Vehicle anti-slip control method and system

Abstract

A vehicle anti-slip control method shortens the torque establishment and anti-slip triggering time by predicting the vehicle slip force, and improves the hill holding safety. Meanwhile, multiple exit anti-slip conditions are set to effectively avoid the safety risks of vehicle slipping and hill slipping caused by insufficient braking force with braking signal, and to avoid the unreasonable maintenance of anti-slip function, thereby improving the anti-slip efficiency and reliability. A vehicle anti-slip system comprises a controller connected with a motor coaxially installed with a driving wheel, the motor is provided with a motor three-phase wire bundle and a phase detection encoder, the motor three-phase wire bundle 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 group is connected with a brake device, an acceleration device, a gear shifting 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 application relates to the technical field of automobile control, in particular to a vehicle anti-slip control method and system. BACKGROUND

[0002] In the last mile of travel options, most people will choose a two-wheeled electric vehicle or a three-wheeled electric vehicle to replace walking. The two-wheeled electric vehicle or the three-wheeled electric vehicle has a small size and can flexibly shuttle in the streets and alleys of the city, avoiding long waiting time for cars during traffic jams, reaching the destination faster, and parking conveniently in small spaces such as roadsides and alleys. In addition, the two-wheeled electric vehicle or the three-wheeled electric vehicle has low purchase and use costs, which is more affordable for ordinary wage earners.

[0003] However, the two-wheeled electric vehicle or the three-wheeled electric vehicle has a problem of driving safety on a slope, which is an important problem affecting the performance of the two-wheeled electric vehicle or the three-wheeled electric vehicle.

[0004] On a slope, especially on a steep slope or a slippery slope road surface, the two-wheeled electric vehicle or the three-wheeled electric vehicle is prone to slipping or losing control, thereby causing safety hazards to users.

[0005] In view of the phenomenon of the two-wheeled electric vehicle or the three-wheeled electric vehicle slipping on a slope road surface, the existing two-wheeled electric vehicle or the three-wheeled electric vehicle is usually equipped with a corresponding brake structure. When the two-wheeled electric vehicle or the three-wheeled electric vehicle slips, the brake structure on the vehicle is used to complete parking on the slope in time. However, the brake structure of the existing two-wheeled electric vehicle or the three-wheeled electric vehicle has limited anti-slip function, and the anti-slip effect is poor, so that the safety hazards of slipping still exist. SUMMARY

[0006] The purpose of the present application is to provide a vehicle anti-slip control method and system, which can predict the vehicle slip force, shorten the torque establishment and anti-slip function triggering time, and improve the safety. At the same time, a plurality of exit anti-slip conditions are set to effectively avoid the safety risks of slipping caused by insufficient braking force and vehicle slip with braking signal, and avoid the unreasonable maintenance of the anti-slip function, so as to reduce the risk of system efficiency and reliability.

[0007] A vehicle anti-slip control method, the key of which comprises the following steps:

[0008] S1: The controller collects vehicle gear signal, brake signal, acceleration signal 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 signal and vehicle speed data;

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

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

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

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

[0014] S3: The vehicle enters the anti-slip mode, sends the anti-slip flag to the upper control module, and starts to calculate the anti-slip time;

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

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

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

[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; the direct exit instruction is generated by setting three conditions, which avoids the unreasonable keeping of the anti-slip function, reduces the risk of system efficiency and reliability;

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

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

[0021] Yes, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released;

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

[0023] When the anti-slip time is greater than the first time t1, the controller generates the keep instruction;

[0024] The motor releases the anti-slip torque, the controller starts timing the duration of the vehicle exiting the anti-slip slope, and when the speed of the motor is greater than the second speed threshold n2 or the duration of the vehicle exiting the anti-slip slope is greater than the second duration t2, the motor outputs a fourth anti-slip torque T4 in the driving direction of the vehicle, maintaining the anti-slip slope mode.

[0025] After generating the maintenance instruction, the anti-slip slope flag on the upper control module remains unchanged.

[0026] By setting the anti-slip slope duration, the safety risks of long anti-slip slope distance and long slip time leading to driving misoperation are reduced.

[0027] The above method shortens the torque establishment and anti-slip slope function triggering time by pre-judging the vehicle slip force, improving the hill-hold safety. At the same time, various exit anti-slip slope conditions are set to effectively avoid the safety risks of vehicle slipping and sliding due to insufficient braking force and vehicle slipping, avoid unreasonable maintenance of the anti-slip slope function, and improve the anti-slip slope efficiency and reliability.

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

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

[0030] Yes, enter the speed judgment of the motor;

[0031] No, return to continue determining;

[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 in the driving direction of the vehicle;

[0034] No, return to continue determining;

[0035] A3: the controller performs PI adjustment 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 sets the current anti-slip torque to a third anti-slip torque T3, the motor maintains outputting the third anti-slip torque T3, and maintains;

[0038] No, return to PI adjustment of the anti-slip torque and continue determining.

[0039] The second anti-rollback torque T2 is the minimum driving resistance of the vehicle under ideal road conditions, obtained by testing or calibrating the sliding resistance. Meanwhile, in static conditions, since the road angle and vehicle roll force cannot be determined, the controller, based on the output of the second anti-rollback torque T2, detects changes in the motor and adjusts the output torque through a PI algorithm in the software program to keep the vehicle absolutely stationary. The torque corresponding to this state is the third anti-rollback torque T3. This avoids the discomfort and potential dangers caused by the anti-rollback torque build-up time and the anti-rollback function trigger time, and improves the safety of parking on a slope in static conditions.

[0040] Furthermore, 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 the judgment;

[0043] No, proceed to brake signal determination;

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

[0045] Yes, the vehicle's operating condition enters the static operating condition, and proceeds directly to step A2;

[0046] No, when the motor speed is less than or equal to the first speed threshold n1, the controller calculates the average deceleration a of the motor speed as it decreases 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 the second speed threshold n2;

[0048] Yes, the controller controls the motor to output a first anti-runaway torque T1 in the vehicle's direction of travel and maintains it;

[0049] No, return to continue the judgment.

[0050] Furthermore, the average deceleration 'a' of the motor as it slows down from the first speed threshold to the second speed threshold. n The calculation formula is:

[0051]

[0052] Where, k n Let n1 be the constant relating the entire wheel system and the transmission ratio, n2 be the first speed threshold, and t be the second speed threshold. n The time it takes for the motor speed to decrease from the first speed threshold to the second speed threshold;

[0053] The formula for calculating 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 speed of the motor from the first speed threshold to the second speed threshold, r is the radius of the drive wheel, 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 determining;

[0059] No, enter the brake signal determining;

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

[0061] Yes, the vehicle operating condition enters a static operating condition, and directly enters 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 v of the vehicle speed from the first vehicle speed threshold v1 to the second vehicle speed threshold v2;

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

[0064] Yes, the controller controls the motor to output the first anti-slip torque T1 in the vehicle driving direction and maintains;

[0065] No, return to continue determining.

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

[0067]

[0068] wherein k v is the relationship constant of the vehicle wheel train and the transmission ratio, v1 is the first vehicle speed threshold, v2 is the second vehicle speed threshold, and t v is the time of the vehicle speed 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 drive wheel radius, and i is the total transmission ratio.

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

[0073] Further, the PI regulation is that the MCU collects the motor speed and the motor driving current in real time, inputs the motor speed into the speed loop, the speed loop outputs a regulated current according to the motor speed, inputs the current difference between the motor driving current and the regulated current into the current loop, and generates the motor control current, so as to control the motor to output the third anti-rolling torque T3.

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

[0075] Yes, the vehicle does not slip;

[0076] No, the vehicle slips.

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

[0078] By setting the exit anti-rolling conditions, the safety risks of rolling and vehicle slipping caused by insufficient braking force with brake signal are effectively avoided.

[0079] A vehicle anti-rolling system, the key of which is that a controller is connected with a motor coaxially installed with a drive wheel, the motor is provided with a motor three-phase wire bundle and a phase detection encoder, the motor three-phase wire bundle is connected with a load interface of the controller, and the phase detection encoder is connected with a communication end group of the controller;

[0080] The signal communication end group is connected with a brake device, an acceleration device, a gear shifting device, a parking sensor installed on a parking device, and a speed sensor installed on a driven wheel;

[0081] The signal communication end group is also connected with an upper layer control module through a CAN bus.

[0082] The controller collects the rotating speed of the motor, brake signal, acceleration signal, gear signal, parking signal and rotating speed of the driven wheel through the communication end group, and provides data support for the vehicle anti-slip control method.

[0083] Beneficial effects: 1. The vehicle slip prediction of the application shortens the torque establishment and anti-slip function triggering time, avoids the driving discomfort and potential danger caused by the anti-slip torque establishment time and anti-slip function triggering time, and improves the slope parking safety and efficiency.

[0084] 2. The method sets three conditions to generate a direct exit instruction, avoids unreasonable maintenance of the anti-slip function, and reduces the risk of system efficiency and reliability.

[0085] 3. The method can avoid the safety risk of long anti-slip distance and the safety risk of long slip time caused by driving misoperation.

[0086] 4. The method sets the exit anti-slip condition, effectively avoids the safety risk of vehicle slip caused by insufficient braking force and vehicle slip caused by insufficient braking force.

[0087] 5. The system can realize the anti-slip function without high-cost configurations such as electronic parking / braking system, slope sensor, front and rear combined braking device, etc., and reduces the manufacturing cost. BRIEF DESCRIPTION OF DRAWINGS

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

[0089] Figure 2 is a vehicle anti-slip system schematic diagram;

[0090] Figure 3 is a vehicle anti-slip control method flow chart. DETAILED DESCRIPTION

[0091] The specific embodiments and working principles of the application will be further described in detail below with reference to the accompanying drawings.

[0092] As Figure 2As shown, the vehicle anti-rollover system includes a controller 4, which is connected to a motor 3 coaxially mounted with the drive wheel. The motor 3 is a hub motor. The motor 3 is equipped with a three-phase wiring harness and a phase detection encoder. The three-phase wiring 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 braking device, an acceleration device, a gear shifting device, a parking sensor 5, and a speed sensor 6 mounted on the driven wheel.

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

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

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

[0096] The braking device is equipped with a front wheel brake and a rear wheel brake. The front wheel brake is located on the right handlebar 2 of the two-wheeled electric vehicle, and an acceleration device is also located on the right handlebar 2. The rear wheel brake is located on the left handlebar 1 of the two-wheeled electric vehicle.

[0097] The gear shifting device is located on the left handlebar 1 or the right handlebar 2.

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

[0099] S1: Controller 4 collects vehicle gear signal, braking signal, acceleration signal and vehicle speed data in real time;

[0100] S2: Controller 4 divides the vehicle operating conditions into static operating conditions and dynamic operating conditions based on the gear signal and vehicle speed data;

[0101] When the gear position signal is forward or reverse and the vehicle speed data is 0 km / s, the vehicle is in a static operating condition.

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

[0103] Yes, proceed to determine the rotational speed of motor 3;

[0104] No, return to continue the judgment;

[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 in the direction of vehicle travel;

[0107] No, return to continue determination;

[0108] A3: the controller 4 performs PI adjustment 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] Yes, the controller 4 sets the current anti-slip torque as a third anti-slip torque T3, the motor 3 keeps outputting the third anti-slip torque T3, and remains, and enters step S3;

[0111] No, return to PI adjustment on the anti-slip torque and continue determination;

[0112] The PI adjustment is that the MCU collects the rotation speed of the motor 3 and the driving current of the motor 3 in real time, inputs the rotation speed of the motor 3 into a speed loop, the speed loop outputs an adjustment current according to the rotation speed of the motor 3, inputs the current difference between the driving current of the motor 3 and the adjustment current into a current loop, generates a control current of the motor 3, so as to control 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 one:

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

[0116] Yes, return to continue determination;

[0117] No, enter brake signal determination;

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

[0119] Yes, the vehicle working condition enters a static working condition, and directly enters step A2;

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

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

[0122]

[0123] Wherein, k n is the relationship constant of the whole vehicle wheel train and transmission ratio, n1 is the first speed threshold, n2 is the second speed threshold, t n is the time of the motor 3 from the first speed threshold to the second speed threshold;

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

[0125] Yes, the controller 4 controls the motor 3 to output the first anti-slip torque T1 in the direction of vehicle travel, and remains, and enters step S3;

[0126] The 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 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 to determine;

[0130] Example two:

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

[0132] Yes, return to continue to determine;

[0133] No, enter the brake signal determination;

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

[0135] Yes, the vehicle working condition enters the static working condition, and directly enters 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 v of the vehicle speed from the first vehicle speed threshold v1 to the second vehicle speed threshold v2;

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

[0138]

[0139] wherein, k v is the relationship constant of the vehicle wheel train and transmission ratio, v1 is the first vehicle speed threshold, v2 is the second vehicle speed threshold, t v is the time for the vehicle speed to decrease 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 the second vehicle speed threshold v2;

[0141] Yes, the controller 4 controls the motor 3 to output the first anti-slip torque T1 in the vehicle driving direction, and remains, and 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 to determine.

[0146] S3: the vehicle enters the anti-slip mode, sends the anti-slip flag to the upper control module, and starts to calculate the anti-slip time;

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

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

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

[0150] D1: 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;

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

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

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

[0154] Yes, the vehicle does not slip, the motor 3 outputs the fourth anti-slip torque T4 in the vehicle driving direction, and the vehicle keeps the anti-slip mode;

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

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

[0157] F1: The motor 3 removes the anti-slip torque, and the controller 4 starts timing the anti-slip exit time of the vehicle;

[0158] F2: When the motor 3 speed is greater than the second speed threshold n2 or the anti-slip exit time is greater than the second time t2, the motor 3 outputs the fourth anti-slip torque T4 in the vehicle driving direction, and keeps the anti-slip mode.

[0159] Finally, it should be noted that the above-mentioned is only a specific embodiment of the present application, of course, those skilled in the art can modify and change the present application, such as the motor 3 is selected as a middle motor, wheel motor, etc., these modifications and changes belong to the scope of the present application claims and equivalent technology, should be considered as the protection scope of the present application.

Claims

1. A vehicle anti-rollaway control method, characterized by, The method comprises the following steps: S1: the controller (4) collects the gear signal, brake signal, acceleration signal and vehicle speed data in real time; S2: the controller (4) divides the vehicle working condition into static working condition and dynamic working condition according to the gear signal and vehicle speed data; When the gear signal is forward gear or reverse gear, and the vehicle speed data is equal to 0 km / s, the vehicle is in static working condition; The controller (4) controls the motor (3) to output the third anti-slip torque T3 according to the gear signal and the speed of the motor (3) in the static working condition of the vehicle, and enters step S3; When the gear signal is forward gear or reverse gear, and the vehicle speed data is greater than 0 km / s, the vehicle is in dynamic working condition; The controller (4) controls the motor (3) to output the first anti-slip torque T1 according to the gear signal, acceleration signal, vehicle speed data or speed of the motor (3) in the dynamic working condition of the vehicle, and enters step S3; S3: the vehicle enters the anti-slip mode, sends the anti-slip flag to the upper control module, and starts to calculate the anti-slip time; S4: the controller (4) collects the parking signal and the speed of the driven wheel in real time; S5: the controller (4) generates direct exit instruction, linear exit instruction and keep instruction according to the gear signal, brake signal, acceleration signal, parking signal, speed of the driven wheel and anti-slip time; When the parking signal is valid or the gear is switched or the acceleration signal is valid, and the acceleration torque is greater than the anti-slip torque, the controller (4) generates the 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 speed of the driven wheel is greater than 0, the controller (4) generates the linear exit instruction; The motor (3) linearly releases the anti-slip torque, and the controller (4) determines whether the vehicle is slipping; Yes, the vehicle exits the anti-slip mode, and the anti-slip flag of the upper control module is released; No, the motor (3) outputs the fourth anti-slip torque T4 in the vehicle running direction, and the vehicle keeps the anti-slip mode; When the anti-slip time is greater than the first time t1, the controller (4) generates the keep instruction; The motor (3) releases the anti-slip torque, the controller (4) starts to count the anti-slip time, and when the speed of the motor (3) is greater than the second speed threshold n2 or the anti-slip time is greater than the second time t2, the motor (3) outputs the fourth anti-slip torque T4 in the vehicle running direction to keep the anti-slip mode.

2. The vehicle anti-slip control method according to claim 1, wherein A: when the vehicle working condition is static working condition; A1: the controller (4) determines whether the gear signal remains forward gear or reverse gear; Yes, enter the speed judgment of the motor (3); No, return to continue to determine; A2: the controller (4) determines whether the speed of the motor (3) is less than or equal to the second speed threshold n2; Yes, the controller (4) controls the motor (3) to output the second anti-slip torque T2 in the vehicle running direction; No, return to continue to determine; A3: the controller (4) performs PI adjustment on the second anti-slip torque T2; A4: the controller (4) determines whether the speed of the motor (3) is less than or equal to 0; Yes, the controller (4) sets the current anti-slip torque as the third anti-slip torque T3, the motor (3) keeps outputting the third anti-slip torque T3, and keeps; No, return to PI adjustment of anti-slip torque, and continue to determine.

3. The vehicle anti-slip control method according to claim 2, wherein B: when the vehicle working condition is a dynamic working condition; B1: the controller (4) determines whether the acceleration signal is valid; Yes, return to continue to determine; No, enter brake signal determination; B2: the controller (4) determines whether the brake signal is valid; Yes, the vehicle working condition enters a static working condition, and directly enters step A2; No, when the rotation speed of the motor (3) is less than or equal to a first rotation speed threshold n1, the controller (4) calculates an average deceleration a of the rotation speed of the motor (3) from the first rotation speed threshold n1 to a second rotation speed threshold n2 n ; B3: the controller (4) determines whether the speed of the motor (3) is less than or equal to a second speed threshold n2; Yes, the controller (4) controls the motor (3) to output a first anti-slip torque T1 in the vehicle driving direction, and keeps; No, return to continue to determine.

4. The vehicle anti-slip control method according to claim 3, wherein average deceleration a of the rotational speed of the electric motor (3) from a first rotational speed threshold to a second rotational speed threshold n The formula for calculating a is: wherein k n is a constant of the relation between the wheel train and the transmission ratio of the vehicle, n1 is a first rotational speed threshold value, n2 is a second rotational speed threshold value, t n is the time during which the rotational speed of the electric machine (3) is reduced from the first rotational speed threshold value to the second rotational speed threshold value. The calculation formula of the first anti-slip torque T1 is: where m is the total mass of the vehicle, a n is the average deceleration of the rotational speed of the electric machine (3) from the first rotational speed threshold to the second rotational speed threshold, r is the drive wheel radius, and i is the overall transmission ratio.

5. The vehicle anti-slip control method according to claim 3, wherein C: when the vehicle working condition is a dynamic working condition; C1: the controller (4) determines whether the acceleration signal is valid; Yes, return to continue to determine; No, enter brake signal determination; C2: the controller (4) determines whether the brake signal is valid; Yes, the vehicle working condition enters a static working condition, and directly enters step A2; No, when the vehicle speed data is less than or equal to a first vehicle speed threshold v1, the controller (4) calculates an average deceleration a of the vehicle speed from the first vehicle speed threshold v1 to a 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 v2; Yes, the controller (4) controls the motor (3) to output a first anti-slip torque T1 in the vehicle driving direction, and keeps; No, return to continue to determine.

6. The vehicle anti-slip control method according to claim 5, wherein the average deceleration a of the vehicle speed data from the first vehicle speed threshold to the second vehicle speed threshold v The formula for calculating a is: wherein k v is a constant of the relation between the wheel train and the transmission ratio of the vehicle, v1 is a first vehicle speed threshold, v2 is a second vehicle speed threshold, t v is the time for the vehicle speed to decrease from the first vehicle speed threshold to the second vehicle speed threshold. The calculation formula of the first anti-slip torque T1 is: where m is the gross vehicle mass, 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 drive wheel radius, and i is the overall transmission ratio.

7. The vehicle anti-slip control method according to claim 6, wherein The PI adjustment is that the MCU collects the speed of the motor (3) and the driving current of the motor (3) in real time, inputs the speed of the motor (3) into a speed loop, the speed loop outputs a regulated current according to the speed of the motor (3), inputs the current difference between the driving current of the motor (3) and the regulated current into a current loop, generates a control current of the motor (3), and controls the motor (3) to output the third anti-slip torque T3.

8. The vehicle anti-slip control method according to claim 1, wherein The controller (4) determines whether the speed of the driven wheel is equal to 0 and the speed of the driven wheel is consistent with the speed of the driving wheel; Yes, the vehicle does not slip; No, the vehicle slips.

9. A control method for preventing a vehicle from slipping on a slope according to any one of claims 1 to 8, characterized by, The controller (4) is connected with the motor (3) coaxially installed with the driving wheel, the motor (3) is provided with a motor three-phase wire bundle and a phase detection encoder, the motor three-phase wire bundle is connected with a load interface of the controller (4), and the phase detection encoder is connected with a signal communication end group of the controller (4). The signal communication end group is connected with a brake device, an acceleration device, a gear shifting device, a parking sensor (5) installed on a parking device and a rotating speed sensor (6) installed on a driven wheel. The signal communication end group is also connected with an upper control module through a CAN bus.

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