Motor controller, power assembly and anti-skid control method for electric vehicle

Abstract

The invention provides a motor controller, a power assembly and an anti-skid control method for an electric vehicle, which are applied to the technical field of electric vehicles and are used for inhibiting the skid of the electric vehicle more quickly. The motor controller is used for controlling one driving motor to drive the electric vehicle and used for controlling a plurality of wheel end braking devices of the electric vehicle, the wheel end braking devices are used for braking a plurality of wheels of the electric vehicle respectively, and the motor controller is further used for controlling one driving motor to drive the electric vehicle. And in response to the fact that one wheel in the multiple wheels slips, one wheel end braking device corresponding to one wheel is controlled to brake one wheel. On this basis, when one wheel of the electric vehicle slips, the motor controller can perform control, so that the time delay of slip suppression is reduced, and the wheel slip is suppressed more quickly.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a motor controller, a powertrain, and a method for anti-skid control of an electric vehicle. Background Art

[0002] With the rapid development of electric vehicles, people have put forward higher and higher requirements on the performance of electric vehicles. Among them, when electric vehicles are running on low-adhesion roads, the wheels of electric vehicles are prone to slipping. When the wheels of electric vehicles slip, the power of the electric vehicle will be reduced. In addition, the slip of the wheels of electric vehicles may also cause the electric vehicle to become unstable. In some related technologies, the slip of the wheels can be limited by braking the wheels, but the braking delay is high. The slip of the wheels often occurs in an instant. If the slip of the wheels cannot be suppressed in time, the electric vehicle is prone to yaw. Therefore, a solution is provided to solve the above problems. Summary of the invention

[0003] The embodiments of the present application provide a motor controller, a powertrain, and a method for anti-skid control of an electric vehicle, so as to achieve faster suppression of skidding of the electric vehicle.

[0004] In order to achieve the above objectives, the embodiments of the present application provide the following technical solutions.

[0005] In a first aspect, the present application provides a motor controller for an electric vehicle, the motor controller being used to control a drive motor to drive the electric vehicle and to control multiple wheel-end brake devices of the electric vehicle, the multiple wheel-end brake devices being used to brake multiple wheels of the electric vehicle respectively, the motor controller being further used to control a wheel-end brake device corresponding to a wheel to brake the wheel in response to one of the multiple wheels slipping during the process of controlling a drive motor to drive the electric vehicle.

[0006] Correspondingly, when one wheel of the electric vehicle slips, the motor controller can brake the wheel through the wheel-end braking device. The signal relay does not require the participation of the vehicle controller, which reduces the delay of slip suppression and can suppress wheel slip more quickly.

[0007] In one embodiment, the motor controller is used to calculate the slip rate of a wheel through a motor speed signal output by a rotary transformer of a drive motor, or to obtain the slip rate of a wheel through a motor speed signal output by a rotary transformer of a drive motor and a wheel speed signal, and the motor controller is used to control multiple wheel-end braking devices to brake multiple wheels separately through a brake controller of the electric vehicle.

[0008] In an actual electric vehicle, the motor controller can control a drive motor to drive a wheel on an axle or control a drive motor to drive two wheels on the same axle. Among them, when a drive motor drives a wheel on an axle, the motor controller can directly calculate the slip rate of the above-mentioned wheel based on the rotary transformer signal. However, when a drive motor drives two wheels on the same wheel, the slip rate of the wheel can be more accurately calculated by combining the rotary transformer signal of the drive motor and the wheel speed. Therefore, the motor controller can select the calculation method of the wheel slip rate according to the driving method of the wheel to more accurately and quickly determine whether the wheel is slipping.

[0009] Through the above method, when a wheel of the electric vehicle slips, the motor controller can calculate the slip rate of the wheel in different ways according to the electric vehicle architecture. The motor controller can also directly instruct the brake controller to brake the wheel. The braking force control signal is sent through the brake controller, which can more stably control the wheel slippage and coordinate the braking force of each wheel to ensure stable braking of the electric vehicle.

[0010] In one embodiment, the motor controller is also used to control the wheel-end brake device of one wheel to output a braking force greater than the braking force output at the first moment when one wheel slips and the slip rate of the wheel at a second moment is greater than the slip rate at a first moment.

[0011] Correspondingly, the greater the wheel slip rate becomes, the more the wheel slips, and the motor controller instructs the brake controller to increase the braking force output by the wheel-end brake device to control the slip more quickly.

[0012] In one embodiment, the motor controller is also used to control the drive motor corresponding to the wheel to reduce the output torque when a wheel slips and the slip rate of the wheel at a third moment is less than the slip rate at a second moment.

[0013] The greater the wheel speed fluctuation, the more serious the wheel slip and vibration. Therefore, the motor controller can detect the wheel speed and increase the braking force output by the wheel end brake device when the wheel speed fluctuation is large to better suppress the wheel slip.

[0014] In one embodiment, the motor controller is also used to control a wheel-end brake device corresponding to a wheel to brake the wheel when a wheel slips so that the rotation speed of the wheel is reduced to a preset rotation speed, and the difference between the preset rotation speed and the rotation speed of the wheels in the same row of a wheel is less than the preset rotation speed difference.

[0015] Accordingly, when the motor controller controls the wheel-end brake device to brake the wheel, it will take into account the current running speed of the wheels in the same row to prevent the braked wheel from reducing its speed too quickly and causing the electric vehicle to run unsteadily.

[0016] In one embodiment, one drive motor is also used to drive two front wheels or two rear wheels in the electric vehicle, and the motor controller is further used to control one drive motor to reduce output torque in response to both front wheels or both rear wheels slipping.

[0017] In the above manner, when the drive motor is used to drive two wheels in the same row and both wheels are slipping, the motor controller can control the one drive motor to reduce the output torque, thereby reducing the jerking of the electric vehicle.

[0018] In a second aspect, a powertrain is provided, the powertrain comprising a drive motor and the motor controller in the first aspect, wherein the powertrain is used to drive two front wheels or two rear wheels in an electric vehicle.

[0019] Through the above method, the motor controller in the powertrain is integrated with the drive motor. The motor controller can directly use the rotary transformer to sense the speed of the drive motor and quickly control the corresponding wheel-end braking device to brake the slipping wheel.

[0020] On the third aspect, the present application provides a method for anti-skid control of an electric vehicle, the anti-skid control method being used to control the wheel-end brake devices and drive motors corresponding to the four wheels of the electric vehicle when the electric vehicle skids, the anti-skid control method comprising, in response to skidding of two wheels on the same side of the electric vehicle, controlling the wheel-end brake devices corresponding to the two wheels on the same side to brake; in response to skidding of two wheels in the same row of the electric vehicle, controlling the wheel-end brake devices corresponding to the two wheels in the same row to brake; in response to skidding of two wheels at the same diagonal of the electric vehicle, controlling the wheel-end brake devices corresponding to the two wheels at the same diagonal to brake.

[0021] Accordingly, the anti-skid control method is used to control the electric vehicle while driving, and braking control can be performed on the slip of the wheels on the same side, the slip of the wheels in the same row, and the slip of the diagonal wheels of the electric vehicle respectively, thereby ensuring the driving stability of the vehicle in various slipping situations.

[0022] In an implementation form of the anti-skid control method for an electric vehicle provided by the third aspect, the anti-skid control method includes: when the slope of the road on which the electric vehicle is traveling is less than a preset slope value, if any of the front and rear wheels slips, controlling the drive motor corresponding to the slipping row of wheels to reduce the output torque, and controlling the output torque of the drive motor corresponding to the other row of wheels to remain unchanged; when either the left wheel or the right wheel slips, controlling the output torque of the drive motor corresponding to the slipping wheel to remain unchanged; when any of the two pairs of diagonal wheels slips, controlling the drive motors corresponding to the four wheels to reduce the output torque; when all four wheels slip, controlling the drive motors corresponding to the four wheels to reduce the output torque.

[0023] Accordingly, the anti-skid control method of the electric vehicle enables the electric vehicle to timely control the driving torque according to the slip conditions of different wheels when driving on a flat road, and at the same time adjust and control the driving torque of other non-skidding wheels, so that the electric vehicle can quickly get rid of slipping and drive safely in a variety of slipping conditions.

[0024] In another implementation form of the anti-skid control method for an electric vehicle provided by the third aspect, the anti-skid control method also includes controlling the output torque of the drive motor corresponding to the right front wheel to be greater than the output torque of the left rear wheel within a third preset time period when the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the rotation speed of the right front wheel is greater than the rotation speed of the left rear wheel and the difference between the two is greater than a first preset rotation speed difference.

[0025] Accordingly, the anti-skid control method for an electric vehicle can timely suppress the yaw tendency of the electric vehicle by controlling the corresponding torque when the electric vehicle is traveling on a flat road and the slip affects the stability of the electric vehicle and causes the electric vehicle to have a yaw tendency.

[0026] In another implementation form of the anti-skid control method for electric vehicles provided by the third aspect, the anti-skid control method includes: when the slope of the road on which the electric vehicle is traveling is greater than a preset slope value and the electric vehicle is traveling uphill, if any of the front and rear wheels slips, the drive motor corresponding to the slipping row of wheels is controlled to reduce the output torque, and the drive motor corresponding to the other row of wheels is controlled to increase the output torque; when either the left wheel or the right wheel slips, the output torque of the drive motor corresponding to the slipping wheel is controlled to remain unchanged; when any of the two pairs of diagonal wheels slips, the drive motors corresponding to the four wheels are controlled to reduce the output torque; when all four wheels slip, the drive motors corresponding to the four wheels are controlled to reduce the output torque.

[0027] Accordingly, the anti-skid control method of the electric vehicle enables the electric vehicle to timely control the driving torque according to the wheel slippage when driving uphill, and at the same time adjust and control the driving torque of other non-slip wheels, so that the electric vehicle can quickly get rid of slipping and drive safely in various slipping situations on the uphill.

[0028] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, the anti-skid control method further includes:

[0029] When the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the rotation speed of the right front wheel is greater than the rotation speed of the left rear wheel and the difference between the two is greater than the second preset speed difference, the reduction value of the output torque of the drive motor corresponding to the right front wheel within the third preset time length is controlled to be greater than the reduction value of the output torque of the drive motor corresponding to the left rear wheel within the third preset time length, and the second preset speed difference is greater than the first preset speed difference.

[0030] Correspondingly, the anti-skid control method of the electric vehicle can utilize the gravity of the electric vehicle to appropriately suppress the swaying of the electric vehicle when the electric vehicle slips and affects the stability of the electric vehicle, causing the electric vehicle to have a tendency to yaw, and can timely suppress the yaw tendency of the electric vehicle by controlling the corresponding torque.

[0031] In another implementation form of the anti-skid control method for electric vehicles provided by the third aspect, the anti-skid control method also includes: when the slope of the road on which the electric vehicle is traveling is greater than a preset slope value, when the electric vehicle is traveling downhill, if any of the front and rear wheels slip, the drive motor corresponding to the slipping row of wheels is controlled to reduce the output torque, and the drive motor corresponding to the other row of wheels is controlled to reduce the output torque; if any of the left and right wheels slip, the output torque of the drive motor corresponding to the slipping wheel is controlled to remain unchanged; if any of the two pairs of diagonal wheels slip, the drive motors corresponding to the four wheels are controlled to reduce the output torque; if all four wheels slip, the drive motors corresponding to the four wheels are controlled to reduce the output torque.

[0032] Accordingly, the anti-skid control method for electric vehicles enables the electric vehicle to timely control the driving torque according to the wheel slippage when driving downhill, and at the same time adjust and control the driving torque of other non-slip wheels, so that the electric vehicle can quickly get rid of slipping and drive safely in various slipping situations when driving downhill.

[0033] In another implementation form of the method for anti-skid control of an electric vehicle provided by the third aspect, the anti-skid control method includes that when the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the speed of the right front wheel is greater than the speed of the left rear wheel and the difference between the two is greater than a third preset speed difference, the output torque of the drive motor corresponding to the right front wheel is controlled to be reduced by a value greater than the output torque of the drive motor corresponding to the left rear wheel within the third preset time period, and the third preset speed difference is less than the first preset speed difference.

[0034] Accordingly, the anti-skid control method of the electric vehicle can take into account the gravity of the electric vehicle and appropriately accelerate the yaw of the electric vehicle when the electric vehicle is traveling downhill and the slip affects the stability of the electric vehicle so that the electric vehicle has a tendency to yaw. The anti-skid control method can timely suppress the yaw tendency of the electric vehicle by controlling the corresponding torque.

[0035] In another implementation form of the method for anti-skid control of an electric vehicle provided by the third aspect, the anti-skid control method includes, in response to slippage of any wheel of the electric vehicle, controlling the drive motors corresponding to the four wheels to not respond to the torque output value signal indicated by the accelerator pedal of the electric vehicle within a fourth time period.

[0036] Accordingly, the anti-skid control method for an electric vehicle enables the electric vehicle to perform adaptive adjustment without responding to the torque indication of the accelerator pedal when the vehicle road slips, thereby enhancing the safety and stability of the anti-skid control and accelerating the anti-skid control. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 A schematic diagram of a topological structure of an electric vehicle provided in an embodiment of the present application;

[0038] Figure 2 A schematic diagram of the structure of a drive system provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of the structure of a braking system provided in an embodiment of the present application;

[0040] Figure 4 A schematic diagram of a topological structure of an electric vehicle provided in an embodiment of the present application;

[0041] Figure 5 A schematic diagram of another topological structure of an electric vehicle provided in an embodiment of the present application;

[0042] Figure 6 A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 1 ;

[0043] Figure 7A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 2 ;

[0044] Figure 8 A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 3 ;

[0045] Fig. 9 A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 4 ;

[0046] Fig.10 A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 5 ;

[0047] Fig.11 A schematic diagram of a drive system and a brake system provided in an embodiment of the present application Figure 6 . DETAILED DESCRIPTION

[0048] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0049] It should be noted that the words "in one embodiment" or "exemplary" in this application are used to indicate examples, illustrations or descriptions. Any embodiment or design described in this application as "in one embodiment" or "exemplary" should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "in one embodiment" or "exemplary" is intended to present related concepts in a specific way.

[0050] The present application is described in detail below with reference to the accompanying drawings and embodiments:

[0051] like Figure 1 As shown, an electric vehicle control system 100 of an electric vehicle 50 in the electric vehicle field includes a drive system 510, a brake system 520 and a vehicle controller 900. The drive system 510 is used to provide power to the electric vehicle 50 when driving. The brake system 520 is used to provide braking force to the electric vehicle 50 when braking.

[0052] like Figure 2As shown, the above-mentioned drive system 510 includes a powertrain 600 and a power battery 700. Among them, the power battery 700 is used to power the powertrain 600. The drive system 510 in the electric vehicle 50 usually includes a plurality of powertrains 600, and each powertrain 600 is powered by a power battery 700. In order to facilitate the control of the powertrain 600, each powertrain 600 is also connected to the vehicle controller 900 in the electric vehicle 50. The powertrain 600 can be monitored and controlled by the vehicle controller 900. In addition, the vehicle controller 900 can also monitor and control the braking system 520.

[0053] Still Figure 2 As shown, the powertrain 600 includes a motor controller 610 (motor control unit, MCU) and a drive motor 620. The motor controller 610 is used to convert the direct current of the power battery 700 into three-phase alternating current to drive the drive motor 620 to output the required torque. Specifically, a control signal can be sent to the motor controller 610 in the powertrain 600 through the vehicle controller 900. The motor controller 610 can receive the control signal and control the drive motor 620 to output the required torque to drive the electric vehicle. The powertrain 600 also includes a rotary transformer 230, which is installed on one side of the drive motor 620, and the rotary transformer 230 is connected to the motor controller 610. The motor controller 610 is used to receive the rotary transformer signal output by the rotary transformer 230, and the rotary transformer signal is used to indicate the rotation speed of the drive motor 620.

[0054] like Figure 3 As shown, the above-mentioned braking system 520 includes a braking controller 521, four wheel-end braking devices 522 and a brake pedal 523. Among them, two wheel-end braking devices 522 are arranged on the front axle 410 of the electric vehicle 50, and the other two wheel-end braking devices 522 are arranged on the rear axle of the electric vehicle 50. Each wheel-end braking device 522 is used to brake a wheel 550. The braking controller 521 is also connected to the brake pedal 523. The braking controller 521 can instruct one or more wheel-end braking devices 522 to brake one or more wheels according to the travel of the brake pedal 523.

[0055] In the above implementation process, the above braking system 520 can be an electric hydraulic brake (EHB) or an electric mechanical brake (EMB). When the braking system 520 is an electric mechanical brake system, the wheel end brake device 522 is an electronic mechanical brake device, and the motor controller 610 can instruct the brake controller 521 to control the electronic mechanical brake device to output the braking torque to brake a corresponding wheel. When the braking system 520 is an electronic hydraulic brake system, the wheel end brake device 522 is an electronic hydraulic brake device, and the motor controller 610 can instruct the brake controller 521 to control the electronic hydraulic brake device to output the brake fluid pressure to brake a corresponding wheel.

[0056] In one embodiment, a wheel speed sensor may be provided on the wheel of the electric vehicle 50, and the wheel speed sensor may be connected to the brake controller 521. During the driving process of the electric vehicle 50, the brake controller 521 may send the wheel speed detected by the wheel speed sensor to the vehicle controller 900 through the chassis bus. The vehicle controller 900 may determine whether the wheel is slipping based on the comparison result between the wheel speed of the wheel and the reference wheel speed. Among them, in the case of wheel slippage, the vehicle controller 900 may send a torque reduction instruction to the motor controller 610 through the bus to limit the slippage of the wheel. In addition, the vehicle controller 900 may also send a braking instruction to the brake controller 521 to brake the slipping wheel. However, the above scheme needs to cross different buses to transmit signals during execution, and the vehicle controller 900 needs to control the motor controller 610, the brake controller 521 and other devices, which has a large amount of calculation and will cause delay. The slippage of the wheel often occurs in an instant. If the slippage of the wheel cannot be suppressed in time, the electric vehicle is prone to yaw. Wheel slip is usually determined by whether the wheel slip rate is greater than a preset slip rate value.

[0057] In one embodiment, when a rotary transformer 230 is installed on one side of the drive motor 620, the vehicle controller 900 can also calculate the speed of the drive motor based on the rotary transformer signal of the drive motor 620, and then determine whether the wheel is slipping based on the comparison result between the speed of the drive motor and the reference speed. In the case of wheel slippage, the vehicle controller 900 can send a torque reduction command to the motor controller 610 through the bus to limit the slippage of the wheel. In addition, the vehicle controller 900 can also send a braking command to the brake controller 521 to brake the slipping wheel. However, the control path of the above scheme is longer, which will also cause a longer time delay in the entire control loop.

[0058] In some related technologies, in order to quickly detect and control wheel slippage, an anti-skid program can be deployed directly on the motor controller 610. The motor controller 610 can detect whether the wheel is slipping according to the rotation speed of the drive motor 620. When the wheel slips, the motor controller 610 can control the drive motor 620 to reduce the output torque. However, this solution cannot utilize the wheels that are not slipping, which will reduce the power provided by the wheels of the entire axle, causing the power of the entire vehicle to decrease, resulting in a decrease in the climbing ability of the electric vehicle.

[0059] In order to solve the above problems, Figure 4 , Figure 5 As shown, in one embodiment, the embodiment of the present application provides an electric vehicle 50, which includes a drive system 510 and a brake system 520. The drive system 510 includes a powertrain 600 and a power battery 700. The power battery 700 is used to power the powertrain 600. The powertrain 600 includes a motor controller 610 and a drive motor 620. The motor controller 610 is used to convert the direct current of the power battery 700 into three-phase alternating current to drive the drive motor 620 to output the required torque. The brake system 520 includes a brake controller 521, four wheel-end brake devices 522 and a brake pedal 523. Two wheel-end brake devices 522 are arranged on the front axle of the electric vehicle 50, and the other two wheel-end brake devices 522 are arranged on the rear axle of the electric vehicle 50. Each wheel-end brake device 522 is used to brake a wheel 550. The brake controller 521 is also connected to the brake pedal 523. The brake controller 521 can instruct one or more wheel-end brake devices 522 to brake one or more wheels 550 according to the travel of the brake pedal 523 .

[0060] like Figure 4 As shown, the motor controller 610 is used to control a drive motor 620 to drive the electric vehicle 50 and to control multiple wheel-end brake devices 522 of the electric vehicle 50. The multiple wheel-end brake devices 522 are respectively used to brake multiple wheels 550 of the electric vehicle 50. The motor controller 610 is also used to control a wheel-end brake device corresponding to a wheel to brake the wheel in response to one of the multiple wheels 550 slipping during the process of controlling a drive motor 620 to drive the electric vehicle.

[0061] When a wheel of the electric vehicle slips, the motor controller 610 can brake the wheel 550 through the wheel-end brake device 522. The signal relay does not require the participation of the vehicle controller, which reduces the delay of slip suppression and can suppress the slip of the wheel 550 more quickly.

[0062] Further, as Figure 5As shown, the motor controller 610 calculates the slip rate of one wheel in the wheels 550 through the motor speed signal output by the rotary transformer of a driving motor 620, or obtains the slip rate of one wheel in the wheels 550 through the motor speed signal output by the rotary transformer signal of a driving motor 620 and the wheel speed signal of one wheel in the wheels 550, and the motor controller 610 and the brake controller 521 can be directly connected through a bus. Among them, the above-mentioned bus can use a controller area network (CAN) bus, such as a chassis CAN bus of the electric vehicle 50. The motor controller 610 can control a driving motor 620 of the electric vehicle 50 to output torque to drive one or two wheels of the electric vehicle 50, thereby driving the electric vehicle to travel. In addition, the motor controller 610 can also instruct the brake controller 521 to control the wheel end brake device of the above-mentioned one wheel to brake the above-mentioned one wheel in response to the slip rate of one wheel driven by the above-mentioned one driving motor being greater than the preset slip rate.

[0063] In the above implementation process, since the wheel slip occurs in an instant and braking a wheel for a long time may cause the electric vehicle to become unstable, the motor controller 510 instructs the brake controller 521 to control the wheel end brake device of the above wheel to brake the above wheel for a duration shorter than a preset duration, which can be determined based on actual experimental data.

[0064] In one embodiment, the motor controller 610 is also used to control the wheel-end brake device of one of the wheels 550 to output a braking force greater than the braking force output at the first moment when one of the wheels 550 slips and the slip rate of the one of the wheels 550 at the second moment is greater than the slip rate at the first moment. Accordingly, the greater the slip rate of the wheel, the more the wheel slips, and the motor controller instructs the brake controller to increase the braking force output by the wheel-end brake device to control the slip more quickly.

[0065] In one embodiment, the motor controller 610 is also used to control the drive motor corresponding to one of the wheels 550 to reduce the output torque when one of the wheels 550 slips and the slip rate of the one of the wheels 550 at the third moment is less than the slip rate at the second moment. The larger the wheel speed fluctuation, the more serious the wheel slip and vibration. Therefore, the motor controller 610 can detect the wheel speed and increase the braking force output by the wheel end brake device when the wheel speed fluctuation is large to better suppress the wheel slip.

[0066] In one embodiment, the motor controller 610 is also used to control a wheel-end brake device corresponding to the wheel to brake the wheel when one of the wheels 550 slips so that the rotation speed of the wheel is reduced to a preset rotation speed, and the difference between the preset rotation speed and the rotation speed of the same row of wheels of the wheel is less than the preset rotation speed difference. Accordingly, when the motor controller controls the wheel-end brake device to brake the wheel, it will take into account the current running speed of the same row of wheels to control, so as to prevent the braked wheel from reducing its speed too quickly and causing the electric vehicle to run unsteadily.

[0067] In one embodiment, one drive motor 620 is also used to drive two front wheels or two rear wheels in the electric vehicle, and the motor controller is further used to control one drive motor 620 to reduce output torque in response to both front wheels or both rear wheels slipping.

[0068] In the above manner, when the drive motor 620 is used to drive two wheels in the same row and both wheels are slipping, the motor controller can control the one drive motor 620 to reduce the output torque, thereby reducing the jerking of the electric vehicle.

[0069] In actual application scenarios, since the driving modes of the electric vehicle 50 are different, in order to better understand the technical solutions provided by the embodiments of the present application, the embodiments of the present application provide the following embodiments for exemplary explanation.

[0070] Embodiment 1

[0071] In one embodiment, when the electric vehicle 50 is a front-drive electric vehicle or a rear-drive electric vehicle, the powertrain of the electric vehicle 50 may include a first motor controller MCU1 and a first drive motor M1. Among them, the two wheels 550 of the front axle 530 or the rear axle 540 of the electric vehicle 50 can be driven by the first drive motor M1. When a wheel driven by the first drive motor M1 slips, the voltage value of the rotary transformer signal of the first drive motor M1 will increase. In this scenario, the first motor controller MCU1 can only determine that a wheel is slipping according to the rotary transformer signal to calculate the slip rate, but cannot determine which wheel is slipping. Therefore, the first motor controller MCU1 in this embodiment can choose to calculate the slip rate according to the rotary transformer signal of the first drive motor M1 and the wheel speed signal of the wheel. Among them, the first motor controller MCU1 can calculate the difference between the wheel speed corresponding to the rotary transformer signal and the vehicle speed corresponding to the wheel speed signal of each wheel. Then, the slip rate is calculated according to the ratio between the difference and the wheel speed corresponding to the rotary transformer signal, or the slip rate is calculated according to the ratio between the difference and the vehicle speed corresponding to the wheel speed signal of each wheel.

[0072] In one embodiment, if a wheel driven by the first drive motor M1 slips, that is, the slip rate of the wheel is greater than a preset slip rate, such as 11%, the first motor controller MCU1 instructs the brake controller 521 to control the wheel end brake device 522 of the above-mentioned wheel at a preset speed to brake the above-mentioned wheel, and controls the first drive motor M1 to keep the output torque unchanged. The above-mentioned preset speed is used to indicate the wheel speed that the above-mentioned wheel needs to maintain after braking the above-mentioned wheel, and the preset speed is a difference between the speed of the wheel in the same row of the wheel and the preset speed difference, such as 100rpm.

[0073] In one embodiment, if both wheels driven by the first drive motor M1 slip, that is, the slip rates are greater than a preset slip rate of 11%, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque.

[0074] In one embodiment, if the slip rates of the two wheels driven by the first drive motor M1 are greater than a preset slip rate, the first motor controller MCU1 may also selectively instruct the brake controller 521 to control the wheel end brake devices 522 of the two wheels to brake the two wheels.

[0075] During the actual driving of the electric vehicle 50, the preset slip rate is affected by various factors such as the load of the electric vehicle, the adhesion coefficient of the road surface, the friction coefficient of the tires, etc. Therefore, the preset slip rate may be in the range of 0 to 15%. The specific value of the preset slip rate may be determined based on experimental data under various scenarios.

[0076] In one embodiment, if Figure 6As shown, the left front wheel of the electric vehicle 50 can be recorded as LF, the left rear wheel as LR, the right front wheel as RF, and the right rear wheel as RR. When the electric vehicle 50 is a rear-drive electric vehicle, the motor controller 510 can control the drive motor 620 to drive the left rear wheel LR and the right rear wheel RR on the rear axle of the electric vehicle 50. If the slip rate of the left rear wheel LR is greater than the preset slip rate and the slip rate of the right rear wheel RR is less than the preset slip rate, the first motor controller MCU1 instructs the brake controller 521 to drive the wheel end brake device 522 of the left rear wheel LR to brake the left rear wheel LR, and controls the first drive motor M1 to keep the output torque unchanged. Similarly, if the slip rate of the right rear wheel RR of the electric vehicle 50 is greater than the preset slip rate and the slip rate of the left rear wheel LR is less than the preset slip rate, the first motor controller MCU1 instructs the brake controller 521 to drive the wheel end brake device 522 of the right rear wheel RR to brake the right rear wheel RR, and controls the first drive motor M1 to keep the output torque unchanged. If the slip rates of the right rear wheel RR and the left rear wheel LR of the electric vehicle 50 are both greater than the preset slip rates, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque and sends an output torque value signal to the vehicle controller and the brake controller 521 .

[0077] In the above manner, when a wheel driven by the first drive motor M1 slips, the motor controller 610 can directly instruct the brake controller 521 to control the wheel end brake device of the above wheel to brake, thereby suppressing the slip. Based on this, the motor controller 610 can directly control the brake controller 521, reducing the time delay of the slip suppression, and can suppress the wheel slip more quickly.

[0078] It is understandable that when the electric vehicle 50 is a front-wheel drive electric vehicle, the above-mentioned method can also be used to control the wheel-end brake device and the drive motor of the slipping wheel, and the embodiment of the present application will not be described in detail here.

[0079] In one embodiment, if the slip rate of the left rear wheel LR is greater than the preset slip rate and the slip rate of the left rear wheel LR at the second moment t2 is greater than the slip rate at the first moment t1, t2>t1, the first motor controller MCU1 can directly control or instruct the brake controller 521 to control the wheel end brake device of the left rear wheel LR to increase the output braking force.

[0080] The greater the wheel slip rate, the more the wheel slips. The motor controller can instruct or instruct the brake controller to increase the braking force output by the wheel-end brake device to control the slip more quickly.

[0081] In one embodiment, if the slip rate of the left rear wheel LR is greater than the preset slip rate, the slip rate of the right rear wheel RR is less than the preset slip rate, and the slip rate of the left rear wheel LR at the third moment t3 is less than the slip rate at the moment t2, t3>t2, it means that the left rear wheel LR is slipping and shaking badly, and at this time, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque. Similarly, the right rear wheel RR is controlled in the same way.

[0082] Based on this, the first motor controller MCU1 can suppress the slip by reducing the output torque of the first drive motor M1 when the wheel slip and vibration are relatively severe.

[0083] In one embodiment, when the yaw angle of the electric vehicle 50 exceeds a reference angle, the first motor controller MCU1 may also instruct the electric power steering motor to output a steering intervention torque to adjust the steering angle of the electric vehicle 50, thereby limiting the yaw angle of the electric vehicle to enable the electric vehicle to drive more smoothly.

[0084] In one embodiment, when the electric vehicle 50 turns, if a wheel driven by the first drive motor M1 slips, the braking force output by the wheel-end brake device of the slipping wheel can be adjusted according to the turning angle of the electric vehicle 50 and the yaw angular velocity of the electric vehicle to ensure that the power and yaw amplitude of the electric vehicle meet the requirements.

[0085] Embodiment 2

[0086] In one embodiment, when the electric vehicle 50 is a front-wheel drive electric vehicle or a rear-wheel drive electric vehicle, the powertrain of the electric vehicle 50 may also include a first drive motor M1, a second drive motor M2, a first motor controller MCU1, and a second motor controller MCU2. The first motor controller MCU1 is used to control the first drive motor M1 to drive a first wheel on an axle, and the second motor controller MCU2 is used to control the second drive motor M2 to drive a second wheel on the same axle. In this scenario, the first motor controller MCU1 can calculate the slip rate of the first wheel based on the rotary transformer signal of the first drive motor M1, and the second motor controller MCU2 can calculate the slip rate of the second wheel based on the rotary transformer signal of the second drive motor M2.

[0087] In one embodiment, if the slip rate of the first wheel is greater than a preset slip rate and the slip rate of the second wheel is less than a preset slip rate, the first motor controller MCU1 instructs the brake controller 521 to control the wheel-end brake device 522 of the first wheel to brake the first wheel at a preset speed, and the second motor controller MCU2 controls the second drive motor M2 to keep the output torque unchanged.

[0088] The preset slip ratio may be in the range of 0 to 15%. The specific value of the preset slip ratio may be determined based on experimental data in various scenarios.

[0089] In one embodiment, if the slip rate of the second wheel is greater than a preset slip rate and the slip rate of the first wheel is less than a preset slip rate, the second motor controller MCU2 instructs the brake controller 521 to control the wheel-end brake device 522 of the second wheel to brake the second wheel at a preset speed, and the first motor controller MCU1 controls the first drive motor M1 to keep the output torque unchanged.

[0090] In one embodiment, if the slip rate of the first wheel and the slip rate of the second wheel are both greater than a preset slip rate, the first motor controller MCU1 controls the first drive motor M1 to reduce output torque, and the second motor controller MCU2 controls the second drive motor M2 to reduce output torque.

[0091] In one embodiment, if Figure 7 As shown, the left front wheel of the electric vehicle 50 can be recorded as LF, the left rear wheel as LR, the right front wheel as RF, and the right rear wheel as RR. When the electric vehicle 50 is a rear-drive electric vehicle, the first wheel is the left rear wheel LR, and the second wheel is the right rear wheel RR. The first motor controller MCU1 controls the first drive motor M1 to drive the left rear wheel LR on the rear axle of the electric vehicle 50, and the second motor controller MCU2 controls the second drive motor M2 to drive the right rear wheel RR on the rear axle of the electric vehicle 50.

[0092] In one embodiment, if the slip rate of the left rear wheel LR is greater than the preset slip rate and the slip rate of the right rear wheel RR is less than the preset slip rate, the first motor controller MCU1 instructs the brake controller 521 to control the wheel end brake device 522 of the left rear wheel LR to brake the left rear wheel LR at a preset speed, and the second motor controller MCU2 controls the second drive motor M2 to keep the output torque unchanged. If the slip rate of the right rear wheel RR of the electric vehicle 50 is greater than the preset slip rate and the slip rate of the left rear wheel LR is less than the preset slip rate, the second motor controller MCU2 instructs the brake controller 521 to control the wheel end brake device 522 of the right rear wheel RR to brake the right rear wheel RR at the desired wheel speed, and the first motor controller MCU1 controls the first drive motor M1 to keep the output torque unchanged.

[0093] In one embodiment, if the slip ratio of the left rear wheel LR and the slip ratio of the right rear wheel RR are both greater than the preset slip ratios, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque, and the second motor controller MCU2 controls the second drive motor M2 to reduce the output torque.

[0094] In one embodiment, if the slip rate of the left rear wheel LR is greater than a preset slip rate, the slip rate of the right rear wheel RR is less than a preset slip rate, and the slip rate of the left rear wheel LR at the second moment t2 is greater than the slip rate at the first moment t1, t2>t1, the first motor controller MCU1 instructs the brake controller 521 to control the wheel end brake device of the left rear wheel LR to increase the output braking force.

[0095] In one embodiment, if the slip rate of the left rear wheel LR is greater than the preset slip rate, the slip rate of the right rear wheel RR is less than the preset slip rate, and the slip rate of the left rear wheel LR at the third moment t3 is less than the slip rate at moment t2, t3>t2, it means that the left rear wheel LR slips and vibrates badly, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque, and the second motor controller MCU2 controls the second drive motor M2 to keep the output torque unchanged.

[0096] In one embodiment, when the yaw angle of the electric vehicle 50 exceeds a reference angle, the first motor controller MCU1 or the second motor controller MCU2 may also instruct the electric power steering motor to output a steering intervention torque to adjust the steering angle of the electric vehicle 50, thereby limiting the yaw angle of the electric vehicle 50 to allow the electric vehicle to drive more smoothly.

[0097] In one embodiment, the braking force output by the wheel-end braking device corresponding to the wheel that needs to be braked during the turning process of the electric vehicle 50 can be adjusted according to the turning angle of the electric vehicle 50 and the yaw angular velocity of the electric vehicle to ensure that the power and yaw amplitude of the electric vehicle meet the requirements.

[0098] Embodiment 3

[0099] In one embodiment, if Figure 8 As shown, the powertrain of the electric vehicle 50 may include a first drive motor M1, a second drive motor M2, a first motor controller MCU1, and a second motor controller MCU2. The left front wheel of the electric vehicle 50 may be denoted as LF, the left rear wheel as LR, the right front wheel as RF, and the right rear wheel as RR. Among them, the left rear wheel LR is the first wheel, the right rear wheel RR is the coaxial wheel of the first wheel, the left front wheel LF is the second wheel, and the right front wheel RF is the coaxial wheel of the second wheel. The first motor controller MCU1 controls the first drive motor M1 to drive the left rear wheel LR and the right rear wheel RR of the rear axle 540. The second motor controller MCU2 controls the second drive motor M2 to drive the left front wheel LF and the right front wheel RF of the front axle 530. In this scenario, the first motor controller MCU1 and the second motor controller MCU2 may calculate the slip rate of each wheel in accordance with the method described in Example 1.

[0100] In one embodiment, if the slip rate of the left rear wheel LR is greater than the preset slip rate and the slip rate of the right rear wheel RR is less than the preset slip rate, the first motor controller MCU1 instructs the wheel end brake device of the left rear wheel LR to brake, and controls the first drive motor M1 to keep the output torque unchanged. If the slip rate of the right rear wheel RR is greater than the preset slip rate and the slip rate of the left rear wheel LR is less than the preset slip rate, the first motor controller MCU1 instructs the wheel end brake device of the right rear wheel RR to brake, and controls the first drive motor M1 to keep the output torque unchanged. If the slip rate of the left rear wheel LR and the slip rate of the right rear wheel RR are both greater than the preset slip rate, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque and sends an output torque value signal to the vehicle controller and brake controller 521 of the electric vehicle.

[0101] The preset slip ratio may be in the range of 0 to 15%. The specific value of the preset slip ratio may be determined based on experimental data in various scenarios.

[0102] In one embodiment, if the slip rate of the left front wheel LF is greater than the preset slip rate and the slip rate of the right front wheel RF is less than the preset slip rate, the second motor controller MCU2 instructs the wheel end brake device of the left front wheel LF to brake, and controls the second drive motor M2 to keep the output torque unchanged. If the slip rate of the right front wheel RF is greater than the preset slip rate and the slip rate of the left front wheel LF is less than the preset slip rate, the second motor controller MCU2 instructs the wheel end brake device of the right front wheel RF to brake, and controls the second drive motor M2 to keep the output torque unchanged. If the slip rate of the left front wheel LF and the slip rate of the right front wheel RF are both greater than the preset slip rate, the second motor controller MCU2 controls the second drive motor M2 to reduce the output torque and sends an output torque value signal to the vehicle controller and brake controller 521 of the electric vehicle 50.

[0103] In one embodiment, in response to the speed difference between the first drive motor M1 and the second drive motor M2 being greater than a preset speed difference, the first motor controller MCU1 instructs the brake controller 521 to control the wheel-end brake device of the left rear wheel LR and the wheel-end brake device of the right rear wheel RR to brake the left rear wheel LR and the right rear wheel RR respectively, and the second motor controller MCU2 instructs the brake controller 521 to control the wheel-end brake device of the left front wheel LF and the wheel-end brake device of the right front wheel RF to brake the left front wheel LF and the right front wheel RF respectively. Based on this, when the speed difference between the drive motors on the two axles of the electric vehicle 50 is too large, the brake controller 521 can prevent the electric vehicle from swaying by pre-braking in advance.

[0104] In one embodiment, when the yaw angle of the electric vehicle 50 exceeds a reference angle, the first motor controller MCU1 or the second motor controller MCU2 may also instruct the electric power steering motor to output a steering intervention torque to adjust the steering angle of the electric vehicle 50, thereby limiting the yaw angle of the electric vehicle to allow the electric vehicle to drive more smoothly.

[0105] In one embodiment, the braking force output by the wheel-end braking device corresponding to the wheel that needs to be braked during the turning process of the electric vehicle 50 can be adjusted according to the turning angle of the electric vehicle 50 and the yaw angular velocity of the electric vehicle to ensure that the power and yaw amplitude of the electric vehicle meet the requirements.

[0106] Embodiment 4

[0107] In one embodiment, if Fig. 9 As shown, the powertrain of the electric vehicle 50 may include a first drive motor M1, a second drive motor M2, a first motor controller MCU1, a second motor controller MCU2, a third drive motor M3, and a third motor controller MCU3. The first motor controller MCU1 controls the first drive motor M1 to drive the left rear wheel LR on the rear axle of the electric vehicle 50, the second motor controller MCU2 controls the second drive motor M2 to drive the right rear wheel RR on the rear axle of the electric vehicle 50, and the third motor controller MCU3 controls the third drive motor M3 to drive the left front wheel LF and the right front wheel RF on the front axle of the electric vehicle 50.

[0108] In this scenario, the first motor controller MCU1 can calculate the slip rate according to the rotary transformer signal of the first drive motor M1. The second motor controller MCU2 can calculate the slip rate according to the rotary transformer signal of the second drive motor M2. The third motor controller MCU3 needs to calculate the slip rates of the corresponding two wheels in accordance with the method described in the first embodiment.

[0109] In one embodiment, the first motor controller MCU1 and the second motor controller MCU2 can instruct the brake controller 521 to control the corresponding wheel-end brake device to brake the left rear wheel LR and the right rear wheel RR in the manner of the second embodiment, and the embodiment of the present application is not described in detail here. The first motor controller MCU1 and the second motor controller MCU2 can also control the first drive motor M1 and the second drive motor M2 in the manner of the second embodiment, and the embodiment of the present application is not described in detail here.

[0110] Embodiment 5

[0111] In one embodiment, if Fig.10As shown, the powertrain of the electric vehicle 50 may include a first drive motor M1, a second drive motor M2, a first motor controller MCU1, a second motor controller MCU2, a third drive motor M3, a third motor controller MCU3, a fourth drive motor M4, and a fourth motor controller MCU4. Among them, the first motor controller MCU1 controls the first drive motor M1 to drive the left rear wheel LR on the rear axle of the electric vehicle 50, the second motor controller MCU2 controls the second drive motor M2 to drive the right rear wheel RR on the rear axle of the electric vehicle 50, the third motor controller MCU3 controls the third drive motor M3 to drive the left front wheel LF on the front axle of the electric vehicle 50, and the fourth motor controller MCU4 controls the fourth drive motor M4 to drive the right front wheel RF on the front axle of the electric vehicle 50. In this scenario, the four motor controllers can all calculate the slip rate of the corresponding wheels through the rotary transformer signals of the corresponding drive motors.

[0112] In one embodiment, if the slip rate of one wheel of the electric vehicle 50 is greater than the preset slip rate and the slip rates of the other three wheels are less than the preset slip rate, the motor controller corresponding to the one wheel instructs the brake controller 521 to control the corresponding wheel-end brake device to brake the one wheel, and the four motor controllers control the four drive motors to keep the output torque unchanged. The preset slip rate can range from 0 to 10%. The specific value of the preset slip rate can be determined based on experimental data in various scenarios.

[0113] For example, if the slip rate of the left front wheel LF is greater than the preset slip rate and the slip rate of the left rear wheel RR, the slip rate of the right front wheel RF and the slip rate of the right rear wheel RR are all less than the preset slip rate, the third motor controller MCU3 instructs the brake controller 521 to control the wheel-end brake device of the left front wheel LF to brake the left front wheel LF, the first motor controller MCU1 controls the first drive motor M1 to keep the output torque unchanged, the second motor controller MCU2 controls the second drive motor M2 to keep the output torque unchanged, the third motor controller MCU3 controls the third drive motor M3 to keep the output torque unchanged, and the fourth motor controller MCU4 controls the first drive motor M4 to keep the output torque unchanged.

[0114] In one embodiment, if the slip rate of the two wheels on the right side or the left side of the electric vehicle 50 is greater than the preset slip rate and the slip rate of the two wheels on the other side of the electric vehicle is less than the preset slip rate, the motor controllers corresponding to the two wheels whose wheel slip rates are greater than the preset slip rates instruct the brake controller 521 to control the corresponding two wheel-end braking devices to brake the corresponding two wheels, and the above-mentioned four motor controllers control the four drive motors to keep the output torque unchanged.

[0115] For example, if the slip rate of the left front wheel LF and the slip rate of the left rear wheel LR are both greater than the preset slip rate and the slip rate of the right front wheel RF and the slip rate of the right rear wheel RR are both less than the preset slip rate, the third motor controller MCU3 instructs the brake controller 521 to control the wheel-end brake device of the left front wheel LF to brake the left front wheel LF, the first motor controller MCU1 instructs the brake controller 521 to control the wheel-end brake device of the left rear wheel LR to brake the left rear wheel LR, the first motor controller MCU1 controls the first drive motor M1 to keep the output torque unchanged, the second motor controller MCU2 controls the second drive motor M2 to keep the output torque unchanged, the third motor controller MCU3 controls the third drive motor M3 to keep the output torque unchanged, and the fourth motor controller MCU4 controls the first drive motor M4 to keep the output torque unchanged.

[0116] In one embodiment, in response to the slip rate of the left front wheel LF and the slip rate of the right front wheel RF being greater than the preset slip rate, the third motor controller MCU3 controls the third drive motor M3 to reduce the output torque, and the fourth motor controller MCU4 controls the fourth drive motor M4 to reduce the output torque. In addition, the third motor controller MCU3 and the fourth motor controller MCU4 can also send output torque value signals to the vehicle controller and brake controller 521 of the electric vehicle.

[0117] In one embodiment, in response to the slip rate of the left rear wheel LR and the slip rate of the right rear wheel RR being greater than the preset slip rate, the first motor controller MCU1 controls the first drive motor M1 to reduce the output torque, and the second motor controller MCU2 controls the second drive motor M2 to reduce the output torque. In addition, the first motor controller MCU1 and the second motor controller MCU2 can also send output torque value signals to the vehicle controller and brake controller 521 of the electric vehicle.

[0118] In one embodiment, when the speed difference between any pair of diagonal driving motors in the electric vehicle 50 is greater than another preset speed difference, the motor controller corresponding to the above-mentioned two diagonal driving motors instructs the brake controller 521 to control the wheel-end brake devices of the two wheels driven by the above-mentioned two diagonal driving motors to brake the two wheels driven by the above-mentioned two diagonal driving motors respectively.

[0119] For example, when the speed difference between the first drive motor M1 and the fourth drive motor M4 corresponding to the left rear wheel LR and the right front wheel RF is greater than another preset speed difference, the first motor controller MCU1 instructs the brake controller 521 to control the corresponding wheel-end brake device to brake the left rear wheel FR, and the fourth motor controller MCU4 instructs the brake controller 521 to control the corresponding wheel-end brake device to brake the right front wheel RF.

[0120] In one embodiment, the magnitude of the braking force output by each wheel-end braking device 522 can be adjusted according to the gear position of the electric vehicle, the travel of the accelerator pedal, etc.

[0121] In one embodiment, the first motor controller MCU1, the second motor controller MCU2, the third motor controller MCU3 and the fourth motor controller MCU4 are connected through an internal bus communication. When the yaw angle of the electric vehicle 50 exceeds the reference angle, the first motor controller MCU1, the second motor controller MCU2, the third motor controller MCU3 or the fourth motor controller MCU4 may also instruct the electric power steering motor to output a steering intervention torque to adjust the steering angle of the electric vehicle 50, thereby limiting the yaw angle of the electric vehicle to make the electric vehicle run more smoothly.

[0122] In one embodiment, the braking force output by the wheel-end braking device corresponding to the wheel that needs to be braked during the turning process of the electric vehicle 50 can be adjusted according to the turning angle of the electric vehicle 50 and the yaw angular velocity of the electric vehicle to ensure that the power and yaw amplitude of the electric vehicle meet the requirements.

[0123] The present application provides an embodiment of a method for anti-skid control of an electric vehicle, Figure 8 For example, the anti-skid control method is used to control the four wheels 550 of the electric vehicle 50 when the electric vehicle 50 slips, and the wheels 550 include wheel-end brake devices 522 and drive motors M1 and M2 corresponding to the left front wheel LF, the right front wheel RF, the left rear wheel LR and the right rear wheel RR. The anti-skid control method includes controlling the wheel-end brake devices 522 corresponding to the two wheels on the same side to brake in response to slipping of two wheels on the same side of the electric vehicle, such as the left front wheel LF and the right front wheel RF and the left rear wheel LR and the right rear wheel RR; controlling the wheel-end brake devices 522 corresponding to the two wheels in the same row of the electric vehicle, such as the left front wheel LF and the right front wheel RF, to brake; and controlling the wheel-end brake devices 522 corresponding to the two wheels at the same diagonal of the electric vehicle, such as the left front wheel LF and the right rear wheel RR, to brake.

[0124] Accordingly, the electric vehicle 50 uses the anti-skid control method to control the electric vehicle while driving, and can perform braking control on the slip of the wheels on the same side, the slip of the wheels in the same row, and the slip of the diagonal wheels of the electric vehicle 50 respectively, thereby ensuring the driving stability of the vehicle in various slipping situations and improving the driving safety of the electric vehicle 50.

[0125] In one implementation of the anti-skid control method for an electric vehicle 50, Figure 8For example, the anti-skid control method includes: when the slope of the road on which the electric vehicle 50 is traveling is less than a preset slope value such as 5%, the front left front wheel LF and the right front wheel RF slip, the drive motor M2 corresponding to the front left front wheel LF and the right front wheel RF of the slipping row of wheels is controlled to reduce the output torque, and the drive motor M1 corresponding to the left rear wheel LR and the right rear wheel RR of the other row of wheels is controlled to keep the output torque unchanged; when the left front wheel LF and the left rear wheel LR of the left side wheels slip, the drive motor output torque corresponding to the left front wheel LF and the left rear wheel LR of the slipping side wheels is controlled to remain unchanged; when the diagonal left front wheel LF and the right rear wheel RR slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque; when the four wheels, the left front wheel LF, the right front wheel RF, the left rear wheel LR and the right rear wheel RR all slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque.

[0126] The corresponding torque control when other wheels in the same row, wheels on the same side and diagonal wheels slip can also be obtained according to the same control, which will not be repeated here.

[0127] Accordingly, the anti-skid control method of the electric vehicle 50 enables the electric vehicle 50 to timely control the driving torque according to the slipping conditions of different wheels when driving on a flat road, and adjust and control the driving torque of other non-skidding wheels at the same time. The electric vehicle 50 controls the driving motor corresponding to the slipping row of wheels to reduce the output torque, and controls the output torque of the driving motor corresponding to the other row of wheels to remain unchanged, which can ensure the driveability of the electric vehicle while suppressing the slipping of the same row. The electric vehicle 50 controls the output torque of the driving motor corresponding to the slipping side wheel to remain unchanged, which can effectively control the yaw of the electric vehicle in circles. When the diagonal wheel slips, the electric vehicle 50 controls the driving motors corresponding to the four wheels to reduce the output torque, and when all four wheels slip, the driving motors corresponding to the four wheels are controlled to reduce the output torque, thereby ensuring the driving safety of the electric vehicle 50 when slipping. The anti-skid control method enables the electric vehicle to quickly get rid of slipping and drive safely according to the actual torque control conditions in various slipping conditions on a flat road.

[0128] In another implementation form of the anti-skid control method for the electric vehicle 50, Figure 8 For example, the anti-skid control method also includes the following situation: when the left front wheel LF and the right rear wheel RR slip and the right front wheel RF and the left rear wheel LR do not slip, the speed of the right front wheel RF is greater than the speed of the left rear wheel LR and the difference between the two is greater than a first preset speed difference such as 80rpm, and the output torque of the drive motor M2 corresponding to the right front wheel RF is controlled to be reduced by a value greater than the output torque of the drive motor M2 corresponding to the left rear wheel LR within a third preset time length such as 0.3s.

[0129] The corresponding torque control situation when the other diagonal wheel slips can also be obtained according to the same control, which will not be repeated here.

[0130] Accordingly, the anti-skid control method of the electric vehicle 50 enables the electric vehicle 50 to, when the diagonal wheels slip while the diagonal wheels that do not slip have a speed difference that exceeds a preset limit, thereby affecting the stability of the electric vehicle and causing the electric vehicle to have a tendency to circle and yaw, the anti-skid control method can timely reversely suppress the yaw tendency of the electric vehicle by controlling the torque of the non-slipping wheels to reduce the speed torque.

[0131] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, Figure 8 For example, the anti-skid control method includes: when the slope of the road on which the electric vehicle is traveling is greater than a preset slope value such as 5%, and the electric vehicle 50 is traveling uphill, when the front left front wheel LF and the right front wheel RF slip, the drive motor M2 corresponding to the slipping front left front wheel LF and the right front wheel RF is controlled to reduce the output torque, and the drive motor M1 corresponding to the left rear wheel LR and the right rear wheel RR of the other row of wheels is controlled to increase the output torque; when the left front wheel LF and the left rear wheel LR of the left side wheels slip, the output torque of the drive motor corresponding to the left front wheel LF and the left rear wheel LR of the slipping side wheels is controlled to remain unchanged; when the diagonal left front wheel LF and the right rear wheel RR slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque; when the four wheels, the left front wheel LF, the right front wheel RF, the left rear wheel LR and the right rear wheel RR all slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque

[0132] The corresponding torque control when other wheels in the same row, wheels on the same side and diagonal wheels slip can also be obtained according to the same control, which will not be repeated here.

[0133] Accordingly, the anti-skid control method of the electric vehicle 50 enables the electric vehicle 50 to timely control the driving torque according to the slipping conditions of different wheels when driving uphill, and adjust and control the driving torque of other non-skidding wheels at the same time. The electric vehicle 50 controls the driving motor corresponding to the slipping row of wheels to reduce the output torque, and controls the driving motor corresponding to the other row of wheels to increase the output torque, which can ensure the drivability of the electric vehicle 50 on the slope while suppressing the slipping of the same row. The electric vehicle 50 controls the driving motor corresponding to the slipping side wheel to keep the output torque unchanged, which can effectively control the yaw of the electric vehicle in circles. When the diagonal wheel slips, the electric vehicle 50 controls the driving motors corresponding to the four wheels to reduce the output torque, and when all four wheels slip, the driving motors corresponding to the four wheels are controlled to reduce the output torque, thereby ensuring the driving safety of the electric vehicle 50 when slipping. The anti-skid control method enables the electric vehicle to quickly get rid of slipping and drive safely according to the actual torque control conditions in various slipping conditions on the uphill.

[0134] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, Figure 8 For example, the anti-skid control method also includes the case where the left front wheel LF and the right rear wheel RR slip and the right front wheel RF and the left rear wheel LR do not slip, the speed of the right front wheel RF is greater than the speed of the left rear wheel LR and the difference between the two is greater than a second preset speed difference such as 100rpm, the output torque of the drive motor M2 corresponding to the right front wheel RF is controlled to be greater than the reduction value of the output torque of the drive motor M2 corresponding to the left rear wheel LR within a third preset time length such as 0.3s, and the second preset speed difference when going uphill is greater than the first preset speed difference when driving on a flat road.

[0135] The corresponding torque control situation when the other diagonal wheel slips can also be obtained according to the same control, which will not be repeated here.

[0136] Correspondingly, the anti-skid control method of the electric vehicle 50 can enable the electric vehicle 50 to, when the diagonal wheels slip while the non-slipping diagonal wheels have a speed difference exceeding a preset limit, thereby affecting the stability of the electric vehicle and causing the electric vehicle to have a tendency to turn in circles and yaw, the anti-skid control method can utilize the influence of the gravity of the electric vehicle to timely control the torque of the non-slipping wheels to reduce the speed torque and reversely suppress the yaw tendency of the electric vehicle.

[0137] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, Figure 8For example, the anti-skid control method also includes the following: when the slope of the road on which the electric vehicle 50 is traveling is greater than a preset slope value such as 5%, when the electric vehicle is traveling downhill, if the left front wheel LF and the right front wheel RF of the front row of wheels slip, the drive motor M2 corresponding to the left front wheel LF and the right front wheel RF of the front row of wheels that slip is controlled to reduce the output torque, and the drive motor M1 corresponding to the left rear wheel LR and the right rear wheel RR of the other row of wheels is controlled to reduce the output torque; when the left front wheel LF and the left rear wheel LR of the left side wheels slip, the output torque of the drive motor corresponding to the left front wheel LF and the left rear wheel LR of the slipping side is controlled to remain unchanged; when the left front wheel LF and the right rear wheel RR of the diagonal wheels slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque; when the left front wheel LF, the right front wheel RF, the left rear wheel LR and the right rear wheel RR of the four wheels all slip, the drive motors M1 and M2 corresponding to the four wheels are controlled to reduce the output torque.

[0138] The corresponding torque control when other wheels in the same row, wheels on the same side and diagonal wheels slip can also be obtained according to the same control, which will not be repeated here.

[0139] Accordingly, the anti-skid control method of the electric vehicle 50 enables the electric vehicle 50 to timely control the driving torque according to the slipping conditions of different wheels when driving downhill, and adjust and control the driving torque of other non-skidding wheels at the same time. The electric vehicle 50 controls the driving motor corresponding to the slipping row of wheels to reduce the output torque, and controls the driving motor corresponding to the other row of wheels to reduce the output torque, which can reduce the driveability of the electric vehicle 50 when going downhill while suppressing the slipping of the same row. The electric vehicle 50 controls the driving motor corresponding to the slipping side wheel to keep the output torque unchanged, which can effectively control the yaw of the electric vehicle when turning in circles. When the diagonal wheel slips, the electric vehicle 50 controls the driving motor corresponding to the four wheels to reduce the output torque, and when all four wheels slip, the driving motor corresponding to the four wheels is controlled to reduce the output torque, thereby ensuring the driving safety of the electric vehicle 50 when slipping. The anti-skid control method enables the electric vehicle to quickly get rid of slipping and drive safely according to the actual torque control conditions in various slipping conditions when going downhill.

[0140] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, Figure 8For example, the anti-skid control method also includes the case where the left front wheel LF and the right rear wheel RR slip and the right front wheel RF and the left rear wheel LR do not slip, the speed of the right front wheel RF is greater than the speed of the left rear wheel LR and the difference between the two is greater than a third preset speed difference such as 50rpm, the output torque of the drive motor M2 corresponding to the right front wheel RF is controlled to be greater than the reduction value of the output torque of the drive motor M2 corresponding to the left rear wheel LR within a third preset time length such as 0.3s, and the third preset speed difference when going downhill is greater than the first preset speed difference when driving on a flat road.

[0141] The corresponding torque control situation when the other diagonal wheel slips can also be obtained according to the same control, which will not be repeated here.

[0142] Accordingly, the anti-skid control method of the electric vehicle 50 can enable the electric vehicle 50 to, when the diagonal wheels slip while the non-slip diagonal wheels have a speed difference exceeding a preset limit, thereby affecting the stability of the electric vehicle and causing the electric vehicle to have a tendency to turn in circles and yaw, take into account that the gravity of the electric vehicle will appropriately accelerate the yaw effect of the electric vehicle and timely control the torque of the non-slip wheels to reduce the speed torque to reversely suppress the yaw tendency of the electric vehicle.

[0143] In another implementation form of the anti-skid control method for an electric vehicle provided in the third aspect, Fig.11 For example, the anti-skid control method includes responding to slippage of any wheel of the electric vehicle, such as the left front wheel LF, the right front wheel RF, the left rear wheel LR and the right rear wheel RR, by controlling the drive motors corresponding to the four wheels not to respond to the torque output value signal indicated by the accelerator pedal 800 of the electric vehicle within a fourth time length, such as 2s.

[0144] Accordingly, when the electric vehicle 50 slips, if the electric vehicle continues to accelerate, it will be more likely to become instable. At this time, the anti-skid control method of the electric vehicle 50 can enable the electric vehicle 50 to adaptively adjust the torque and brake by relying on one or more of the motor controllers MCU1, MCU2, MCU3, and MCU4 when the vehicle road slips, thereby enhancing the safety and stability of the anti-skid control and accelerating the anti-skid control.

[0145] The embodiments listed in this application are only a part of this application. Those skilled in the art can obtain other anti-skid control embodiments based on the inventive concept of this application, which will not be repeated here.

[0146] In summary, the embodiments of the present application provide a motor controller, a powertrain, and an electric vehicle, which are applied to the field of electric vehicle technology to achieve faster suppression of electric vehicle slippage. Among them, the motor controller is directly connected to the brake controller for communication, and the brake controller is used to control the four wheel-end brake devices of the electric vehicle. The motor controller can control a drive motor of the electric vehicle to output torque to drive one or two wheels of the electric vehicle. In addition, the motor controller can instruct the brake controller to control the wheel-end brake device of the above-mentioned wheel to brake the above-mentioned wheel in response to the slip rate of a wheel driven by the above-mentioned drive motor being greater than the preset slip rate. Based on this, when a wheel of the electric vehicle slips, the motor controller can directly control the brake controller, thereby reducing the time delay of slip suppression, so as to suppress wheel slippage more quickly.

[0147] In several embodiments provided in the present application, each functional module may be integrated into one device, or each module may exist physically separately, or two or more modules may be integrated into one device.

[0148] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A motor controller for an electric vehicle, characterized in that: The motor controller is used to control a driving motor to drive the electric vehicle and to control a plurality of wheel-end brake devices of the electric vehicle, wherein the plurality of wheel-end brake devices are respectively used to brake a plurality of wheels of the electric vehicle, and the motor controller is also used to: In the process of controlling the one driving motor to drive the electric vehicle, in response to slippage of one of the multiple wheels, a wheel-end braking device corresponding to the one wheel is controlled to brake the one wheel.

2. The motor controller according to claim 1, characterized in that: The motor controller is used to: The slip rate of the one wheel is calculated by using the motor speed signal output by the rotary transformer of the one driving motor; or, Obtaining the slip rate of the one wheel through a motor speed signal output by the rotary transformer signal of the one driving motor and a wheel speed signal of the one wheel; The plurality of wheel-end brake devices are controlled by a brake controller of the electric vehicle to brake the plurality of wheels respectively.

3. The motor controller according to any one of claims 1 to 2, characterized in that: The motor controller is also used for: When one of the wheels slips, the slip rate of the wheel at a second moment is greater than the slip rate at a first moment, and the braking force output by the wheel-end braking device controlling the one wheel at the second moment is greater than the braking force output at the first moment.

4. The motor controller according to claim 3, characterized in that: The motor controller is also used for: When the one wheel slips, the slip rate of the one wheel at the third moment is less than the slip rate at the second moment, and the drive motor corresponding to the one wheel is controlled to reduce the output torque.

5. The motor controller according to any one of claims 1 to 4, characterized in that: The motor controller is also used for: When one of the wheels slips, the wheel-end brake device corresponding to the one wheel is controlled to brake the one wheel so that the rotation speed of the one wheel is reduced to a preset rotation speed, and the difference between the preset rotation speed and the rotation speed of the wheels in the same row of the one wheel is less than the preset rotation speed difference.

6. The motor controller according to any one of claims 1 to 5, characterized in that: The one driving motor is also used to drive the two front wheels or the two rear wheels of the electric vehicle, and the motor controller is used to: In response to the two front wheels or the two rear wheels both slipping, the one driving motor is controlled to reduce output torque.

7. A powertrain, characterized in that: The powertrain comprises a driving motor and a motor controller according to any one of claims 1 to 6, and the powertrain is used to drive two front wheels or two rear wheels in the electric vehicle.

8. A method for anti-skid control of an electric vehicle, characterized in that: The anti-skid control method is used to control the wheel end brake devices and the drive motors corresponding to the four wheels of the electric vehicle when the electric vehicle slips. The anti-skid control method includes: In response to the two wheels on the same side of the electric vehicle slipping, controlling the wheel-end brake devices corresponding to the two wheels on the same side to brake; In response to the two wheels in the same row of the electric vehicle slipping, controlling the wheel-end brake devices corresponding to the two wheels in the same row to brake; In response to the two wheels at the same diagonal of the electric vehicle slipping, the wheel-end brake devices corresponding to the two wheels at the same diagonal are controlled to brake.

9. The method for anti-skid control of an electric vehicle according to claim 8, characterized in that: The anti-skid control method comprises: When the slope of the road on which the electric vehicle is traveling is less than the preset slope value: When any of the front row of wheels and the rear row of wheels slips, the drive motor corresponding to the slipping row of wheels is controlled to reduce the output torque, and the drive motor corresponding to the other row of wheels is controlled to keep the output torque unchanged; When any one of the left wheel and the right wheel slips, the output torque of the drive motor corresponding to the slipping wheel is controlled to remain unchanged; When any pair of the two pairs of diagonal wheels slips, the drive motors corresponding to the four wheels are controlled to reduce output torque; When all four wheels slip, the corresponding drive motors of the four wheels are controlled to reduce the output torque. 。 10. The method for anti-skid control of an electric vehicle according to claim 9, characterized in that: The anti-skid control method further comprises: When the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the rotation speed of the right front wheel is greater than the rotation speed of the left rear wheel and the difference between the two is greater than a first preset rotation speed difference, and the reduction value of the output torque of the drive motor corresponding to the right front wheel within a third preset time length is controlled to be greater than the reduction value of the output torque of the drive motor corresponding to the left rear wheel within the third preset time length.

11. The method for anti-skid control of an electric vehicle according to claim 8, characterized in that: The anti-skid control method comprises: When the slope of the road on which the electric vehicle is traveling is greater than the preset slope value and the electric vehicle is traveling uphill: When any of the front row of wheels and the rear row of wheels slips, the drive motor corresponding to the slipping row of wheels is controlled to reduce the output torque, and the drive motor corresponding to the other row of wheels is controlled to increase the output torque; When any one of the left wheel and the right wheel slips, the output torque of the drive motor corresponding to the slipping wheel is controlled to remain unchanged; When any pair of the two pairs of diagonal wheels slips, the drive motors corresponding to the four wheels are controlled to reduce output torque; When the four wheels all slip, the corresponding drive motors of the four wheels are controlled to reduce the output torque.

12. The method for anti-skid control of an electric vehicle according to claim 11, characterized in that: The anti-skid control method further comprises: When the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the rotation speed of the right front wheel is greater than the rotation speed of the left rear wheel and the difference between the two is greater than the second preset speed difference, the output torque of the drive motor corresponding to the right front wheel is controlled to decrease by a value greater than the output torque of the drive motor corresponding to the left rear wheel within the third preset time length, and the second preset speed difference is greater than the first preset speed difference.

13. The anti-skid control method for an electric vehicle according to claim 8, characterized in that: The anti-skid control method further comprises: The slope of the road on which the electric vehicle is traveling is greater than the preset slope value, and when the electric vehicle is traveling downhill: When any of the front row of wheels and the rear row of wheels slips, the drive motor corresponding to the slipping row of wheels is controlled to reduce the output torque, and the drive motor corresponding to the other row of wheels is controlled to reduce the output torque; When any one of the left wheel and the right wheel slips, the output torque of the drive motor corresponding to the slipping wheel is controlled to remain unchanged; When any pair of the two pairs of diagonal wheels slips, the drive motors corresponding to the four wheels are controlled to reduce output torque; When the four wheels all slip, the corresponding drive motors of the four wheels are controlled to reduce the output torque.

14. The method for anti-skid control of an electric vehicle according to claim 13, characterized in that: The anti-skid control method comprises: When the left front wheel and the right rear wheel slip and the right front wheel and the left rear wheel do not slip, the rotation speed of the right front wheel is greater than the rotation speed of the left rear wheel and the difference between the two is greater than the third preset speed difference, the reduction value of the output torque of the drive motor corresponding to the right front wheel within the third preset time period is controlled to be greater than the reduction value of the output torque of the drive motor corresponding to the left rear wheel within the third preset time period, and the third preset speed difference is smaller than the first preset speed difference.

15. The method for anti-skid control of an electric vehicle according to any one of claims 8 to 14, characterized in that: The anti-skid control method comprises: In response to slippage of any one of the wheels of the electric vehicle, the drive motors corresponding to the four wheels are controlled not to respond to the torque output value signal indicated by the accelerator pedal of the electric vehicle within a fourth time period.

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