Vehicle slip control method, device, vehicle, storage medium and program product

Abstract

The application discloses a vehicle anti-slip control method, a vehicle anti-slip control device, a vehicle, a storage medium and a computer program product, relates to the technical field of vehicle anti-slip, and when it is determined that a vehicle has a tendency to slip, feedforward control of adjusting torque of a motor speed is performed; after the vehicle has slipped, a current control stage is determined based on the motor speed, feedback control of the motor speed is performed through a 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. Compared with an existing anti-slip control strategy, through fine division of a vehicle slipping working condition, the feedforward control or the feedback control after modification is further adopted for anti-slip under different slipping working conditions, so that the anti-slip control strategy is adapted to complex and changeable vehicle slipping working conditions, the applicability of the anti-slip control strategy is improved, and finally, the vehicle is quickly and accurately controlled in a stable state.

Description

Technical Field

[0001] This application relates to the technical field of vehicle anti-skid, and more particularly to vehicle anti-skid control methods, vehicle anti-skid control devices, vehicles, storage media, and computer program products. Background Technology

[0002] Currently, there are the following anti-slip control strategies when controlling vehicle slippage: one is an active drive anti-slip control strategy, which actively controls the slip rate of each drive wheel and starts controlling the wheel torque before the wheel slips; another is a passive drive anti-slip control strategy, which passively controls the wheel slip rate after wheel slippage is detected; and the third is a combined active and passive drive anti-slip control, which achieves the effect of driving anti-slip by working together with active drive anti-slip control.

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

[0004] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this 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 of poor applicability of current anti-skid control strategies.

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

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

[0008] If the actual speed of the vehicle's motor is greater than the feedforward control threshold speed but less than the target speed of the motor, the ratio coefficient of the actual speed of the motor to the feedforward control threshold speed and the target speed of the motor is calculated, and the motor speed is fedforward controlled based on the motor torque and the ratio coefficient to obtain the first motor requested torque and output the first motor requested torque to the vehicle motor.

[0009] If the actual speed of the vehicle's motor is greater than the target speed, the current control stage is determined based on the motor speed. The motor speed is then fed back and controlled using the correction coefficient of the current control stage to obtain the requested torque of the second motor and output the requested torque of the second motor to the vehicle motor.

[0010] In one embodiment, the step of performing feedforward control of 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 undetermined torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0012] Based on the proportional coefficient and the torque difference, the torque adjustment amount is determined based on the undetermined torque of the motor;

[0013] The torque adjustment amount is added to the motor's undetermined torque to obtain the first motor's 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 target motor speed includes:

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

[0016] The ratio of the first speed difference to the second 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] The speed deviation between the actual motor speed and the target motor speed, as well as the rate of change of motor speed, are calculated.

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

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

[0021] The PID control parameters are corrected using the correction coefficients of the current control stage.

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

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

[0024] The first speed is obtained by mapping the motor reference speed, which is converted from the vehicle reference speed.

[0025] The second rotational speed is obtained by mapping based on the vehicle's longitudinal and lateral accelerations;

[0026] The third rotational speed is obtained by mapping based on the road surface adhesion coefficient;

[0027] The target motor speed of the vehicle is determined by the first speed, the second speed, and the third speed.

[0028] Furthermore, to achieve the above objectives, this application also proposes a vehicle anti-skid control device, which includes:

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

[0030] The first control module is used to perform feedforward control on the motor speed based on the motor torque and the variable attenuation coefficient if the actual speed of the vehicle motor is greater than the feedforward control threshold speed and less than the target speed of the motor, so as to obtain the first motor requested torque and output the first motor requested torque to the vehicle motor.

[0031] The second control module is used to determine the current control stage based on the motor speed if the actual speed of the vehicle's motor is greater than the target speed of the motor. It then performs feedback control on the motor speed using the correction coefficient of the current control stage to obtain the requested torque of the second motor and outputs the requested torque of the second motor to the vehicle motor.

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

[0033] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle anti-skid control method described above.

[0034] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle anti-skid control method described above.

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

[0036] This application proposes a vehicle anti-slip control method based on motor speed. When it is determined that the vehicle has a tendency to slip, feedforward control is applied to adjust the motor speed to increase the torque. After the vehicle has already slipped, the current control stage is determined based on the motor speed, and feedback control is applied to the motor speed using a correction coefficient for the current control stage. Then, the latest requested motor torque obtained from the feedforward control or feedback control is output to the vehicle motor.

[0037] In feedforward control, a proportional system is added to adjust the requested torque; in 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 existing anti-skid control strategies, by finely classifying vehicle slippage conditions, modified feedforward or feedback control is further adopted for anti-skid under different slippage conditions. This adapts to complex and ever-changing vehicle slippage conditions, improves the applicability of anti-skid control strategies, and ultimately controls the vehicle quickly and accurately to a stable state. Attached Figure Description

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

[0040] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a flowchart illustrating an embodiment of the vehicle anti-skid control method of this application.

[0042] Figure 2 This is a schematic diagram of feedforward control provided for an embodiment of the vehicle anti-skid control method of this application;

[0043] Figure 3 This is a schematic diagram of feedback control provided for an embodiment of the vehicle anti-skid control method of this application;

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

[0045] Figure 5 This is a schematic diagram of the improved PID control provided in the embodiment of the vehicle anti-skid control method of this 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 this application;

[0047] Figure 7 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle anti-skid control method in the embodiments of this application.

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

[0049] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0050] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or vehicle capable of performing the above functions. The following description uses a vehicle as an example to illustrate this embodiment and the subsequent embodiments.

[0051] This application provides a vehicle anti-skid control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle anti-skid control method of this application.

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

[0053] Step S10: Obtain the vehicle's actual motor speed, feedforward control threshold speed, and target motor speed;

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

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

[0056] The first speed is obtained by mapping the motor reference speed, which is converted from the vehicle reference speed.

[0057] The second rotational speed is obtained by mapping based on the vehicle's longitudinal and lateral accelerations;

[0058] The third rotational speed is obtained by mapping based on the road surface adhesion coefficient;

[0059] The target motor speed of the vehicle is determined by the first speed, the second speed, and the third speed.

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

[0061]

[0062] In the formula, 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 parameters of a one-dimensional table obtained through pre-calibration; the first, second, and third speeds are mapped separately instead of a unified mapping for the following considerations: to facilitate pre-calibration testing on actual vehicles and to improve the accuracy of calibration; in addition, during pre-calibration, the mapping relationship between the motor reference speed and the first speed, the longitudinal and lateral accelerations and the second speed, and the road adhesion coefficient and the third speed can be determined through actual vehicle calibration experience.

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

[0065]

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

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

[0068] Step S20: If the actual speed of the vehicle motor is greater than the feedforward control threshold speed and less than the target speed of the motor, the ratio coefficient of the actual speed of the motor to the feedforward control threshold speed and the target speed of the motor is calculated, and the motor speed is fedforward controlled based on the motor torque and the ratio coefficient to obtain the first motor requested torque and output the first motor requested torque to the vehicle motor.

[0069] When it is determined that the vehicle is prone to slipping or is about to slip, the motor speed is fed forward based on the motor torque and proportional coefficient. The motor speed is then fed forward to obtain and output the first motor torque request to the vehicle motor, thereby reducing the possibility of vehicle slipping and preventing vehicle slipping.

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

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

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

[0073] The proportionality constant is calculated using the following formula:

[0074]

[0075] In the formula, nMotTar is the target speed of the motor, nMotAct is the actual speed of the motor, nMotThr is the feedforward control threshold value, nMotTar-nMotAct is the first speed difference between the target speed of the motor and the actual speed of the motor in the previous control cycle, nMotTar-nMotThr is the second speed difference between the target speed of the motor 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, indicating whether the actual motor speed is closer to the target motor speed or the feedforward control threshold speed within the feedforward control region.

[0077] In one feasible implementation, the step of performing feedforward control of 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 undetermined torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0079] Based on the proportional coefficient and the torque difference, the torque adjustment amount is determined based on the undetermined torque of the motor;

[0080] The torque adjustment amount is added to the motor's undetermined torque to obtain the first motor's requested torque.

[0081] When the motor speed enters the feedforward control, the target requested torque of the motor is calculated with reference 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] In the formula, TMotReq is the target torque of the motor, k is the discrete time, TMot(k-1) is the actual torque of the motor in the previous control cycle, TMot(k) is the undetermined torque of the motor 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 to the previous cycle.

[0085] It should be noted that the discrete time k represents a minimum control cycle; the motor undetermined torque TMot(k) for the current control cycle is the actual torque value for the current control cycle. It is the default torque value output to the vehicle motor before the addition of feedforward control to prevent the motor torque from being limited. It is generally a maximum torque value, such as 20000Nm.

[0086] In the above, a proportional coefficient is added to the feedforward control to adjust the requested torque. Since this proportional coefficient includes the ratio between the actual motor speed and the target motor speed and the feedforward control threshold speed, as well as the speed change trend, the applicability of feedforward control to the actual operating conditions of the vehicle is further increased, and the vehicle is quickly and accurately controlled to a stable state.

[0087] Step S30: If the actual speed of the vehicle's motor is greater than the target speed of the motor, the current control stage is determined based on the motor speed. The motor speed is then fed back and controlled using the correction coefficient of the current control stage to obtain the requested torque of the second motor and output the requested torque of the second motor 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 then fed back and controlled using a correction coefficient for the current control stage. This allows the second motor to be sent to the vehicle motor to request torque, thereby quickly and accurately bringing the vehicle to a stable state.

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

[0090] The speed deviation between the actual motor speed and the target motor speed, as well as the rate of change of motor speed, are calculated.

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

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

[0093] In one embodiment, reference is made to Figure 3 The slippage condition can be divided into the following stages:

[0094] S1 stage: The motor speed change rate a is positive and greater than a certain value (the calibration parameter), and the deviation err between the actual motor speed and the target motor speed is positive; the PID correction coefficient for this stage is defined as a 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 for this stage is defined as a 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 target motor speed (the deviation err is less than a calibration parameter); the PID correction coefficient for this stage is defined as a constant FacS3.

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

[0098] S5 stage: The actual motor speed is near the motor reference speed (the difference between the two is a calibration parameter); the PID correction coefficient for this stage is defined as a 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 real vehicle testing and calibration, that is, the specific values ​​can be determined based on the performance of the real vehicle.

[0100] Additionally, it should be noted that the actual motor speed is... Figure 3 The dark blue curve in the figure represents the rate of change of motor speed, 'a', which is the derivative of the actual motor speed. Figure 3 The slope of the medium-dark blue curve.

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

[0102] The PID control parameters are corrected using the correction coefficients of the current control stage.

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

[0104] In this embodiment, feedback control employs PID control. The PID control parameters to be corrected can be any one of the proportional, integral, and derivative parameters, any two of them, or all three parameters simultaneously. It should be noted that since PID control is linear, but vehicle changes are non-linear, the PID parameters need to be individually or in combination corrected based on the actual vehicle performance. Conventional PID control, as follows... Figure 4 As shown, in one embodiment, reference is made to Figure 5 The proportional and integral parameters are corrected, and PID control is performed using the corrected proportional and integral parameters.

[0105] The feedback control deviation err, i.e., the speed deviation, is calculated using the following formula:

[0106] err = nMotAct - nMotTar

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

[0108] The discretized algorithm for 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] In the formula: u (k) The output at time k, err (k) Let err be the deviation at time k. k71 Let k be the deviation at the previous time step. p k is a proportional parameter. i k is the integration parameter. d is the differential parameter.

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

[0112] Additionally, it should be noted that, referring to Figure 2 and Figure 3 Before stage S1 of feedback control, theoretically, feedforward control has already made the actual motor speed lower than the target speed. However, the conditions for implementing feedback control do not disappear after feedforward control is executed. In reality, due to changes in road conditions such as road surface adhesion coefficient and road bumps, the actual motor speed may still exceed the target speed, making feedback control still necessary.

[0113] Currently, the torque reduction control scheme in traditional vehicle control strategies generally uses a set of PID control parameters. However, vehicle operating conditions are quite complex. The speed and amount of wheel slippage vary greatly under different vehicle speeds and road surfaces. A single set of PID control parameters cannot be well applied to different operating conditions.

[0114] The above describes the division of feedback control into different stages, with correction coefficients used for each stage to adjust the PID parameters. The adjusted parameters are then used for PID feedback control. Different PID control parameters can be selected based on the dynamic changes in motor speed, thus further increasing the applicability of feedback control to actual vehicle operating conditions and enabling rapid and accurate control of the vehicle to a stable state.

[0115] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle anti-skid control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

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

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

[0118] The first control module 20 is used to perform feedforward control on the motor speed based on the motor torque and the variable attenuation coefficient if the actual speed of the vehicle motor is greater than the feedforward control threshold speed and less than the target speed of the motor, so as to obtain the first motor requested torque and output the first motor requested torque to the vehicle motor.

[0119] The second control module 30 is used to determine the current control stage based on the motor speed if the actual speed of the vehicle motor is greater than the target speed of the motor, and to perform feedback control on the motor speed through the correction coefficient of the current control stage, so as to obtain the second motor requested torque and output the second motor requested 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 undetermined torque in the current control cycle and the motor's actual torque in the previous control cycle;

[0122] Based on the proportional coefficient and the torque difference, the torque adjustment amount is determined based on the undetermined torque of the motor;

[0123] The torque adjustment amount is added to the motor's undetermined torque to obtain the first motor's requested torque.

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

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

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

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

[0128] The speed deviation between the actual motor speed and the target motor speed, as well as the rate of change of motor speed, are calculated.

[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] The PID control parameters are corrected using the correction coefficients of the current control stage.

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

[0133] In one embodiment, the acquisition module is further configured to:

[0134] The first speed is obtained by mapping the motor reference speed, which is converted from the vehicle reference speed.

[0135] The second rotational speed is obtained by mapping based on the vehicle's longitudinal and lateral accelerations;

[0136] The third rotational speed is obtained by mapping based on the road surface adhesion coefficient;

[0137] The target motor speed of the vehicle is determined by the first speed, the second speed, and the third speed.

[0138] The vehicle anti-skid control device provided in this application, employing the vehicle anti-skid control method in the above embodiments, can solve the technical problem of poor applicability of current anti-skid control strategies. Compared with the prior art, the beneficial effects of the vehicle anti-skid control device provided in this application are the same as those of the vehicle anti-skid control method provided in the above embodiments, and other technical features in the vehicle anti-skid control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0139] This application provides a vehicle, which includes: 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, which are executed by the at least one processor to enable the at least one processor to perform the vehicle anti-skid control method of Embodiment 1 described above.

[0140] The following is for reference. Figure 7 The diagram illustrates a structural schematic of a vehicle suitable for implementing embodiments of this application. The vehicle in these embodiments may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 7 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0141] like Figure 7As shown, the vehicle may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for vehicle operation. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although vehicles with various systems are shown in the figures, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0142] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

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

[0144] It should be understood that the various parts disclosed in this application can be implemented using 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 suitable manner in one or more embodiments or examples.

[0145] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0146] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle anti-skid control method in the above embodiments.

[0147] The computer-readable storage medium provided in this 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 thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. 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 conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0148] The aforementioned computer-readable storage medium may be included in the vehicle or may exist independently and not installed in the vehicle.

[0149] The aforementioned computer-readable storage medium carries one or more programs that, when executed by a vehicle, cause the vehicle to: acquire the actual motor speed, the feedforward control threshold speed, and the target motor speed; if the actual motor speed is greater than the feedforward control threshold speed but less than the target motor speed, calculate the proportional coefficient between the actual motor speed and the feedforward control threshold speed and the target motor speed, and perform feedforward control on the motor speed based on the motor torque and the proportional coefficient to obtain a first motor requested torque and output the first motor requested torque to the vehicle motor; if the actual motor speed is greater than the target motor speed, determine the current control stage based on the motor speed, perform feedback control on the motor speed through the correction coefficient of the current control stage to obtain a second motor requested torque and output the second motor requested torque to the vehicle motor.

[0150] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0151] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0152] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0153] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle anti-skid control method, thereby solving the technical problem of poor applicability of current anti-skid control strategies. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle anti-skid control method provided in the above embodiments, and will not be repeated here.

[0154] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle anti-skid control method described above.

[0155] The computer program product provided in this application can solve the technical problem of poor applicability of current anti-skid control strategies. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle anti-skid control method provided in the above embodiments, and will not be repeated here.

[0156] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle anti-skid control method, characterized in that, The vehicle anti-skid control method includes: Obtain the vehicle's actual motor speed, feedforward control threshold speed, and target motor speed; If the actual speed of the vehicle's motor is greater than the feedforward control threshold speed but less than the target speed of the motor, then the first speed difference between the target speed of the motor and the actual speed of the motor in the previous control cycle, and the second speed difference between the target speed of the motor and the feedforward control threshold speed are obtained; the ratio of the first speed difference to the second speed difference is used as a proportional coefficient, and based on the motor torque and the proportional coefficient, the motor speed is fedforward controlled to obtain the first motor requested torque and the first motor requested torque is output to the vehicle motor; If the actual speed of the vehicle's motor is greater than the target speed, the current control stage is determined based on the motor speed. The motor speed is then fed back and controlled using the correction coefficient of the current control stage to obtain the requested torque of the second motor and output the requested torque of the second motor to the vehicle motor.

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

3. The vehicle anti-skid control method as described in claim 1, characterized in that, The steps for determining the current control stage based on motor speed include: The speed deviation between the actual motor speed and the target motor speed, as well as the rate of change of motor speed, are calculated. The current control stage is determined by the speed deviation and the motor speed change rate.

4. The vehicle anti-skid control method as described in claim 1, characterized in that, The step of using the correction coefficient of the current control stage to perform feedback control on the motor speed to obtain the requested torque of the second motor includes: The PID control parameters are corrected using the correction coefficients of the current control stage. The requested torque of the second motor is calculated using the corrected PID control parameters and the speed deviation between the actual motor speed and the target motor speed at the current control stage.

5. The vehicle anti-skid control method as described in claim 1, characterized in that, The step of obtaining the target speed of the vehicle's motor includes: The first speed is obtained by mapping the motor reference speed, which is converted from the vehicle reference speed. The second rotational speed is obtained by mapping based on the vehicle's longitudinal and lateral accelerations; The third rotational speed is obtained by mapping based on the road surface adhesion coefficient; The target motor speed of the vehicle is determined by the first speed, the second speed, and the third speed.

6. A vehicle anti-skid control device, characterized in that, The vehicle anti-skid control device includes: The acquisition module is used to acquire the vehicle's actual motor speed, feedforward control threshold speed, and target motor speed; The first control module is configured to, if the actual speed of the vehicle's motor is greater than the feedforward control threshold speed but less than the target speed of the motor, obtain a first speed difference between the target speed of the motor and the actual speed of the motor in the previous control cycle, and a second speed difference between the target speed of the motor and the feedforward control threshold speed; use the ratio of the first speed difference to the second speed difference as a proportional coefficient, and perform feedforward control on the motor speed based on the motor torque and the proportional coefficient to obtain a first motor requested torque and output the first motor requested torque to the vehicle motor; The second control module is used to determine the current control stage based on the motor speed if the actual speed of the vehicle's motor is greater than the target speed of the motor. It then performs feedback control on the motor speed using the correction coefficient of the current control stage to obtain the requested torque of the second motor and outputs the requested torque of the second motor to the vehicle motor.

7. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle anti-skid control method as described in any one of claims 1 to 5.

8. 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, it implements the steps of the vehicle anti-skid control method as described in any one of claims 1 to 5.

9. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the vehicle anti-skid control method as described in any one of claims 1 to 5.

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