction rate corresponding to the slippage severity level, the torque reduction rate being proportional to the slippage severity level; and based on the torque reduction rate, it controls the torque of the vehicle's drive motor to decrease at the torque reduction rate. In other words, based on the existing power domain controller and drive motor on a pure electric truck, the anti-skid function is implemented through software control without the need for any additional hardware. By monitoring wheel speeds to determine the anti-skid control strategy, it achieves anti-skid protection in all driving states and across the entire speed range, reducing the cost of adding anti-skid functions and improving vehicle safety.

[0124] Based on the same concept as the methods described above, this application also proposes a vehicle anti-skid control device, such as... Figure 4 As shown. The device includes:

[0125] The data acquisition module 402 is used to acquire the wheel speed of the vehicle during its driving process;

[0126] The first torque determination module 404 is used to determine the degree of slippage of the vehicle based on the wheel speed when it is determined that the vehicle has a slippage tendency based on the wheel speed.

[0127] The second torque determination module 406 is used to determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level.

[0128] The torque control module 408 is used to control the torque of the vehicle's drive motor to decrease at the torque reduction rate based on the torque reduction rate.

[0129] Optionally, the data acquisition module 402 is further configured to determine the actual value of the first vehicle driving parameter based on the wheel speed during vehicle operation; match the actual value of the first vehicle driving parameter with the reference value of the first vehicle driving parameter corresponding to a preset slippage level to determine the slippage level of the vehicle, wherein the reference value of the first vehicle driving parameter corresponding to the preset slippage level indicates that the vehicle has a slippage tendency or is about to be in a slippage state.

[0130] Optionally, the torque control module 408 is further configured to acquire the real-time driving torque requirement when the vehicle does not have a slipping tendency; if the current torque of the drive motor is inconsistent with the driving torque requirement, control the drive motor of the vehicle to increase torque until the driving torque requirement is reached.

[0131] Optionally, the torque control module 408 is also used to acquire the vehicle's driving status;

[0132] The corresponding torque increase rate is determined based on the vehicle's driving state, and the torque increase rate is proportional to the vehicle's driving state; the torque of the drive motor is controlled to increase at the torque increase rate until the required driving torque is reached.

[0133] Optionally, the torque control module 408 is further configured to determine the target energy recovery level of the vehicle based on the wheel speed when it is determined that the vehicle has a slipping tendency based on the wheel speed; and control the torque of the drive motor to decrease to the torque corresponding to the energy recovery level.

[0134] Optionally, the torque control module 408 is further configured to determine the actual value of the second vehicle driving parameter based on the wheel speed during vehicle operation; compare the actual value of the second vehicle driving parameter with a preset reference value for adjusting the energy recovery level, wherein the reference value for adjusting the energy recovery level indicates that the vehicle has a tendency to slip or is about to slip; if the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, the current energy recovery level is gradually reduced to obtain the target energy recovery level.

[0135] Optionally, the torque control module 408 is also used to acquire the vehicle's windshield wiper signal; if the windshield wiper signal indicates that the vehicle's driving environment has entered a rainy weather mode, the current energy recovery level is determined to be the lowest level.

[0136] The specific implementation process of the functions and roles of each module / submodule / unit in the above device can be found in the implementation process of the corresponding steps in the above method, which can achieve the same technical effect, and will not be repeated here.

[0137] Corresponding to the embodiments of the foregoing methods, this specification also provides embodiments of the apparatus and the terminal to which it is applied.

[0138] The embodiments of the vehicle anti-skid control device described in this specification can be applied to computer equipment, such as servers or terminal devices. The device embodiments can be implemented through software, hardware, or a combination of both. Taking software implementation as an example, as a logical device, it is formed by the processor of the vehicle anti-skid control system loading the corresponding computer program instructions from non-volatile memory into memory for execution. From a hardware perspective, such as... Figure 5 The diagram shown is a hardware structure diagram of the computer equipment containing the vehicle anti-skid control device in an embodiment of this specification. Except for... Figure 5 In addition to the processor 510, memory 530, network interface 520, and non-volatile memory 540 shown, the server or electronic device where the device 531 is located in the embodiment may also include other hardware depending on the actual function of the computer device, which will not be described in detail here.

[0139] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0140] Other embodiments of this specification will readily occur to those skilled in the art upon consideration of the specification and practice of the invention claimed herein. This specification is intended to cover any variations, uses, or adaptations that follow the general principles of this specification and include common knowledge or customary techniques in the art not claimed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this specification are indicated by the following claims.

[0141] It should be understood that this specification is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this specification is limited only by the appended claims.

[0142] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A vehicle anti-skid control method, characterized in that, The method includes: Obtain the wheel speeds of the vehicle during its movement; When it is determined that the vehicle has a tendency to slip based on the wheel speed, the degree of slippage of the vehicle is determined based on the wheel speed. Determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level; Based on the torque reduction rate, the torque of the vehicle's drive motor is controlled to decrease at the torque reduction rate. The method further includes, after obtaining the wheel speeds during vehicle operation: When the vehicle is determined to have a slippage tendency based on the wheel speed, the actual value of the second vehicle driving parameter is determined based on the wheel speed during vehicle operation. The actual value of the second vehicle driving parameter is compared with a preset reference value for adjusting the energy recovery level. The reference value for adjusting the energy recovery level indicates that the vehicle has a slippage tendency or is about to slip. If the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, the current energy recovery level is gradually reduced to obtain the target energy recovery level. The torque of the drive motor is controlled to decrease to the level corresponding to the energy recovery level.

2. The vehicle anti-skid control method as described in claim 1, characterized in that, Determining the degree of slippage of the vehicle based on the wheel speed includes: The actual values ​​of the first vehicle driving parameters are determined based on the wheel speeds during vehicle operation. The actual value of the first vehicle driving parameter is matched with the reference value of the first vehicle driving parameter corresponding to the preset slip level to determine the slip level of the vehicle. The reference value of the first vehicle driving parameter corresponding to the preset slip level indicates that the vehicle has a slipping tendency or is about to be in a slipping state.

3. The vehicle anti-skid control method as described in claim 2, characterized in that, After controlling the torque of the vehicle's drive motor to decrease at the stated torque reduction rate, the method further includes: When the vehicle does not exhibit a tendency to slip, the real-time driving torque requirement is obtained; If the current torque of the drive motor is inconsistent with the required driving torque, the drive motor of the vehicle is controlled to increase torque until the required driving torque is reached.

4. The vehicle anti-skid control method as described in claim 3, characterized in that, The method of controlling the drive motor of the vehicle to increase torque until the required driving torque is achieved includes: Obtain vehicle driving status; The corresponding torque increase rate is determined based on the vehicle's driving state, and the torque increase rate is proportional to the vehicle's driving state. The torque of the drive motor is controlled to increase at the torque increase rate until the required driving torque is reached.

5. The vehicle anti-skid control method as described in claim 1, characterized in that, Before gradually reducing the current energy recovery level to obtain the target energy recovery level, the method further includes: Obtain the vehicle's windshield wiper signal; If the wiper signal indicates that the vehicle's driving environment has entered rain mode, the current energy recovery level is determined to be the lowest level.

6. A vehicle anti-skid control device, characterized in that, The device includes: The data acquisition module is used to acquire the wheel speeds of the vehicle during its movement. The first torque determination module is used to determine the degree of slippage of the vehicle based on the wheel speed when it is determined that the vehicle has a slippage tendency based on the wheel speed. The second torque determination module is used to determine the torque reduction rate corresponding to the slippage level, wherein the torque reduction rate is proportional to the slippage level. A torque control module is used to control the torque of the vehicle's drive motor to decrease at the torque reduction rate based on the torque reduction rate. The torque control module is also used to determine the actual value of a second vehicle driving parameter based on the wheel speed when the vehicle is determined to have a slippage tendency based on the wheel speed during vehicle operation; compare the actual value of the second vehicle driving parameter with a preset reference value for adjusting the energy recovery level, wherein the reference value for adjusting the energy recovery level indicates that the vehicle has a slippage tendency or is about to slippage; if the actual value of the second vehicle driving parameter is greater than or equal to the reference value of the second vehicle driving parameter, gradually reduce the current energy recovery level to obtain the target energy recovery level; and control the torque of the drive motor to decrease according to the torque corresponding to the energy recovery level.

7. A vehicle anti-skid control system, characterized in that, The vehicle anti-skid control system includes a memory, a processor, and a vehicle anti-skid control program stored in the memory and executable on the processor. When the processor executes the vehicle anti-skid control program, it implements the steps of the vehicle anti-skid control method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle anti-skid control program, which, when executed, implements the steps of the vehicle anti-skid control method according to any one of claims 1-5.

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