Control method and system for preventing vehicle from sliding on slope

Abstract

According to the vehicle anti-slip control method, by pre-judging the vehicle anti-slip force, the torque establishing and anti-slip function triggering time is shortened, and the slope holding safety is improved. Meanwhile, various conditions for quitting the anti-sliding slope are set, the safety risks of vehicle sliding caused by brake signals but insufficient brake force and slope sliding caused by vehicle sliding are effectively avoided, the situation that the anti-sliding slope function is unreasonably kept is avoided, and the anti-sliding slope efficiency and reliability are improved. A vehicle anti-slip system comprises a controller, the controller is connected with a motor coaxially installed with a driving wheel, the motor is provided with a motor three-phase wire harness and a phase detection encoder, the motor three-phase wire harness is connected with a load interface of the controller, and the phase detection encoder is connected with a communication end group of the controller; the signal communication end set is connected with a brake device, an acceleration device, a gear switching device, a parking sensor installed on a parking device and a rotating speed sensor installed on a driven wheel.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to a vehicle anti-slope control method and system thereof. Background Art

[0002] In the last mile travel options, most people currently choose two-wheeled electric vehicles or three-wheeled electric vehicles instead of walking. Two-wheeled electric vehicles or three-wheeled electric vehicles are small in size and can flexibly shuttle through the streets and alleys of the city, avoiding long waiting times for cars during traffic jams, reaching the destination faster, and are easy to park in smaller spaces such as roadsides and alleys. In addition, two-wheeled electric vehicles or three-wheeled electric vehicles have low purchase and use costs: they are more affordable for ordinary working-class groups.

[0003] However, the driving safety of two-wheeled electric vehicles or three-wheeled electric vehicles on slopes is an important issue that affects the performance of two-wheeled electric vehicles or three-wheeled electric vehicles.

[0004] On a slope, especially on a steep slope or a slippery road surface, two-wheeled or three-wheeled electric vehicles are prone to slipping or losing control, posing a safety hazard to users.

[0005] In order to prevent two-wheeled or three-wheeled electric vehicles from sliding down a slope, existing two-wheeled or three-wheeled electric vehicles are usually equipped with corresponding brake structures. When the two-wheeled or three-wheeled electric vehicles slide down a slope, the brake structures on the vehicles can be used to park the vehicles on the slope in time. However, the brake structures of existing two-wheeled or three-wheeled electric vehicles have limited anti-slipping functions and poor anti-slipping effects, resulting in the existence of safety hazards of sliding down a slope. Summary of the invention

[0006] The purpose of the present invention is to provide a vehicle anti-slope control method and system, which can predict the vehicle's slope force, shorten the torque establishment and anti-slope function triggering time, and improve safety. At the same time, multiple anti-slope exit conditions are set to effectively avoid the safety risks of the vehicle sliding due to insufficient braking force and the vehicle slipping, and avoid the unreasonable maintenance of the anti-slope function, which reduces the system efficiency and reliability.

[0007] A vehicle anti-slope control method comprises the following steps:

[0008] S1: The controller collects vehicle gear signals, brake signals, acceleration signals and vehicle speed data in real time;

[0009] S2: The controller divides the vehicle working condition into static working condition and dynamic working condition according to the gear position signal and vehicle speed data;

[0010] When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is equal to 0 km / s, the vehicle is in a static working condition;

[0011] The controller controls the motor to output the third anti-slip torque T3 according to the gear position signal and the speed of the motor under the static working condition of the vehicle, and enters step S3;

[0012] When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is greater than 0 km / s, the vehicle is in a dynamic working condition;

[0013] The controller controls the motor to output the first anti-slip torque T1 according to the gear signal, acceleration signal, vehicle speed data or motor speed under the vehicle dynamic working condition, and enters step S3;

[0014] S3: The vehicle enters the anti-slope mode, sends an anti-slope flag to the upper control module, and starts calculating the anti-slope duration;

[0015] S4: The controller collects the vehicle parking signal and the rotation speed of the driven wheel in real time;

[0016] S5: The controller generates a direct exit command, a linear exit command and a holding command respectively according to the gear signal, the brake signal, the acceleration signal, the parking signal, the speed of the driven wheel and the anti-slip time;

[0017] When the parking signal is valid or the gear shift or acceleration signal is valid, and the acceleration torque is greater than the anti-slip torque, the controller generates a direct exit command;

[0018] The motor releases the anti-slip torque, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released; by setting three conditions to generate a direct exit instruction, the risk of unreasonable maintenance of the anti-slip function, which reduces system efficiency and reliability, is avoided;

[0019] When the brake signal is valid or the speed of the driven wheel is greater than 0, the controller generates a linear exit instruction;

[0020] The motor linearly releases the anti-slip torque, and the controller determines whether the vehicle is slipping;

[0021] If yes, the vehicle exits the anti-slip mode and removes the anti-slip flag of the upper control module;

[0022] No, the motor outputs the fourth anti-slip torque T4 according to the vehicle's driving direction, and the vehicle maintains the anti-slip mode;

[0023] When the anti-slip time is longer than the first time t1, the controller generates a hold command;

[0024] The motor releases the anti-slope torque, and the controller starts timing the vehicle's exit anti-slope time. When the motor's speed is greater than the second speed threshold n2 or the exit anti-slope time is greater than the second time t2, the motor outputs the fourth anti-slope torque T4 according to the vehicle's driving direction to maintain the anti-slope mode.

[0025] After the hold instruction is generated, the anti-slope mark on the upper control module remains unchanged.

[0026] By setting the anti-slope rolling time, the safety risk of long anti-slope rolling distance and the safety risk of driving misoperation caused by long slope rolling time are reduced.

[0027] The above method shortens the torque establishment and anti-slope function triggering time by predicting the vehicle's slope sliding force, thereby improving the safety of holding on the slope. At the same time, multiple anti-slope exit conditions are set to effectively avoid the safety risks of sliding due to insufficient braking force and vehicle slippage, avoid unreasonable maintenance of the anti-slope function, and improve the efficiency and reliability of anti-slope.

[0028] Further, A: when the vehicle operating condition is a static operating condition;

[0029] A1: The controller determines whether the gear signal remains as the forward gear or the reverse gear;

[0030] If yes, enter the speed determination of the motor;

[0031] No, return to continue judging;

[0032] A2: The controller determines whether the speed of the motor is less than or equal to a second speed threshold n2;

[0033] Yes, the controller controls the motor to output a second anti-slip torque T2 according to the vehicle's driving direction;

[0034] No, return to continue judging;

[0035] A3: the controller performs PI regulation on the second anti-slip torque T2;

[0036] A4: The controller determines whether the speed of the motor is less than or equal to 0;

[0037] Yes, the controller calibrates the current anti-slip torque as the third anti-slip torque T3, and the motor keeps outputting the third anti-slip torque T3;

[0038] If no, return to perform PI adjustment on the anti-slip torque and continue to judge.

[0039] The second anti-slip torque T2 is the minimum driving resistance of the vehicle under ideal road conditions, which is obtained by sliding resistance testing or calibration. At the same time, since the road angle and the vehicle's sliding force cannot be judged in static conditions, the controller detects the changes in the motor based on the output of the second anti-slip torque T2 and adjusts the output torque through the PI algorithm of the software program to make the vehicle absolutely stationary. The torque in the corresponding state is the third anti-slip torque T3, which avoids the driving discomfort and potential dangers caused by the anti-slip torque establishment time and the anti-slip function triggering time, and improves the safety of staying on the slope in static conditions.

[0040] Further, B: when the vehicle operating condition is a dynamic operating condition;

[0041] B1: The controller determines whether the acceleration signal is valid;

[0042] Yes, return to continue judging;

[0043] No, enter the brake signal judgment;

[0044] B2: The controller determines whether the brake signal is valid;

[0045] If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2;

[0046] No, when the speed of the motor is less than or equal to the first speed threshold n1, the controller calculates the average deceleration rate a of the motor speed from the first speed threshold n1 to the second speed threshold n2. n ;

[0047] B3: The controller determines whether the speed of the motor is less than or equal to a second speed threshold n2;

[0048] Yes, the controller controls the motor to output the first anti-slip torque T1 according to the vehicle's driving direction and maintain it;

[0049] No, return to continue judging.

[0050] Furthermore, the average deceleration rate a of the motor speed from the first speed threshold to the second speed threshold is n The calculation formula is:

[0051]

[0052] Among them, k n is the relationship constant between the entire wheel train and the transmission ratio, n1 is the first speed threshold, n2 is the second speed threshold, t n is the time for the motor speed to decelerate from the first speed threshold to the second speed threshold;

[0053] The calculation formula of the first anti-slip torque T1 is:

[0054]

[0055] Wherein, m is the total mass of the vehicle, a n is the average deceleration of the motor speed from the first speed threshold to the second speed threshold, r is the driving wheel radius, and i is the total transmission ratio.

[0056] Further, C: when the vehicle operating condition is a dynamic operating condition;

[0057] C1: The controller determines whether the acceleration signal is valid;

[0058] Yes, return to continue judging;

[0059] No, enter the brake signal judgment;

[0060] C2: The controller determines whether the brake signal is valid;

[0061] If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2;

[0062] No, when the vehicle speed data is less than or equal to the first vehicle speed threshold v1, the controller calculates the average deceleration a of the vehicle speed from the first vehicle speed threshold v1 to the second vehicle speed threshold v2. v ;

[0063] C3: The controller determines whether the vehicle speed data is less than or equal to a second vehicle speed threshold value v2;

[0064] Yes, the controller controls the motor to output the first anti-slip torque T1 according to the vehicle's driving direction and maintain it;

[0065] No, return to continue judging.

[0066] Furthermore, the average deceleration a of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold is v The calculation formula is:

[0067]

[0068] Among them, k v is the relationship constant between the entire wheel system and the transmission ratio, v1 is the first vehicle speed threshold, v2 is the second vehicle speed threshold, t v is the time it takes for the vehicle speed to decelerate from the first vehicle speed threshold to the second vehicle speed threshold;

[0069] The calculation formula of the first anti-slip torque T1 is:

[0070]

[0071] Wherein, m is the total mass of the vehicle, a vis the average deceleration of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold, r is the driving wheel radius, and i is the total transmission ratio.

[0072] When the vehicle is in a dynamic condition, that is, before the vehicle is about to stop, the above method can predict the vehicle's rolling downhill force in advance, and output and maintain the anti-rolling torque in time to offset the rolling downhill force when the vehicle stops, avoiding the driving discomfort and potential danger caused by the time delay in detecting the rolling downhill speed and establishing the anti-rolling torque after parking, improving the driving experience, and avoiding the risk of rolling downhill when parking.

[0073] Furthermore, the PI regulation is that the MCU collects the motor speed and the motor driving current in real time, and inputs the motor speed into the speed loop, the speed loop outputs the regulating current according to the motor speed, and inputs the current difference between the motor driving current and the regulating current into the current loop to generate the motor control current, thereby controlling the motor to output the third anti-slip torque T3.

[0074] Further, the controller determines whether the rotation speed of the driven wheel is equal to 0, and the rotation speed of the driven wheel is consistent with the rotation speed of the driving wheel;

[0075] Yes, the vehicle did not slip;

[0076] No, the vehicle is sliding.

[0077] The rotation speed of the driving wheel is equal to the rotation speed of the motor.

[0078] By setting the exit anti-slope rolling conditions, the safety risks of the vehicle rolling due to insufficient braking force despite the braking signal and the vehicle sliding causing the slope rolling can be effectively avoided.

[0079] A vehicle anti-slope system, the key of which is that it includes a controller, the controller is connected to a motor coaxially installed with a driving wheel, the motor is provided with a motor three-phase wiring harness and a phase detection encoder, the motor three-phase wiring harness is connected to a load interface of the controller, and the phase detection encoder is connected to a communication terminal group of the controller;

[0080] The signal communication terminal group is connected to a brake device, an acceleration device, a gear switching device, a parking sensor installed on the parking device, and a speed sensor installed on the driven wheel;

[0081] The signal communication terminal group is also connected to the upper control module via the CAN bus.

[0082] The controller collects the motor speed, brake signal, acceleration signal, gear signal, parking signal and the speed of the driven wheel through the communication terminal group to provide data support for the vehicle anti-slope control method. At the same time, the system can achieve the anti-slope function without the need for high-cost configurations such as electronic parking / brake system, slope sensor, front and rear combined brake device, thus reducing manufacturing costs.

[0083] Beneficial effects: 1. The present invention shortens the torque establishment and anti-slope rolling function triggering time by predicting the vehicle's slope rolling force, avoids the driving discomfort and potential dangers caused by the anti-slope rolling torque establishment time and the anti-slope rolling function triggering time, and improves the safety and efficiency of hill holding.

[0084] 2. This method sets three conditions to generate a direct exit command, avoiding the risk of unreasonable maintenance of the anti-slope function, which reduces system efficiency and reliability.

[0085] 3. This method can avoid the safety risks of long anti-slope distance and the safety risks of driving misoperation caused by long slope-slope time by setting the anti-slope time.

[0086] 4. This method effectively avoids the safety risks of vehicle sliding due to insufficient braking force and vehicle slipping due to slope sliding by setting the exit anti-slope conditions.

[0087] 5. This system can achieve the anti-slope function without the need for high-cost configurations such as electronic parking / brake systems, slope sensors, front and rear combined brake devices, etc., thus reducing manufacturing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0088] Figure 1 It is a schematic diagram of the structure of a two-wheeled electric vehicle;

[0089] Figure 2 This is a schematic diagram of a vehicle anti-slope system;

[0090] Figure 3 The present invention is a flow chart of the vehicle anti-slope control method. DETAILED DESCRIPTION

[0091] The specific implementation manner and working principle of the present invention are further described in detail below with reference to the accompanying drawings.

[0092] like Figure 2As shown, the vehicle anti-slope system includes a controller 4, the controller 4 is connected to a motor 3 coaxially installed with a driving wheel, the motor 3 adopts a hub motor, the motor 3 is provided with a motor three-phase harness and a phase detection encoder, the motor three-phase harness is connected to the load interface of the controller 4, the phase detection encoder is connected to the communication terminal group of the controller 4, the signal communication terminal group is connected to a brake device, an acceleration device, a gear switching device, a parking sensor 5 and a speed sensor 6 installed on the driven wheel;

[0093] The signal communication terminal group is also connected to the upper control module via the CAN bus.

[0094] The controller 4 collects the rotation speed of the motor 3, the brake signal, the acceleration signal, the gear signal, the parking signal and the rotation speed of the driven wheel through the communication terminal group.

[0095] like Figure 1 As shown, the rear wheel of the two-wheeled electric vehicle is a driving wheel, the front wheel is a driven wheel, the motor 3 is coaxially installed with the rear wheel, the speed sensor 6 is installed on the front wheel, the side support bracket is a parking device of the two-wheeled electric vehicle, and the parking sensor 5 is installed on the side support bracket of the two-wheeled electric vehicle. When the side support bracket is folded, the parking signal is invalid, and when the side support bracket is lowered, the parking signal is valid.

[0096] The brake device is provided with a front wheel brake and a rear wheel brake, wherein the front wheel brake is provided on the right handle 2 of the two-wheeled electric vehicle, and an accelerator is also provided on the right handle 2; the rear wheel brake is provided on the left handle 1 of the two-wheeled electric vehicle;

[0097] The gear switching device is arranged on the left handle 1 or the right handle 2 .

[0098] like Figure 3 As shown, the vehicle anti-slope control method includes the following steps:

[0099] S1: The controller 4 collects the vehicle gear signal, brake signal, acceleration signal and vehicle speed data in real time;

[0100] S2: The controller 4 divides the vehicle working condition into a static working condition and a dynamic working condition according to the gear position signal and the vehicle speed data;

[0101] When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is equal to 0 km / s, the vehicle is in a static working condition;

[0102] A1: The controller 4 determines whether the gear signal remains at the forward gear or the reverse gear;

[0103] If yes, proceed to the speed determination of the motor 3;

[0104] No, return to continue judging;

[0105] A2: The controller 4 determines whether the rotation speed of the motor 3 is less than or equal to a second rotation speed threshold n2;

[0106] Yes, the controller 4 controls the motor 3 to output a second anti-slip torque T2 according to the vehicle's driving direction;

[0107] No, return to continue judging;

[0108] A3: the controller 4 performs PI regulation on the second anti-slip torque T2;

[0109] A4: The controller 4 determines whether the rotation speed of the motor 3 is less than or equal to 0;

[0110] If yes, the controller 4 calibrates the current anti-slip torque as the third anti-slip torque T3, the motor 3 keeps outputting the third anti-slip torque T3, and the process goes to step S3;

[0111] If no, return to perform PI adjustment on the anti-slip torque and continue to judge;

[0112] The PI regulation is that the MCU collects the speed of the motor 3 and the driving current of the motor 3 in real time, and inputs the speed of the motor 3 into the speed loop, the speed loop outputs the regulating current according to the speed of the motor 3, and inputs the current difference between the driving current of the motor 3 and the regulating current into the current loop to generate the control current of the motor 3, thereby controlling the motor 3 to output the third anti-slip torque T3;

[0113] When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is greater than 0 km / s, the vehicle is in a dynamic working condition;

[0114] Embodiment 1:

[0115] B1: The controller 4 determines whether the acceleration signal is valid;

[0116] Yes, return to continue judging;

[0117] No, enter the brake signal judgment;

[0118] B2: The controller 4 determines whether the brake signal is valid;

[0119] If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2;

[0120] No, when the speed of the motor 3 is less than or equal to the first speed threshold n1, the controller 4 calculates the average deceleration rate a of the speed of the motor 3 from the first speed threshold n1 to the second speed threshold n2. n ;

[0121] The average deceleration rate a of the motor 3 from the first speed threshold to the second speed threshold n The calculation formula is:

[0122]

[0123] Among them, k n is the relationship constant between the entire wheel train and the transmission ratio, n1 is the first speed threshold, n2 is the second speed threshold, t n is the time for the speed of the motor 3 to decelerate from the first speed threshold to the second speed threshold;

[0124] B3: The controller 4 determines whether the rotation speed of the motor 3 is less than or equal to a second rotation speed threshold n2;

[0125] If yes, the controller 4 controls the motor 3 to output the first anti-slip torque T1 according to the vehicle's driving direction, and maintains the torque, and then enters step S3;

[0126] The calculation formula of the first anti-slip torque T1 is:

[0127]

[0128] Wherein, m is the total mass of the vehicle, a n is the average deceleration of the speed of the motor 3 from the first speed threshold to the second speed threshold, r is the radius of the driving wheel, and i is the total transmission ratio;

[0129] No, return to continue judging;

[0130] Embodiment 2:

[0131] C1: The controller 4 determines whether the acceleration signal is valid;

[0132] Yes, return to continue judging;

[0133] No, enter the brake signal judgment;

[0134] C2: The controller 4 determines whether the brake signal is valid;

[0135] If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2;

[0136] No, when the vehicle speed data is less than or equal to the first vehicle speed threshold v1, the controller 4 calculates the average deceleration a of the vehicle speed from the first vehicle speed threshold v1 to the second vehicle speed threshold v2. v ;

[0137] The average deceleration rate a of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold v The calculation formula is:

[0138]

[0139] Among them, k v is the relationship constant between the entire wheel system and the transmission ratio, v1 is the first vehicle speed threshold, v2 is the second vehicle speed threshold, t v is the time it takes for the vehicle speed to decelerate from the first vehicle speed threshold to the second vehicle speed threshold;

[0140] C3: The controller 4 determines whether the vehicle speed data is less than or equal to a second vehicle speed threshold value v2;

[0141] If yes, the controller 4 controls the motor 3 to output the first anti-slip torque T1 according to the vehicle's driving direction, and maintains the torque, and then enters step S3;

[0142] The calculation formula of the first anti-slip torque T1 is:

[0143]

[0144] Wherein, m is the total mass of the vehicle, a v is the average deceleration of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold, r is the driving wheel radius, and i is the total transmission ratio;

[0145] No, return to continue judging.

[0146] S3: The vehicle enters the anti-slope mode, sends an anti-slope flag to the upper control module, and starts calculating the anti-slope duration;

[0147] S4: The controller 4 collects the vehicle parking signal and the rotation speed of the driven wheel in real time;

[0148] S5: The controller 4 generates a direct exit command, a linear exit command and a holding command respectively according to the gear signal, the brake signal, the acceleration signal, the parking signal, the rotation speed of the driven wheel and the anti-slip time;

[0149] When the parking signal is valid or the gear shift or acceleration signal is valid, and the acceleration torque is greater than the anti-slip torque, the controller 4 generates a direct exit instruction;

[0150] D1: Motor 3 releases the anti-slip torque, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released;

[0151] When the brake signal is valid or the speed of the driven wheel is greater than 0, the controller 4 generates a linear exit instruction;

[0152] E1: Motor 3 linearly releases anti-slip torque;

[0153] E2: The controller 4 determines whether the rotation speed of the driven wheel is equal to 0, and the rotation speed of the driven wheel is consistent with the rotation speed of the driving wheel;

[0154] Yes, the vehicle does not slip, the motor 3 outputs the fourth anti-slip torque T4 according to the vehicle's driving direction, and the vehicle maintains the anti-slope sliding mode;

[0155] No, the vehicle slips, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released;

[0156] When the anti-slip time is longer than the first time t1, the controller 4 generates a holding instruction;

[0157] F1: the motor 3 releases the anti-slip torque, and the controller 4 starts timing the time for the vehicle to exit the anti-slip slope;

[0158] F2: When the speed of the motor 3 is greater than the second speed threshold n2 or the time length for exiting the anti-slope mode is greater than the second time length t2, the motor 3 outputs the fourth anti-slope torque T4 according to the vehicle driving direction to maintain the anti-slope mode.

[0159] Finally, it should be noted that: the above examples are only specific implementation examples of the present invention. Of course, those skilled in the art can make changes and modifications to the present invention. For example, the motor 3 can use a mid-mounted motor, a wheel-side motor, etc. These modifications and variations belong to the scope of the claims of the present invention and their equivalent technologies, and should be considered as the protection scope of the present invention.

Claims

1. A vehicle anti-slope control method, characterized in that: The following steps are involved: S1: The controller (4) collects the vehicle gear position signal, brake signal, acceleration signal and vehicle speed data in real time; S2: The controller (4) divides the vehicle operating condition into a static operating condition and a dynamic operating condition according to the gear position signal and the vehicle speed data; When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is equal to 0 km / s, the vehicle is in a static working condition; The controller (4) controls the motor (3) to output a third anti-slip torque T3 according to the gear position signal of the vehicle under static working conditions and the rotation speed of the motor (3), and enters step S3; When the gear signal is a forward gear or a reverse gear, and the vehicle speed data is greater than 0 km / s, the vehicle is in a dynamic working condition; The controller (4) controls the motor (3) to output a first anti-slip torque T1 according to a gear position signal, an acceleration signal, vehicle speed data or a rotation speed of the motor (3) under a dynamic working condition of the vehicle, and enters step S3; S3: The vehicle enters the anti-slope mode, sends an anti-slope flag to the upper control module, and starts calculating the anti-slope duration; S4: the controller (4) collects the parking signal of the vehicle and the rotation speed of the driven wheel in real time; S5: The controller (4) generates a direct exit command, a linear exit command and a holding command respectively according to the gear signal, the brake signal, the acceleration signal, the parking signal, the rotation speed of the driven wheel and the anti-slip time; When the parking signal is valid or the gear shift or acceleration signal is valid, and the acceleration torque is greater than the anti-slip torque, the controller (4) generates a direct exit instruction; The motor (3) releases the anti-slip torque, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released; When the brake signal is valid or the rotation speed of the driven wheel is greater than 0, the controller (4) generates a linear exit instruction; The motor (3) linearly releases the anti-slip torque, and the controller (4) determines whether the vehicle is slipping; If yes, the vehicle exits the anti-slip mode and removes the anti-slip flag of the upper control module; No, the motor (3) outputs a fourth anti-slip torque T4 according to the vehicle's driving direction, and the vehicle maintains the anti-slip mode; When the anti-slip time is longer than the first time t1, the controller (4) generates a holding instruction; The motor (3) releases the anti-slip torque, the controller (4) starts timing the duration of the vehicle's exit from the anti-slip mode, and when the rotation speed of the motor (3) is greater than the second rotation speed threshold n2 or the duration of the exit from the anti-slip mode is greater than the second duration t2, the motor (3) outputs a fourth anti-slip torque T4 according to the vehicle's driving direction to maintain the anti-slip mode.

2. The vehicle anti-slope control method according to claim 1, characterized in that: A: When the vehicle operating condition is a static condition; A1: The controller (4) determines whether the gear signal remains at the forward gear or the reverse gear; If yes, proceed to the speed determination of the motor (3); No, return to continue judging; A2: the controller (4) determines whether the rotation speed of the motor (3) is less than or equal to a second rotation speed threshold n2; Yes, the controller (4) controls the motor (3) to output a second anti-slip torque T2 according to the vehicle's driving direction; No, return to continue judging; A3: the controller (4) performs PI regulation on the second anti-slip torque T2; A4: The controller (4) determines whether the rotation speed of the motor (3) is less than or equal to 0; Yes, the controller (4) calibrates the current anti-slip torque as the third anti-slip torque T3, and the motor (3) keeps outputting the third anti-slip torque T3 and maintains it; If no, return to perform PI adjustment on the anti-slip torque and continue to judge.

3. The vehicle anti-slope control method according to claim 2, characterized in that: B: When the vehicle operating condition is a dynamic condition; B1: the controller (4) determines whether the acceleration signal is valid; Yes, return to continue judging; No, enter the brake signal judgment; B2: The controller (4) determines whether the brake signal is effective; If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2; No, when the speed of the motor (3) is less than or equal to the first speed threshold n1, the controller (4) calculates the average deceleration rate a of the speed of the motor (3) from the first speed threshold n1 to the second speed threshold n2. n ; B3: the controller (4) determines whether the rotation speed of the motor (3) is less than or equal to a second rotation speed threshold n2; Yes, the controller (4) controls the motor (3) to output a first anti-slip torque T1 according to the vehicle's driving direction and maintain the torque; No, return to continue judging.

4. The vehicle anti-slope control method according to claim 3, characterized in that: The average deceleration rate a of the motor (3) from the first speed threshold to the second speed threshold n The calculation formula is: Among them, k n is the relationship constant between the entire wheel train and the transmission ratio, n1 is the first speed threshold, n2 is the second speed threshold, t n is the time for the rotation speed of the motor (3) to decelerate from a first rotation speed threshold to a second rotation speed threshold; The calculation formula of the first anti-slip torque T1 is: Wherein, m is the total mass of the vehicle, a n is the average deceleration of the rotation speed of the motor (3) from a first rotation speed threshold to a second rotation speed threshold, r is the radius of the driving wheel, and i is the total transmission ratio.

5. The vehicle anti-slope control method according to claim 3, characterized in that: C: When the vehicle operating condition is a dynamic operating condition; C1: the controller (4) determines whether the acceleration signal is valid; Yes, return to continue judging; No, enter the brake signal judgment; C2: the controller (4) determines whether the brake signal is valid; If yes, the vehicle operating condition enters a static condition, and directly proceeds to step A2; No, when the vehicle speed data is less than or equal to the first vehicle speed threshold v1, the controller (4) calculates the average deceleration a of the vehicle speed from the first vehicle speed threshold v1 to the second vehicle speed threshold v2. v ; C3: the controller (4) determines whether the vehicle speed data is less than or equal to a second vehicle speed threshold value v2; Yes, the controller (4) controls the motor (3) to output a first anti-slip torque T1 according to the vehicle's driving direction and maintain the torque; No, return to continue judging.

6. The vehicle anti-slope control method according to claim 5, characterized in that: The average deceleration rate a of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold v The calculation formula is: Among them, k v is the relationship constant between the entire wheel system and the transmission ratio, v1 is the first vehicle speed threshold, v2 is the second vehicle speed threshold, t v is the time it takes for the vehicle speed to decelerate from the first vehicle speed threshold to the second vehicle speed threshold; The calculation formula of the first anti-slip torque T1 is: Wherein, m is the total mass of the vehicle, a v is the average deceleration of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold, r is the driving wheel radius, and i is the total transmission ratio.

7. The vehicle anti-slope control method according to claim 6, characterized in that: The PI regulation is that the MCU collects the rotation speed of the motor (3) and the driving current of the motor (3) in real time, and inputs the rotation speed of the motor (3) into a speed loop, the speed loop outputs a regulating current according to the rotation speed of the motor (3), and inputs the current difference between the driving current of the motor (3) and the regulating current into a current loop to generate a control current of the motor (3), thereby controlling the motor (3) to output the third anti-slip torque T3.

8. The vehicle anti-slope control method according to claim 1, characterized in that: The controller (4) determines whether the rotation speed of the driven wheel is equal to 0, and whether the rotation speed of the driven wheel is consistent with the rotation speed of the driving wheel; Yes, the vehicle did not slip; No, the vehicle is sliding.

9. An anti-slope rolling system of the vehicle anti-slope rolling control method according to any one of claims 1 to 8, characterized in that: The invention comprises a controller (4), the controller (4) being connected to a motor (3) coaxially mounted with a driving wheel, the motor (3) being provided with a motor three-phase wiring harness and a phase detection encoder, the motor three-phase wiring harness being connected to a load interface of the controller (4), and the phase detection encoder being connected to a communication terminal group of the controller (4); The signal communication terminal group is connected to a brake device, an acceleration device, a gear switching device, a parking sensor (5) installed on the parking device, and a rotation speed sensor (6) installed on the driven wheel; The signal communication terminal group is also connected to the upper control module via the CAN bus.

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