Vehicle anti-skid control method and device, vehicle, storage medium and program product

Abstract

The invention discloses a vehicle anti-slip control method, a vehicle anti-slip control device, a vehicle, a storage medium and a computer program product, and relates to the technical field of vehicle anti-slip. When it is determined that the vehicle has a slip trend, feedforward control over torque adjustment is conducted on the rotating speed of a motor; after the vehicle slips, the current control stage is determined based on the rotating speed of the motor, and feedback control is conducted on the rotating speed of the motor through the correction coefficient of the current control stage; and then the latest motor request torque obtained through the feedforward control or the feedback control is output to the vehicle motor. Therefore, compared with an existing anti-slip control strategy, the anti-slip control method has the advantages that the vehicle slip working conditions are finely divided, and the improved feedforward control or feedback control is further adopted under different slip working conditions for anti-slip, so that the anti-slip control method adapts to the complex and changeable vehicle slip working conditions, the applicability of the anti-slip control strategy is improved, and the anti-slip effect is improved. And finally, the vehicle is quickly and accurately controlled in a stable state.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle anti-skid, and in particular to a vehicle anti-skid control method, a vehicle anti-skid control device, a vehicle, a storage medium and a computer program product. Background Art

[0002] At present, when performing vehicle skidding control, there are the following anti-skid control strategies: one is an active drive anti-skid control strategy, which actively controls the slip rate of each driving wheel and starts to control the wheel torque before the wheel slips; the other is a passive drive anti-skid control strategy, which can passively control the wheel slip rate after identifying the wheel slip; and there is also an active and passive collaborative drive anti-skid control, which achieves the effect of drive anti-skid by cooperating between active drive anti-skid control and passive drive anti-skid control.

[0003] However, when faced with complex and changeable vehicle skidding conditions, the above-mentioned existing anti-skid control strategies are still not sophisticated enough and difficult to adapt to, making it difficult to quickly and accurately control the vehicle in a stable state, and the anti-skid effect still has room for improvement.

[0004] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0005] The main purpose of the present application is to provide a vehicle anti-skid control method, a vehicle anti-skid control device, a vehicle, a storage medium and a computer program product, aiming to solve the technical problem that the current anti-skid control strategy has poor applicability.

[0006] To achieve the above objectives, the present application proposes a vehicle anti-skid control method, the vehicle anti-skid control method comprising:

[0007] Obtain the actual motor speed, feedforward control threshold speed and motor target speed of the vehicle;

[0008] If the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed, a proportional coefficient between the actual motor speed and the feedforward control threshold speed and the motor target speed is calculated, and based on the motor torque and the proportional coefficient, the motor speed is feedforward controlled to obtain a first motor request torque and output the first motor request torque to the vehicle motor;

[0009] If the actual motor speed of the vehicle is greater than the target motor speed, the current control stage is determined based on the motor speed, the motor speed is feedback controlled using the correction coefficient of the current control stage, the second motor requested torque is obtained, and the second motor requested torque is output to the vehicle motor.

[0010] In one embodiment, the step of performing feedforward control on the motor speed based on the motor torque and the proportional coefficient to obtain the first motor requested torque includes:

[0011] Determine the torque difference between the motor's pending torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0012] Determining a torque adjustment amount based on the to-be-determined torque of the motor based on the proportional coefficient and the torque difference;

[0013] The torque adjustment amount is added to the pending torque of the motor to obtain the first motor requested torque.

[0014] In one embodiment, the step of calculating the proportionality coefficient between the actual motor speed and the feedforward control threshold speed and the motor target speed comprises:

[0015] Acquire a first speed difference between the motor target speed and the motor actual speed in the previous control cycle, and a second speed difference between the motor target speed and the feedforward control threshold speed;

[0016] The ratio of the first rotation speed difference to the second rotation speed difference is used as a proportionality coefficient.

[0017] In one embodiment, the step of determining the current control stage based on the motor speed includes:

[0018] Calculate the speed deviation between the actual speed of the motor and the target speed of the motor and the speed change rate of the motor;

[0019] The current control stage is determined by the speed deviation and the motor speed change rate.

[0020] In one embodiment, the step of performing feedback control on the motor speed by using the correction coefficient of the current control stage to obtain the requested torque of the second motor includes:

[0021] Correct the PID control parameters through the correction coefficient of the current control stage;

[0022] The requested torque of the second motor is calculated by using the corrected PID control parameters and the speed deviation between the actual speed of the motor and the target speed of the motor in the current control stage.

[0023] In one embodiment, the step of obtaining the target speed of the motor of the vehicle includes:

[0024] Mapping a first speed based on a motor reference speed converted from a vehicle reference speed;

[0025] Mapping a second rotation speed based on the longitudinal acceleration and the lateral acceleration of the vehicle;

[0026] Based on the road adhesion coefficient, the third speed is mapped;

[0027] A target speed of the motor of the vehicle is determined based on the first speed, the second speed and the third speed.

[0028] In addition, to achieve the above-mentioned purpose, the present application also proposes a vehicle anti-skid control device, the vehicle anti-skid control device comprising:

[0029] An acquisition module is used to acquire the actual motor speed, feedforward control threshold speed and motor target speed of the vehicle;

[0030] a first control module, configured to perform feedforward control on the motor speed based on the motor torque and the variable attenuation coefficient to obtain a first motor request torque and output the first motor request torque to the vehicle motor if the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed;

[0031] The second control module is used to determine the current control stage based on the motor speed if the actual motor speed of the vehicle is greater than the motor target speed, perform feedback control on the motor speed through the correction coefficient of the current control stage, obtain the second motor request torque and output the second motor request torque to the vehicle motor.

[0032] In addition, to achieve the above objectives, the present application also proposes a vehicle, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle anti-skid control method as described above.

[0033] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle anti-skid control method described above are implemented.

[0034] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle anti-skid control method as described above are implemented.

[0035] One or more technical solutions proposed in this application have at least the following technical effects:

[0036] In this application, a vehicle anti-skid control method based on motor speed is proposed. When it is determined that the vehicle has a tendency to skid, the motor speed is feedforward controlled to adjust the torque; after the vehicle has skidded, the current control stage is determined based on the motor speed, and the motor speed is feedback controlled through the correction coefficient of the current control stage; then, the latest motor request torque obtained by the feedforward control or feedback control is output to the vehicle motor.

[0037] Among them, in the feedforward control, a proportional system is added to adjust the requested torque; in the feedback control, the control parameters are corrected based on the correction coefficient of the current control stage, and feedback control is performed through the corrected control parameters.

[0038] Therefore, compared with the existing anti-skid control strategy, through the refined division of vehicle skidding conditions, the modified feedforward control or feedback control is further adopted to prevent skidding under different skidding conditions, thereby adapting to the complex and changeable vehicle skidding conditions, improving the applicability of the anti-skid control strategy, and finally controlling the vehicle quickly and accurately in a stable state. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0040] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 A schematic diagram of a flow chart provided for an embodiment of a vehicle anti-skid control method of the present application;

[0042] Figure 2 A schematic diagram of feedforward control provided for an embodiment of the vehicle anti-skid control method of the present application;

[0043] Figure 3 A schematic diagram of feedback control provided for an embodiment of the vehicle anti-skid control method of the present application;

[0044] Figure 4 This is a schematic diagram of conventional PID control;

[0045] Figure 5 An improved PID control schematic diagram provided for the vehicle anti-skid control method embodiment of the present application;

[0046] Figure 6 This is a schematic diagram of the module structure of the vehicle anti-skid control device according to an embodiment of the present application;

[0047] Figure 7 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle anti-skid control method in the embodiment of the present application.

[0048] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0049] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0050] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device, a vehicle, etc. capable of realizing the above functions. The following takes a vehicle as an example to illustrate this embodiment and the following embodiments.

[0051] The present application provides a vehicle anti-skid control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle anti-skid control method of the present application.

[0052] In this embodiment, the vehicle anti-skid control method includes steps S10 to S30:

[0053] Step S10, obtaining the actual motor speed, the feedforward control threshold speed and the motor target speed of the vehicle;

[0054] It should be noted that the actual motor speed is obtained through data collection; the feedforward control threshold speed can be obtained through actual vehicle experimental calibration, and different feedforward control threshold values ​​can be obtained through calibration under different test conditions. For example, under certain conditions, power performance is prioritized, and a higher feedforward control threshold value is obtained through calibration; under certain conditions, stability is prioritized, and a lower feedforward control threshold value is obtained through calibration.

[0055] In a feasible implementation manner, the step of obtaining the target speed of the motor of the vehicle includes:

[0056] Mapping a first speed based on a motor reference speed converted from a vehicle reference speed;

[0057] Mapping a second rotation speed based on the longitudinal acceleration and the lateral acceleration of the vehicle;

[0058] Based on the road adhesion coefficient, the third speed is mapped;

[0059] A target speed of the motor of the vehicle is determined based on the first speed, the second speed, and the third speed.

[0060] In this embodiment, first, the longitudinal speed of the vehicle body is calculated, referred to as the reference speed, where the reference speed can be a signal collected by GPS, or a speed estimated based on the longitudinal acceleration Ax, lateral acceleration Ay, yaw acceleration sensor and wheel speed sensor. Considering that the motor and the drive wheel are connected through a reducer, the reference speed can be converted into the motor speed, called the motor reference speed, which is obtained by the following formula:

[0061]

[0062] Where nMotRef is the reference speed of the motor, Vx is the reference vehicle speed, r is the wheel rolling radius, and i is the reduction ratio.

[0063] Then, the first speed Slip1 is obtained based on the motor reference speed mapping, the speed Slip2 is obtained based on the longitudinal acceleration Ax mapping, the speed Slip3 is obtained based on the lateral acceleration Ax mapping, and the third speed Slip4 is obtained based on the road adhesion coefficient mapping. It should be noted that the above mapping can be achieved through the one-dimensional table parameters obtained by pre-calibration; the first, second, and third speeds are mapped separately instead of uniformly mapped, for the following considerations: it is easy to perform pre-calibration tests on real vehicles and improve the accuracy of calibration; in addition, when pre-calibrating, the mapping relationship between the motor reference speed and the first speed, between the longitudinal acceleration and lateral acceleration and the second speed, and between the road adhesion coefficient and the third speed can be determined through the experience of real vehicle calibration.

[0064] Finally, refer to the following formula to determine the vehicle's motor target speed nMotTar:

[0065]

[0066] That is, the target speed of the motor of the vehicle is the sum of the first speed, the second speed, and the third speed.

[0067] In one embodiment, after obtaining the actual motor speed, the feedforward control threshold speed, and the motor target speed of the vehicle, it is possible to determine whether the vehicle is slipping based on the speed. When the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed, it is determined that the vehicle has a slipping tendency and is about to slip. When the actual motor speed is greater than the motor target speed, it is determined that the vehicle has slipped.

[0068] Step S20, if the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed, a proportionality coefficient between the actual motor speed, the feedforward control threshold speed and the motor target speed is calculated, and based on the motor torque and the proportionality coefficient, the motor speed is feedforward controlled to obtain a first motor request torque and output the first motor request torque to the vehicle motor;

[0069] When it is determined that the vehicle has a tendency to slip or is about to slip, the motor speed is feedforward controlled based on the motor torque and the proportional coefficient to obtain and output the first motor request torque to the vehicle motor, thereby reducing the possibility of vehicle slipping and avoiding vehicle slipping.

[0070] In a feasible implementation manner, the step of calculating the proportionality coefficient between the actual motor speed and the feedforward control threshold speed and the motor target speed includes:

[0071] Acquire a first speed difference between the motor target speed and the motor actual speed in the previous control cycle, and a second speed difference between the motor target speed and the feedforward control threshold speed;

[0072] The ratio of the first rotation speed difference to the second rotation speed difference is used as a proportionality coefficient.

[0073] The proportionality coefficient is calculated according to the following formula:

[0074]

[0075] Wherein, nMotTar is the motor target speed, nMotAct is the motor actual speed, nMotThr is the feedforward control threshold value, nMotTar-nMotAct is the first speed difference between the motor target speed and the motor actual speed of the previous control cycle, nMotTar-nMotThr is the second speed difference between the motor target speed and the feedforward control threshold speed, and fac is the proportional coefficient.

[0076] Reference Figure 2 The proportional coefficient fac is a variable attenuation coefficient, which indicates whether the actual motor speed is closer to the motor target speed or the feedforward control threshold speed in the feedforward control area.

[0077] In a feasible implementation manner, the step of performing feedforward control on the motor speed based on the motor torque and the proportional coefficient to obtain the first motor requested torque includes:

[0078] Determine the torque difference between the motor's pending torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0079] Determining a torque adjustment amount based on the to-be-determined torque of the motor based on the proportional coefficient and the torque difference;

[0080] The torque adjustment amount is added to the pending torque of the motor to obtain the first motor requested torque.

[0081] When the motor speed enters feedforward control, the motor target request torque is calculated by referring to the following formula:

[0082] TMotReq=TMot(k-1)+fac*(TMot(k)-TMot(k-1))

[0083] =TMot(k-1)(1-fac)+fac*TMot(k)

[0084] Where TMotReq is the motor target torque, k is the discrete time, TMot(k-1) is the actual motor torque of the previous control cycle, TMot(k) is the motor torque to be determined in the current control cycle, fac is the variable attenuation coefficient, and fac*(TMot(k)-TMot(k-1)) is the torque adjustment amount and the torque change in the current cycle compared with the previous cycle.

[0085] It should be noted that the discrete time k represents a minimum control cycle; the motor's pending torque TMot(k) of the current control cycle is the actual torque value of the current control cycle, which is the default torque value output to the vehicle motor before feedforward control is added to prevent the motor from being limited by torque, generally a maximum torque value, such as 20,000 Nm.

[0086] As described above, in the feedforward control, a proportional coefficient is added to adjust the requested torque. Since the proportional coefficient includes the proportional relationship between the actual motor speed and the motor target speed and the feedforward control threshold speed and the speed change trend, the applicability of the feedforward control to the actual working conditions of the vehicle is further increased, and the vehicle can be quickly and accurately controlled in a stable state.

[0087] Step S30, if the actual motor speed of the vehicle is greater than the target motor speed, the current control stage is determined based on the motor speed, the motor speed is feedback controlled by the correction coefficient of the current control stage, the second motor request torque is obtained and the second motor request torque is output to the vehicle motor.

[0088] After determining that the vehicle has slipped, the current control stage is determined based on the motor speed, the motor speed is feedback controlled using the correction coefficient of the current control stage, and the second motor request torque is obtained and output to the vehicle motor, thereby quickly and accurately controlling the vehicle to a stable state.

[0089] In a feasible implementation manner, the step of determining the current control stage based on the motor speed includes:

[0090] Calculate the speed deviation between the actual speed of the motor and the target speed of the motor and the speed change rate of the motor;

[0091] The current control stage is determined by the speed deviation and the motor speed change rate.

[0092] Through the speed deviation err between the actual motor speed and the target motor speed, and the motor speed change rate a, the drive wheel slip condition is divided into several different control stages, and the correction coefficient corresponding to each control stage is defined for the correction of PID parameters.

[0093] In one embodiment, referring to Figure 3 , the slip condition is divided into the following stages:

[0094] S1 stage: the motor speed change rate a is a positive value and is greater than a certain value (calibrated parameter), and the deviation err between the actual motor speed and the target motor speed is a positive value; the PID correction coefficient of this stage is defined as the constant FacS1.

[0095] S2 stage: the motor speed change rate a is positive and lower than that in S1 stage, and the deviation err between the actual motor speed and the target speed is positive; the PID correction coefficient of this stage is defined as the constant FacS2.

[0096] S3 stage: the motor speed change rate a is less than that in S2 stage, and the actual motor speed is near the motor target speed (the deviation err is less than a calibration parameter); the PID correction coefficient of this stage is defined as the constant FacS3.

[0097] S4 stage: the actual motor speed is lower than the motor target speed by a certain value (calibration parameter); the PID correction coefficient of this stage is defined as the constant FacS4.

[0098] S5 stage: the actual motor speed is close to the motor reference speed (the difference between the two is a calibration parameter); the PID correction coefficient of this stage is defined as the constant FacS5.

[0099] It should be noted that the division of the S1-5 stages and the definition of the constant FacS1-5 can be obtained through actual vehicle test calibration, that is, the specific values ​​can be determined based on the actual vehicle performance.

[0100] In addition, it should be noted that the actual motor speed is Figure 3 The dark blue curve in the figure shows that the motor speed change rate a is the differential value of the actual motor speed, which is Figure 3 The slope of the medium to dark blue curve.

[0101] In a feasible implementation manner, the step of performing feedback control on the motor speed by using the correction coefficient of the current control stage to obtain the requested torque of the second motor includes:

[0102] Correct the PID control parameters through the correction coefficient of the current control stage;

[0103] The requested torque of the second motor is calculated by using the corrected PID control parameters and the speed deviation between the actual speed of the motor and the target speed of the motor in the current control stage.

[0104] In this embodiment, feedback control adopts PID control, and the PID control parameter to be corrected can be any one of the proportional parameter, integral parameter and differential parameter, or any two of them, or all three parameters can be corrected at the same time. It should be noted that since PID control is linear control, but vehicle changes are nonlinear, it is necessary to correct the PID parameters individually or in combination according to the actual vehicle performance. Conventional PID control is as follows Figure 4 As shown, in one embodiment, referring to Figure 5 , correct the proportional parameters and integral parameters, and perform PID control through the corrected proportional parameters and integral parameters.

[0105] Feedback control deviation err is the speed deviation, which is calculated according to the following formula:

[0106] err = nMotAct - nMotTar

[0107] Where: err is the control deviation, nMotAct is the actual motor speed, and nMotTar is the target motor speed.

[0108] The discrete algorithm of PID torque control is as follows:

[0109] u (1) =k p err (k) +k i Σerr (k) +k d (err k -err k-1 )

[0110] Where: u (k) is the output at time k, err (k) is the deviation at time k, err k71 is the deviation at the previous moment k, p is the scale parameter, k i is the integration parameter, k d is the differential parameter.

[0111] It should be noted that the second motor request torque includes two parts, one of which is the motor torque calculated by PID feedback control, that is, the above-mentioned u (k) , and the other part is an initial motor torque, which can be calculated by the existing method. If there is no PID feedback control, the initial motor torque is directly output to the vehicle motor.

[0112] In addition, it should be noted that, referring to Figure 2 and Figure 3 Before the S1 stage of feedback control, theoretically, the actual motor speed has been made lower than the motor target speed through feedforward control. However, it does not mean that there are no conditions for feedback control after the execution of feedforward control. In fact, due to changes in road conditions such as road adhesion coefficient, road bumps, etc., the actual motor speed will still exceed the motor target speed, so feedback control is still needed.

[0113] At present, the torque reduction control scheme in the traditional vehicle control strategy generally adopts a set of PID control parameters, but the vehicle operating conditions are relatively complex. The speed and amount of wheel slippage vary greatly under different vehicle speeds and different road surfaces. A set of PID control parameters cannot be well applied to different conditions.

[0114] In the above, different feedback control stages are obtained in the feedback control, and the PID parameters are corrected by the correction coefficients of different feedback control stages, and the PID feedback control is performed by the corrected parameters. Different PID control parameters can be selected according to the dynamic changes of the motor speed, thereby further increasing the applicability of the feedback control to the actual working conditions of the vehicle, and controlling the vehicle quickly and accurately in a stable state.

[0115] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle anti-skid control method of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0116] This application also provides a vehicle anti-skid control device, please refer to Figure 6 , the vehicle anti-skid control device comprises:

[0117] An acquisition module 10 is used to acquire the actual motor speed, the feedforward control threshold speed and the motor target speed of the vehicle;

[0118] A first control module 20, configured to perform feedforward control on the motor speed based on the motor torque and the variable attenuation coefficient to obtain a first motor request torque and output the first motor request torque to the vehicle motor if the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed;

[0119] The second control module 30 is used to determine the current control stage based on the motor speed if the actual motor speed of the vehicle is greater than the motor target speed, perform feedback control on the motor speed through the correction coefficient of the current control stage, obtain the second motor request torque and output the second motor request torque to the vehicle motor.

[0120] In one embodiment, the first control module is further configured to:

[0121] Determine the torque difference between the motor's pending torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0122] Determining a torque adjustment amount based on the to-be-determined torque of the motor based on the proportional coefficient and the torque difference;

[0123] The torque adjustment amount is added to the pending torque of the motor to obtain the first motor requested torque.

[0124] In one embodiment, the first control module is further configured to:

[0125] Acquire a first speed difference between the motor target speed and the motor actual speed in the previous control cycle, and a second speed difference between the motor target speed and the feedforward control threshold speed;

[0126] The ratio of the first rotation speed difference to the second rotation speed difference is used as a proportionality coefficient.

[0127] In one embodiment, the second control module is further configured to:

[0128] Calculate the speed deviation between the actual speed of the motor and the target speed of the motor and the speed change rate of the motor;

[0129] The current control stage is determined by the speed deviation and the motor speed change rate.

[0130] In one embodiment, the second control module is further configured to:

[0131] Correct the PID control parameters through the correction coefficient of the current control stage;

[0132] The requested torque of the second motor is calculated by using the corrected PID control parameters and the speed deviation between the actual speed of the motor and the target speed of the motor in the current control stage.

[0133] In one embodiment, the acquisition module is further used for:

[0134] Mapping a first speed based on a motor reference speed converted from a vehicle reference speed;

[0135] Mapping a second rotation speed based on the longitudinal acceleration and the lateral acceleration of the vehicle;

[0136] Based on the road adhesion coefficient, the third speed is mapped;

[0137] A target speed of the motor of the vehicle is determined based on the first speed, the second speed and the third speed.

[0138] The vehicle anti-skid control device provided by the present application adopts the vehicle anti-skid control method in the above embodiment, which can solve the technical problem of poor applicability of the current anti-skid control strategy. Compared with the prior art, the beneficial effects of the vehicle anti-skid control device provided by the present application are the same as the beneficial effects of the vehicle anti-skid control method provided by the above embodiment, and the other technical features of the vehicle anti-skid control device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0139] The present application provides a vehicle, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle anti-skid control method in the above-mentioned embodiment 1.

[0140] Reference below Figure 7 , which shows a schematic diagram of a structure of a vehicle suitable for implementing the embodiment of the present application. The vehicle in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 7 The vehicle shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0141] like Figure 7As shown, the vehicle may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for vehicle operation are also stored. The processing device 1001, ROM1002, and RAM1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the vehicle to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows a vehicle with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0142] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0143] The vehicle provided by the present application adopts the vehicle anti-skid control method in the above embodiment, which can solve the technical problem of poor applicability of the current anti-skid control strategy. Compared with the prior art, the beneficial effects of the vehicle provided by the present application are the same as the beneficial effects of the vehicle anti-skid control method provided by the above embodiment, and other technical features in the vehicle are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0144] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0145] 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.

[0146] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the vehicle anti-skid control method in the above-mentioned embodiment.

[0147] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0148] The computer-readable storage medium may be included in the vehicle, or may exist independently without being installed in the vehicle.

[0149] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the vehicle, the vehicle: obtains the actual motor speed, feedforward control threshold speed and motor target speed of the vehicle; if the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed, calculates the proportional coefficient of the actual motor speed to the feedforward control threshold speed and the motor target speed, and based on the motor torque and the proportional coefficient, performs feedforward control on the motor speed to obtain a first motor request torque and output the first motor request torque to the vehicle motor; if the actual motor speed of the vehicle is greater than the motor target speed, determines the current control stage based on the motor speed, performs feedback control on the motor speed through the correction coefficient of the current control stage, obtains the second motor request torque and outputs the second motor request torque to the vehicle motor.

[0150] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0151] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0152] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0153] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned vehicle anti-skid control method, and can solve the technical problem that the current anti-skid control strategy has poor applicability. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the vehicle anti-skid control method provided by the above-mentioned embodiment, and will not be repeated here.

[0154] The present application also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the steps of the vehicle anti-skid control method as described above are implemented.

[0155] The computer program product provided by this application can solve the technical problem that the current anti-skid control strategy has poor applicability. Compared with the prior art, the beneficial effects of the computer program product provided by this application are the same as the beneficial effects of the vehicle anti-skid control method provided by the above embodiment, which will not be repeated here.

[0156] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle anti-skid control method, characterized in that: The vehicle anti-skid control method comprises: Obtain the actual motor speed, feedforward control threshold speed and motor target speed of the vehicle; If the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed, a proportional coefficient between the actual motor speed and the feedforward control threshold speed and the motor target speed is calculated, and based on the motor torque and the proportional coefficient, the motor speed is feedforward controlled to obtain a first motor request torque and output the first motor request torque to the vehicle motor; If the actual motor speed of the vehicle is greater than the target motor speed, the current control stage is determined based on the motor speed, the motor speed is feedback controlled using the correction coefficient of the current control stage, the second motor requested torque is obtained, and the second motor requested torque is output to the vehicle motor.

2. The vehicle anti-skid control method according to claim 1, characterized in that: The step of performing feedforward control on the motor speed based on the motor torque and the proportional coefficient to obtain the first motor requested torque comprises: Determine the torque difference between the motor's pending torque in the current control cycle and the motor's actual torque in the previous control cycle; Determining a torque adjustment amount based on the to-be-determined torque of the motor based on the proportional coefficient and the torque difference; The torque adjustment amount is added to the pending torque of the motor to obtain the first motor requested torque.

3. The vehicle anti-skid control method according to claim 1, characterized in that: The step of calculating the proportionality coefficient between the actual motor speed and the feedforward control threshold speed and the motor target speed comprises: Acquire a first speed difference between the motor target speed and the motor actual speed in the previous control cycle, and a second speed difference between the motor target speed and the feedforward control threshold speed; The ratio of the first speed difference to the second speed difference is used as a proportionality coefficient.

4. The vehicle anti-skid control method according to claim 1, characterized in that: The step of determining the current control stage based on the motor speed comprises: Calculate the speed deviation between the actual speed of the motor and the target speed of the motor and the speed change rate of the motor; The current control stage is determined by the speed deviation and the motor speed change rate.

5. The vehicle anti-skid control method according to claim 1, characterized in that: The step of performing feedback control on the motor speed by using the correction coefficient of the current control stage to obtain the requested torque of the second motor includes: Correct the PID control parameters through the correction coefficient of the current control stage; The requested torque of the second motor is calculated by using the corrected PID control parameters and the speed deviation between the actual speed of the motor and the target speed of the motor in the current control stage.

6. The vehicle anti-skid control method according to claim 1, characterized in that: The step of obtaining the target speed of the motor of the vehicle comprises: Mapping a first speed based on a motor reference speed converted from a vehicle reference speed; Mapping a second rotation speed based on the longitudinal acceleration and the lateral acceleration of the vehicle; Based on the road adhesion coefficient, the third speed is mapped; A target speed of the motor of the vehicle is determined based on the first speed, the second speed, and the third speed.

7. A vehicle anti-skid control device, characterized in that: The vehicle anti-skid control device comprises: An acquisition module is used to acquire the actual motor speed, the feedforward control threshold speed and the motor target speed of the vehicle; a first control module, configured to perform feedforward control on the motor speed based on the motor torque and the variable attenuation coefficient to obtain a first motor request torque and output the first motor request torque to the vehicle motor if the actual motor speed of the vehicle is greater than the feedforward control threshold speed and less than the motor target speed; The second control module is used to determine the current control stage based on the motor speed if the actual motor speed of the vehicle is greater than the motor target speed, perform feedback control on the motor speed through the correction coefficient of the current control stage, obtain the second motor request torque and output the second motor request torque to the vehicle motor.

8. A vehicle, characterized in that: The vehicle comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle anti-skid control method according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the vehicle anti-skid control method according to any one of claims 1 to 6 are implemented.

10. A computer program product, characterized in that The computer program product comprises a computer program, and when the computer program is executed by a processor, the steps of the vehicle anti-skid control method according to any one of claims 1 to 6 are implemented.

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