Electric loader driving anti-skid adjustment control method and system

Abstract

The invention provides an electric engineering vehicle driving anti-skid adjustment control method. The method comprises the following steps that firstly, whether an electric engineering vehicle is in an operation mode or not is judged; if the mode is not the operation mode, no intervention is performed; 2, if the vehicle is in the operation mode, the acceleration of the vehicle is obtained through a vehicle control unit and judged; (1) if the acceleration is less than the acceleration first threshold, no intervention is performed; if the acceleration is larger than or equal to the acceleration first threshold value, driving anti-slip adjusting control is activated; (2) if the acceleration is larger than or equal to the acceleration first threshold value and smaller than or equal to the acceleration large threshold value, the vehicle control value latches the motor torque at the moment, and the motor keeps latching torque output; (3) if the acceleration is larger than the acceleration large threshold value, the torque of the motor is reduced; and 3, calculating the acceleration of the vehicle every time T1, and performing judgment.

Description

Technical Field

[0001] The invention belongs to the field of pure electric vehicles, and in particular relates to a driving anti-skid adjustment control method for an electric engineering vehicle. Background Art

[0002] The traditional anti-skid control function of most existing pure electric vehicles is based on the electronic stability control (ESP) system. The ESP system determines the vehicle's skidding state and calculates the torque after the anti-skid control function intervenes, and interacts with the vehicle controller and the motor controller to achieve vehicle skidding control. This solution involves high-priced hardware and software, high functional implementation costs, and a long development cycle. Some existing pure electric vehicles detect the slip rate of the drive wheel of the motor-driven vehicle, brake the drive wheel, and roughly adjust the motor output torque. This solution requires the vehicle to install a wheel speed sensor, and the rough torque adjustment causes the longitudinal slip rate of the drive wheel to fluctuate greatly, and it cannot be stabilized near the ideal slip rate, and the control effect is restricted.

[0003] Most of the existing engineering vehicles in the industry, such as loaders, perform anti-skid control by limiting the maximum driving force. Once the vehicle speed or rotation speed increases, the maximum driving force that the vehicle controller can output is directly reduced. This solution is simple and crude, but it fundamentally limits the vehicle's power, and large changes in torque will cause comfort in the loader.

[0004] Patent 201810943271.9 discloses a drive anti-skid control method and system for a pure electric vehicle. The motor speed change rate of the current transmission gear is calculated according to the real-time speed of the motor, and whether the vehicle is in a slipping state is determined by judging whether the motor speed change rate exceeds the value space of the motor speed change rate of the corresponding gear. When the vehicle is in a slipping state, the torque value is corrected to make the vehicle out of the slipping state. However, when the torque rises or falls, there may be sudden rises and falls. It is easy to cause the vehicle acceleration to rise too fast, causing the wheels to quickly enter a slipping state, especially construction machinery such as loaders are prone to slipping. Improper operation during the torque adjustment process can easily cause slipping. Summary of the invention

[0005] The invention provides a driving anti-skid adjustment control method for an electric engineering vehicle.

[0006] The object of the present invention is achieved in the following manner: A method for controlling a driving anti-skid regulation of an electric engineering vehicle comprises the following steps: Step 1: Determine whether the electric engineering vehicle is in an operating mode; if not in the operating mode, do not intervene; Step 2: If in the operating mode, obtain the acceleration of the vehicle through the vehicle controller and make a first judgment on the acceleration; (1) If the acceleration is less than the first acceleration threshold, do not intervene; if the acceleration is greater than or equal to the first acceleration threshold, activate the driving anti-skid regulation control; (2) If the first acceleration threshold is less than or equal to the acceleration less than the large acceleration threshold, the vehicle control value latches the motor torque at this time, and the motor maintains the latched torque output; (3) If the acceleration is greater than the large acceleration threshold, the motor reduces the torque output; Step 3: Calculate the acceleration of the vehicle and make a judgment at intervals of T1; Step 4: Detect and determine whether the electric engineering vehicle is in the operating mode at intervals of T2; if it is still in the operating mode, continue to perform control at step 3; if it is not in the operating mode, exit the driving anti-skid regulation control; Step 5: After the vehicle exits the driving anti-skid regulation control, go to step 1 for control.

[0007] In step 3, the acceleration of the vehicle is calculated and judged at every time T1: (1) If the vehicle is in the state of locked torque output: when the small acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque output continues to be locked; when the acceleration is greater than the large acceleration threshold, the motor reduces the torque output; when the acceleration is less than the small acceleration threshold, the motor increases the torque output; (2) If the vehicle is in the state of increased torque output: during the torque increase process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the increased torque output state ends, the vehicle control value latches the motor torque at this time, the motor maintains the locked torque output at this time, and goes to step 3 (1); if twice When the acceleration calculated by adjacent detections goes from less than the first acceleration threshold to more than the large acceleration threshold, the motor reduces the torque output and goes to step three (3); (3) Torque reduction output state: During the torque reduction process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque reduction state ends, the vehicle control value latches the motor torque at this time, the motor maintains the latched torque output and goes to step three (1); If the acceleration calculated by two adjacent detections drops directly from greater than the large acceleration threshold to less than the first acceleration threshold, the torque continues to be reduced until the acceleration is less than the small acceleration threshold, the motor increases the torque output and goes to step three (2).

[0008] The torque increases by an upward step method, and the torque decreases by a downward step method.

[0009] The vehicle speed is detected and judged in real time by the vehicle controller. When the torque needs to be reduced: if the vehicle speed has quickly risen to > the maximum speed threshold, the torque will first decrease in a diagonal manner. After the vehicle speed drops to ≤ the first speed threshold, the torque will decrease in a step-by-step manner. If the torque needs to be reduced, and the vehicle speed is ≤ the maximum speed threshold, the torque will be reduced directly in a step-by-step manner.

[0010] When the torque needs to be increased: if the vehicle speed is about to drop to less than the initial vehicle speed value, the torque first increases in a diagonal manner to the initial vehicle speed value, and then increases in a step manner; if the vehicle speed has dropped to ≥ the initial vehicle speed value, the torque directly increases in a step manner; wherein the maximum vehicle speed threshold value > the first vehicle speed threshold value > the initial vehicle speed value.

[0011] In step one, the operating mode is determined based on the motor torque, throttle opening and gear detection; when the motor torque is greater than the set torque threshold, and the throttle opening is greater than the set throttle threshold, and the gear is at the set gear, the vehicle is determined to be in the operating mode, otherwise the vehicle is determined to be in the driving mode, and no torque intervention is performed.

[0012] The electric engineering vehicle is an electric loader. When the throttle is fully open, the torque threshold is set ≥ 1000N.M, and the vehicle is in the first gear, the electric loader is in the operating mode.

[0013] Among them, T1=T2=0.01 seconds; the maximum acceleration threshold is 2.5 m / s^2, the first acceleration threshold is 1.5 m / s^2, and the minimum acceleration threshold is 0.5 m / s^2.

[0014] Beneficial effects: Compared with the prior art, the present invention does not involve adding hardware equipment, such as wheel speed sensors, and does not affect the demand for maximum torque under special working conditions and the normal driving of the vehicle. In addition, the torque is adjusted in real time in the working mode to increase the working efficiency and comfort of the vehicle. The torque of the present invention adopts a step-by-step increase or decrease method to avoid causing slipping again. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0016] In the present invention, unless otherwise clearly specified and limited, the technical terms used in this application shall be the common meanings understood by the technicians of the present invention. The terms "connected", "connected", "fixed", "set", etc. should be understood in a broad sense, and may be fixedly connected, detachably connected, or integrated; may be directly connected, or indirectly connected through an intermediate medium; may be mechanically connected or electrically connected. Unless otherwise clearly specified and limited, the first feature "on" or "below" the second feature may be that the first and second features are in direct contact, or indirectly in contact through an intermediate medium. Moreover, the first feature "above" or "above" or "above" the second feature may be that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. The first feature "below" or "below" or "below" the second feature may be that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature. Relational terms such as first, second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms used in the description, such as "center", "lateral", "longitudinal", "length", "width", "thickness", "height", "front", "back", "left", "right", "up", "down", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential", "clockwise", "counterclockwise", etc., to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation.

[0017] The following will provide a clear and complete description of the technical solution of the present invention in conjunction with the accompanying drawings and specific embodiments. Figure 1As shown, a method for controlling a driving anti-skid regulation of an electric engineering vehicle comprises the following steps: Step 1: determining whether the electric engineering vehicle is in an operation mode; if not in the operation mode, no intervention; Step 2: if in the operation mode, obtaining the acceleration of the vehicle through the vehicle controller and making a first judgment on the acceleration; (1) if the acceleration is less than the first acceleration threshold, no intervention; if the acceleration is greater than or equal to the first acceleration threshold, activating the driving anti-skid regulation control; (2) if the first acceleration threshold is less than or equal to the acceleration less than the large acceleration threshold, the vehicle control value latches the motor torque at this time, and the motor maintains the latched torque output; (3) if the acceleration is greater than the large acceleration threshold, the motor reduces the torque output; Step 3: calculating the acceleration of the vehicle and making a judgment at intervals of time T1; Step 4: detecting and determining whether the electric engineering vehicle is in the operation mode at intervals of time T2; if it is still in the operation mode, continuing to control at step 3; if it is not in the operation mode, exiting the driving anti-skid regulation control; Step 5: after the vehicle exits the driving anti-skid regulation control, go to step 1 for control.

[0018] Furthermore, in step 3, the acceleration of the vehicle is calculated and judged at intervals of time T1: (1) If the vehicle is in a locked torque output state: when the small acceleration threshold ≤ acceleration ≤ large acceleration threshold, the locked torque output continues; when the acceleration > large acceleration threshold, the motor reduces the torque output; when the acceleration < small acceleration threshold, the motor increases the torque output; (2) If the vehicle is in a torque increase output state: during the torque increase process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque increase output state ends, the vehicle control value latches the motor torque at this time, and the motor maintains the locked torque output at this time, and goes to step 3 (1); if If the acceleration calculated by two adjacent detections directly drops from less than the first acceleration threshold to more than the large acceleration threshold, the motor reduces the torque output and goes to step three (3); (3) Torque reduction output state: During the torque reduction process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque reduction state ends, the vehicle control value latches the motor torque at this time, and the motor maintains the latched torque output and goes to step three (1); if the acceleration calculated by two adjacent detections directly drops from more than the large acceleration threshold to less than the first acceleration threshold, the torque continues to be reduced until the acceleration is less than the small acceleration threshold, the motor increases the torque output and goes to step three (2).

[0019] The entire drive anti-slip adjustment control mode is carried out in the operating mode. The time T1 and T2 are determined according to the program operation cycle, which is generally small and can be considered as real-time detection and judgment of acceleration and operating mode, such as 0.01 seconds. After the first threshold of acceleration ≤ acceleration ≤ large threshold of acceleration, it is generally necessary to maintain the value for a certain time, such as 0.05 seconds, 0.1 seconds, etc., which are set according to needs, in order to determine that the acceleration is in a relatively stable state, and then maintain the locked torque output. In the process of increasing torque output or decreasing torque output, because there is time for acceleration judgment, if the acceleration changes too quickly, within the time of judging acceleration, the acceleration can directly cross the first threshold of acceleration ≤ acceleration ≤ large threshold of acceleration, which is a suitable range of unchanged locked torque. For example, when increasing torque, the acceleration changes too quickly and is greater than the large threshold of acceleration. It is not suitable to lock the torque again, but it is necessary to reduce the torque. When reducing torque, the acceleration changes too quickly and may only be reduced to less than the first threshold of acceleration in a moment in the appropriate range. At this time, the torque continues to be reduced until the torque is less than the small threshold of acceleration, and then the torque is increased. After activating the drive anti-slip adjustment control, as well as the torque increase and decrease, the first acceleration threshold ≤ acceleration ≤ large acceleration threshold must be met before the state of locked torque output is entered, otherwise the vehicle may be insufficiently powered in the operating state. In the locked torque output state, the torque is not adjusted within the range of small acceleration threshold ≤ acceleration ≤ large acceleration threshold, thereby reducing the back-and-forth fluctuation of the torque. The acceleration here includes positive and negative values. The acceleration state takes a positive value and the deceleration state takes a negative value. The motor controller transmits the motor speed to the vehicle controller, which calculates the vehicle speed and acceleration. The calculation scheme for obtaining the vehicle speed and acceleration belongs to the prior art, such as vehicle speed = 0.377 * tire radius * motor speed / speed ratio; acceleration = speed change / time taken for this change to occur. These are no longer described in detail. The small acceleration threshold, the first acceleration threshold, and the large acceleration threshold are determined by testing in actual conditions according to different vehicle types, models, and working conditions. The present invention does not involve adding hardware equipment, such as wheel speed sensors, and does not affect the vehicle's demand for maximum torque under special working conditions and the normal driving of the vehicle. In addition, the torque is adjusted in real time in the operating mode to increase the vehicle's operating efficiency and comfort.

[0020] The torque is increased by the step-up method, and the torque is decreased by the step-down method. The torque is increased or decreased by a cycle by the step-up and step-down method, and then maintained, and then increased or decreased for a cycle. The increase and decrease process is completed by multiple cycles to avoid the sudden increase or decrease of torque causing the engineering vehicle to slip or obvious power interruption. For example, when increasing the torque: increase by 50Nm in 3 cycles, maintain for 3 cycles, and continue to increase by 50Nm in 3 cycles. The same method is used for decrease.

[0021] The vehicle controller detects and judges the vehicle speed in real time. When the torque needs to be reduced: if the vehicle speed has risen rapidly to > the maximum speed threshold, the torque will first decrease in a diagonal manner. After the vehicle speed drops to ≤ the first speed threshold, the torque will decrease in a step-down manner. If the torque needs to be reduced, the vehicle speed is ≤ the maximum speed threshold, and the torque will directly decrease in a step-down manner. The maximum speed threshold and the first speed threshold are determined based on actual tests of different vehicle models and different working conditions.

[0022] When the torque needs to be increased: if the vehicle speed is about to drop to less than the initial vehicle speed value, the torque first increases in a diagonal manner to the initial vehicle speed value, and then increases in a step manner; if the vehicle speed has dropped to ≥ the initial vehicle speed value, the torque directly increases in a step manner; wherein the maximum vehicle speed threshold value > the first vehicle speed threshold value > the initial vehicle speed value.

[0023] In one of the embodiments of the electric loader, the maximum vehicle speed threshold can be 7 km / h, and the first vehicle speed threshold can be 3 km / h. Specifically: working conditions that require torque reduction: when the vehicle is pressed against the material and does not move, the torque continues to increase, and the driving force is greater than the adhesion, if the driver does not lift the bucket at this time, the vehicle wheels are very likely to spin. At this time, when the calculated acceleration meets the conditions for increasing torque, that is, when it is greater than the third acceleration threshold, the vehicle controller reduces the torque on the basis of the maintained latching torque, and the specific torque reduction size and torque reduction method are related to the vehicle speed at this time. The vehicle controller has been monitoring the vehicle speed. Before the torque needs to be reduced, the speed is generally in an increasing state. When the torque reduction condition is met, if the vehicle speed has risen rapidly to a large value, such as greater than the maximum vehicle speed threshold of 7 km / h, the torque will first drop rapidly at a certain rate (such as 20Nm per cycle) in a diagonal manner. After the vehicle speed is less than the first vehicle speed threshold (such as 3km / h), the torque will begin to drop tentatively in a step-down manner (50Nm drop in 3 cycles, maintain for 3 cycles, and continue to drop by 50Nm in 3 cycles) to avoid the discomfort of obvious power interruption caused by continuous rapid decline. If the torque reduction condition is met, the vehicle speed has not risen to a large value, and is less than or equal to the maximum vehicle speed threshold (7 km / h), the torque can be directly reduced in a step-down manner.

[0024] Conditions requiring torque increase: When the vehicle's forward resistance increases, the speed and acceleration decrease. If the acceleration is less than the second acceleration threshold (such as 0.5m / s^2), the vehicle controller increases the torque on the basis of the maintained latched torque, and the specific torque increase and the increase method are related to the vehicle speed at this time. When the torque increase condition is met: If the vehicle speed has directly and quickly dropped to less than the initial value of the vehicle speed, such as the vehicle speed is quickly reduced to 0, the torque first increases rapidly at a certain rate (20Nm per cycle) in a diagonal manner. After rising to the initial value of the vehicle speed (such as 0.5 km / h), the torque begins to rise tentatively in the form of steps, such as 50Nm rises in 3 cycles, maintains 3 cycles, and continues to rise by 50Nm in 3 cycles to avoid slipping again caused by continuous rapid increase. The initial value of the vehicle speed is determined as needed and can generally be no more than 1 km / h. When the torque increase condition is met, if the vehicle speed has slowly dropped to a value greater than or equal to the initial value of the vehicle speed, the torque can directly begin to rise tentatively in the form of steps. The period here can be set as needed, such as 0.01 seconds.

[0025] In step one, the operation mode is determined based on the motor torque, throttle opening and gear detection; when the motor torque is greater than the set torque threshold, and the throttle opening is greater than the set throttle threshold, and the gear is at the set gear, the vehicle is determined to be in operation mode, otherwise the vehicle is determined to be in driving mode, and no torque intervention is made. The specific judgment threshold and gear will also change depending on the function, type, model, working condition, etc. of the engineering vehicle. Specifically, the required set torque threshold, set throttle threshold, and set gear can be obtained based on the actual test results.

[0026] Among them, the electric engineering vehicle is an electric loader. When the throttle is fully open, the torque threshold is set to ≥1000N.M, and it is in the first gear, the electric loader is in the operating mode. Because the torque of the electric loader is very different when driving and working, and in order to ensure power, shoveling operations will be performed in the first gear with a large throttle, so the vehicle controller monitors parameters such as gear position, throttle, and torque. When the vehicle is in the first gear, the throttle opening is greater than the set throttle threshold, and the torque is greater than the set torque threshold, it is judged that the loader is in the operating mode, and subsequent drive anti-skid adjustment control is performed in the operating mode.

[0027] Preferably, T1=T2=0.1 seconds, the maximum acceleration threshold is 2.5 m / s^2, the first acceleration threshold is 1.5 m / s^2, and the minimum acceleration threshold is 0.5 m / s^2. Of course, other values ​​can be used as needed.

[0028] During the specific implementation: Step 1: First, determine whether the vehicle is in the operating mode every 0.01 second or other time. If not: do not intervene; Step 2: If yes, obtain the vehicle acceleration through the vehicle controller and make the first judgment on the acceleration: First judgment (1) If the acceleration is less than 1.5 m / s^2, do not intervene; if the acceleration is ≥1.5 m / s^2, activate the drive anti-slip adjustment control; (2) If 1.5 m / s^2≤acceleration≤2.5 m / s^2, the vehicle control value latches the motor torque at this time, and the motor maintains the latched torque output; (3) If the acceleration is greater than 2.5 m / s^2, the motor reduces the torque output; Step 3: Every 0.01 second or other time, calculate the vehicle acceleration and make a judgment: (1) If the vehicle is in the latched torque output state: 0.5m / s^2≤acceleration≤2.5 m / s^2, continue to latch the torque output; acceleration>2.5 m / s^2, the motor reduces the torque output; acceleration<0.5 m / s^2, the motor increases the torque output; (2) If the vehicle is in the state of increasing the torque output: during the torque increase process, when 1.5 m / s^2≤acceleration≤2.5 m / s^2, the torque increase output state ends, the vehicle control value latches the motor torque at this time, the motor maintains the latched torque output at this time, and goes to step three (1); if the acceleration calculated by two adjacent detections directly increases from less than 1.5 m / s^2 to more than 2.5 m / s^2, the motor reduces the torque output, and goes to step three (3); (3) If the vehicle is in the state of reducing the torque output: during the torque reduction process, when 1.5 m / s^2≤acceleration≤2.5 m / s^2, the torque reduction state ends, the vehicle control value latches the motor torque at this time, the motor maintains the latched torque output, and goes to step three (1); if the acceleration calculated by two adjacent detections directly decreases from more than 2.5 m / s^2 to less than 1.5 m / s^2, continue to reduce the torque until the acceleration is less than 0.5 m / s^2, the motor increases the torque output, and goes to step three (2); step four: every 0.01 seconds or other time, detect and determine whether the electric engineering vehicle is in the operating mode. If it is still in the operating mode, continue to step three for control. If it is not in the operating mode, exit the drive anti-skid adjustment control; step five: after the vehicle exits the drive anti-skid adjustment control, go to step one for control. The process of increasing and decreasing torque can be tested by going up and down steps to avoid sudden rise and fall. Or according to different vehicle speeds, first rise and fall in a straight line and then rise and fall in steps.

[0029] The technical features of the above-mentioned embodiments can be combined arbitrarily, and as long as there is no contradiction in the combination of these technical features, they should be considered as the scope of this specification. Without departing from the overall concept of the present invention, the technical solution of the present invention and the equivalent replacement or change, as well as the changes and improvements made, should also be regarded as the protection scope of the present invention.

Claims

1. A method for controlling the anti-skid driving of an electric engineering vehicle, characterized in that: The method comprises the following steps: Step 1: determining whether the electric engineering vehicle is in the operation mode; if not in the operation mode, no intervention; Step 2: if in the operation mode, obtaining the acceleration of the vehicle through the vehicle controller and determining the acceleration; (1) if the acceleration is less than the first acceleration threshold, no intervention; if the acceleration is greater than or equal to the first acceleration threshold, activating the drive anti-skid adjustment control; (2) if the first acceleration threshold is less than or equal to the acceleration less than the large acceleration threshold, the vehicle control value latches the motor torque at this time, and the motor maintains the latched torque output; (3) if the acceleration is greater than the large acceleration threshold, the motor reduces the torque output; Step 3: calculating the acceleration of the vehicle and making a determination at intervals of T1; Step 4: detecting and determining whether the electric engineering vehicle is in the operation mode at intervals of T2; if it is still in the operation mode, continuing with step 3 for control; if it is not in the operation mode, exiting the drive anti-skid adjustment control; Step 5: after the vehicle exits the drive anti-skid adjustment control, going to step 1 for control.

2. The anti-skid control method for driving an electric engineering vehicle according to claim 1, characterized in that: In step 3, the acceleration of the vehicle is calculated and judged at every time T1: (1) If the vehicle is in the state of locked torque output: when the small acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque output continues to be locked; when the acceleration is greater than the large acceleration threshold, the motor reduces the torque output; when the acceleration is less than the small acceleration threshold, the motor increases the torque output; (2) If the vehicle is in the state of increased torque output: during the torque increase process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the increased torque output state ends, the vehicle control value latches the motor torque at this time, the motor maintains the locked torque output at this time, and goes to step 3 (1); if twice When the acceleration calculated by adjacent detections goes from less than the first acceleration threshold to more than the large acceleration threshold, the motor reduces the torque output and goes to step three (3); (3) Torque reduction output state: During the torque reduction process, when the first acceleration threshold ≤ acceleration ≤ large acceleration threshold, the torque reduction state ends, the vehicle control value latches the motor torque at this time, the motor maintains the latched torque output and goes to step three (1); If the acceleration calculated by two adjacent detections drops directly from greater than the large acceleration threshold to less than the first acceleration threshold, the torque continues to be reduced until the acceleration is less than the small acceleration threshold, the motor increases the torque output and goes to step three (2).

3. The anti-skid control method for driving an electric engineering vehicle according to claim 2, characterized in that: The torque increases by an upward step method, and the torque decreases by a downward step method.

4. The anti-skid control method for driving an electric engineering vehicle according to claim 3, characterized in that: The vehicle controller detects and determines the vehicle speed in real time. When the torque needs to be reduced, if the vehicle speed has risen rapidly to a value greater than the maximum vehicle speed threshold, the torque will first decrease in a diagonal manner. After the vehicle speed drops to a value less than or equal to the first vehicle speed threshold, the torque will decrease in a step-like manner. If torque reduction is required and the vehicle speed is ≤ the maximum vehicle speed threshold, the torque reduction is directly performed in a step-down manner.

5. The anti-skid control method for driving an electric engineering vehicle according to claim 4, characterized in that: When the torque needs to be increased: if the vehicle speed is about to drop to less than the initial vehicle speed value, the torque first increases in a diagonal manner to the initial vehicle speed value, and then increases in a step manner; if the vehicle speed has dropped to ≥ the initial vehicle speed value, the torque directly increases in a step manner; wherein the maximum vehicle speed threshold value > the first vehicle speed threshold value > the initial vehicle speed value.

6. The anti-skid control method for driving an electric engineering vehicle according to claim 1, characterized in that: In step one, the operating mode is determined based on the motor torque, throttle opening and gear detection; when the motor torque is greater than the set torque threshold, and the throttle opening is greater than the set throttle threshold, and the gear is at the set gear, the vehicle is determined to be in the operating mode, otherwise the vehicle is determined to be in the driving mode, and no torque intervention is performed.

7. The anti-skid control method for driving an electric engineering vehicle according to claim 6, characterized in that: The electric engineering vehicle is an electric loader. When the throttle is fully open, the torque threshold is set ≥ 1000N.M, and the vehicle is in the first gear, the electric loader is in the operating mode.

8. The anti-skid control method for driving an electric engineering vehicle according to claim 1, characterized in that: Among them, T1 =T2=0.01 seconds; the maximum acceleration threshold is 2.5 m / s^2, the first acceleration threshold is 1.5 m / s^2, and the minimum acceleration threshold is 0.5 m / s^2.

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