Driving control method and device and vehicle

Abstract

The invention discloses a driving control method and device and a vehicle. The method comprises the steps that the maximum longitudinal driving force is calculated according to the static load mass, the vertical dynamic load and the road adhesion coefficient of wheels and the obtained linear speed; determining a maximum driving torque based on the maximum longitudinal driving force; limiting the feed-forward torque of the motor to be smaller than or equal to the minimum value of the maximum driving torque and the acquired required torque of the motor; the motor feedforward torque is a motor torque for controlling the vehicle to perform anti-slip control; when it is determined that the wheels are in a slipping state according to the wheel state parameters, feedback control is conducted on the feed-forward torque of the motor based on the zero-slip wheel speed and the linear speed of the wheels, and the feedback torque of the motor is determined; the motor feedback torque is the motor torque for controlling the vehicle to break away from the slipping state; and calculating a motor execution torque according to the motor feedforward torque and the motor feedback torque. According to the method, timely anti-skid control over the vehicle is achieved, so that the wheel anti-skid effect is improved, and the vehicle driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of drive control technology, and in particular to a drive control method, device and vehicle. Background Art

[0002] With the development of technology, electric vehicles have become the development trend of the current automotive industry, and four-wheel independent drive electric vehicles have become a hot spot in the current related fields. The core feature of four-wheel independent drive electric vehicles is that each wheel is equipped with an independent drive motor and control system, so that the driving force of each wheel can be adjusted independently, thereby achieving more accurate and flexible power distribution. In order to improve the driving reliability of electric vehicles in adverse road conditions such as wet, slippery, ice and snow, and shell craters, it is necessary to perform drive anti-skid control on electric vehicles to ensure the safe driving of the vehicle.

[0003] Existing drive anti-skid methods mainly judge the wheel slip state based on the wheel speed and actual speed for feedback control. They can only suppress the slip of wheels that have already slipped, which leads to untimely vehicle anti-skid control, poor wheel anti-skid effect, and certain safety hazards. Summary of the invention

[0004] Based on the above problems, the present application provides a drive control method, device and vehicle, the purpose of which is to perform timely anti-skid control on the vehicle to improve the anti-skid effect of the wheels and improve the driving safety of the vehicle.

[0005] The embodiments of the present application disclose the following technical solutions:

[0006] In a first aspect, the present application provides a driving control method for each wheel of a vehicle, comprising:

[0007] The maximum longitudinal driving force is calculated based on the static load mass, vertical dynamic load, road adhesion coefficient and linear speed of the wheel; the static load mass is the mass carried by the wheel in a stationary state; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; the maximum longitudinal driving force is the maximum driving force to ensure that the wheel does not slip;

[0008] The maximum driving torque is determined based on the maximum longitudinal driving force; the maximum driving torque is the maximum torque value that can be generated under the maximum longitudinal driving force;

[0009] Limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control;

[0010] When it is determined according to the wheel state parameters that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque; the motor feedback torque is the motor torque that controls the vehicle to get out of the slipping state;

[0011] According to the static load mass, vertical dynamic load, road adhesion coefficient and linear speed of the wheel, the maximum longitudinal driving force of the wheel is calculated more accurately to determine the driving force limit of the wheel without slipping; then the maximum driving torque is determined based on the maximum longitudinal driving force to improve the accuracy of the calculation of the maximum driving torque of the wheel to avoid the wheel slipping due to the motor torque exceeding the maximum driving torque. And the motor feedforward torque is limited to a minimum value less than or equal to the maximum driving torque and the obtained motor demand torque to avoid the wheel slipping due to overdriving, thereby realizing anti-skid control. When it is determined that the wheel is in a slipping state according to the wheel state parameters, the motor feedforward torque is feedback controlled based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque to control the vehicle out of the slipping state. The motor execution torque is calculated based on the motor feedforward torque and the motor feedback torque to achieve precise adjustment of the motor torque, thereby realizing anti-skid control of the vehicle and timely controlling the motor torque to stabilize the vehicle when the vehicle slips, thereby improving the wheel anti-skid effect and improving the driving safety of the vehicle.

[0012] Optionally, the method as described above calculates the maximum longitudinal driving force according to the static load mass of the wheel, the vertical dynamic load, the road adhesion coefficient and the obtained linear speed, including:

[0013] The vertical dynamic load is calculated based on the static load mass of the wheel, the obtained longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle;

[0014] The road adhesion coefficient is calculated based on the longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle;

[0015] The lateral acceleration of the wheel is calculated according to the wheel steering angle, the wheelbase of the vehicle, and the linear speed of the wheel;

[0016] The maximum longitudinal driving force is calculated based on the static load, vertical dynamic load, road adhesion coefficient and lateral acceleration of the wheel. By accurately calculating the maximum longitudinal driving force of the wheel, it helps to promptly determine whether the vehicle is at risk of skidding, and then promptly perform anti-skid control on the vehicle to improve vehicle driving stability.

[0017] Optionally, in the method described above, the method for obtaining the static load mass of the wheel includes:

[0018] Collect the airbag pressure corresponding to each wheel of the vehicle;

[0019] Calculating the static load mass corresponding to each wheel and the first vehicle mass corresponding to the vehicle according to the airbag pressure corresponding to each wheel;

[0020] Calculate the second vehicle mass corresponding to the vehicle according to the dynamic driving equation;

[0021] The first vehicle mass is compared with the second vehicle mass. When it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed a threshold value, the static load mass of the wheel is obtained, the accuracy of the obtained vehicle load mass is improved, the calculation error is reduced, and the accuracy of vehicle drive control is improved.

[0022] Optionally, the method as described above, limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum drive torque and the acquired motor demand torque, comprises:

[0023] Determine whether the wheel has a risk of driving slip based on the maximum driving torque and the motor's required torque;

[0024] When the motor demand torque exceeds the maximum driving torque, it is determined that the wheel has a driving slip risk;

[0025] Limit the motor feedforward torque to be less than or equal to the maximum drive torque to prevent wheel slip and improve driving stability.

[0026] Optionally, in the method described above, if the wheel state parameter is a slip rate, when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque, including:

[0027] Determine the zero slip wheel speed of the wheel according to the acquired wheel steering angle, vehicle yaw angular velocity and vehicle speed;

[0028] The slip ratio of the wheel is calculated based on the linear velocity and the zero slip ratio wheel speed;

[0029] When the slip ratio exceeds a first preset threshold, determining that the wheel is in a slipping state;

[0030] PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel, thereby improving the accuracy of wheel slip state judgment and improving the accuracy of motor torque control through PID feedback control.

[0031] Optionally, in the method described above, if the wheel state parameter is the longitudinal acceleration of the wheel, when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque, including:

[0032] According to the linear velocity, determine the longitudinal acceleration of the wheel;

[0033] When the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds a second preset threshold, determining that the wheel is in a slipping state;

[0034] PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel, thereby improving the response speed of the slip control.

[0035] Optionally, the method described above performs PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel, including:

[0036] Calculate the wheel speed error based on the linear speed and zero slip wheel speed;

[0037] According to the wheel speed error, calculate the PID percentage value of the wheel;

[0038] The motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel, thereby improving the accuracy of the wheel motor torque control.

[0039] In a second aspect, the present application provides a drive control device, comprising:

[0040] The maximum longitudinal driving force calculation module is used to calculate the maximum longitudinal driving force according to the static load mass, vertical dynamic load, road adhesion coefficient and the obtained linear speed of the wheel; the static load mass is the mass carried by the wheel in a stationary state; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; the maximum longitudinal driving force is the maximum driving force to ensure that the wheel does not slip;

[0041] A maximum driving torque calculation module, used to determine the maximum driving torque based on the maximum longitudinal driving force; the maximum driving torque is the maximum torque value that can be generated under the maximum longitudinal driving force;

[0042] A motor feedforward torque determination module is used to limit the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control;

[0043] The motor feedback torque determination module is used to perform feedback control on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel when the wheel is determined to be in a slipping state according to the wheel state parameters, so as to determine the motor feedback torque; the motor feedback torque is the motor torque for controlling the vehicle to escape from the slipping state;

[0044] The motor execution torque calculation module is used to calculate the motor execution torque according to the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque for driving and controlling the vehicle.

[0045] In a third aspect, the present application provides a vehicle, comprising: a vehicle body, a plurality of drive motors, a plurality of wheels, and a controller disposed in the vehicle body, wherein the controller is electrically connected to the drive motors; each drive motor corresponds to a wheel;

[0046] The driving motor is used to control the driving of the wheels according to the motor execution torque output by the controller;

[0047] The controller is used to execute one or more pre-stored programs to implement any of the drive control methods described in the above embodiments.

[0048] In a fourth aspect, the present application provides an electronic device, the device comprising: a processor, and a memory communicatively connected to the processor;

[0049] Memory stores computer-executable instructions;

[0050] The processor executes the computer-executable instructions stored in the memory to implement any of the drive control methods described in the above embodiments.

[0051] In a fifth aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the drive control method described in any of the above embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0053] Figure 1 A schematic diagram of an embodiment of a driving control method provided in the present application;

[0054] Figure 2 A schematic flow chart of another embodiment of a drive control method provided by the present application;

[0055] Figure 3 A schematic flow chart of another embodiment of a drive control method provided in the present application;

[0056] Figure 4 A schematic flow chart of another embodiment of a drive control method provided by the present application;

[0057] Figure 5 A schematic flow chart of another embodiment of a drive control method provided by the present application;

[0058] Figure 6 A schematic diagram of the structure of an embodiment of a drive control device provided in the present application;

[0059] Figure 7 A schematic diagram of the structure of an embodiment of a vehicle provided in the present application;

[0060] Figure 8 A schematic diagram of the structure of an embodiment of an electronic device provided in the present application. DETAILED DESCRIPTION

[0061] As described above, the current drive anti-skid method mainly determines the wheel slip state based on the vehicle's wheel speed and actual speed. When the wheel slip state is slipping, the vehicle is controlled to achieve skidding suppression of the wheel that has already slipped.

[0062] After research, the inventors proposed a drive control method, device and vehicle to solve the technical problems in the prior art that the vehicle anti-skid control is not timely, the wheel anti-skid effect is poor, and there are certain safety hazards.

[0063] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0064] See also Figure 1 , which is a schematic diagram of an embodiment of a driving control method provided by the present application. Figure 1 As shown, for each wheel of the vehicle, the method includes:

[0065] S101: Calculate the maximum longitudinal driving force according to the static load mass, vertical dynamic load, road adhesion coefficient and acquired linear speed of the wheel.

[0066] Among them, the static load mass is the mass carried by the wheel when it is stationary; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; and the maximum longitudinal driving force is the maximum driving force that ensures that the wheel does not slip.

[0067] In this embodiment, taking the left front wheel as an example, according to the static load mass m of the left front wheel fl , vertical dynamic load F of the left front wheel N,fl , road adhesion coefficient μ and lateral acceleration a of the left front wheel y,fl , calculate the maximum longitudinal driving force F of the left front wheel t,x,fl .

[0068] Specifically, the calculation formula for the maximum longitudinal driving force of the left front wheel is as follows:

[0069]

[0070] Among them, m fl is the static load mass of the left front wheel;

[0071] F N,fl is the vertical dynamic load of the left front wheel;

[0072] μ is the road adhesion coefficient;

[0073] a y,fl Indicates the lateral acceleration of the left front wheel.

[0074] Similarly, the calculation formula for the maximum longitudinal driving force of other wheels is as follows:

[0075]

[0076] Among them, F t,x,fr Indicates the maximum longitudinal driving force of the right front wheel;

[0077] F t,x,rl Indicates the maximum longitudinal driving force of the left rear wheel;

[0078] F t,x,rr Indicates the maximum longitudinal driving force of the right rear wheel.

[0079] S102: Determine a maximum driving torque based on the maximum longitudinal driving force.

[0080] The maximum driving torque is the maximum torque value that can be generated under the maximum longitudinal driving force.

[0081] In this embodiment, taking the left front wheel as an example, the calculation formula of the maximum driving torque of the left front wheel is as follows:

[0082]

[0083] Among them, T t,fl,max Indicates the maximum driving torque of the left front wheel;

[0084] F t,x,fl Indicates the maximum longitudinal driving force of the left front wheel;

[0085] i fl is the reduction ratio of the left front wheel;

[0086] R is the rolling radius of the wheel.

[0087] Similarly, the calculation formula for the maximum driving torque of other wheels is as follows:

[0088]

[0089] Among them, F t,x,fr Indicates the maximum longitudinal driving force of the right front wheel;

[0090] i fr is the reduction ratio of the right front wheel;

[0091] T t,fr,max is the maximum driving torque of the right front wheel;

[0092] F t,x,rl Indicates the maximum longitudinal driving force of the left rear front wheel;

[0093] i rl is the reduction ratio of the left rear wheel;

[0094] T t,rl,max is the maximum driving torque of the left rear wheel;

[0095] F t,x,rr Indicates the maximum longitudinal driving force of the right rear wheel;

[0096] i rr is the reduction ratio of the right rear wheel;

[0097] T t,rr,max is the maximum driving torque of the right rear wheel.

[0098] S103: Limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque.

[0099] The motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control.

[0100] In this embodiment, taking the left front wheel as an example, the maximum driving torque T of the left front wheel is t,fl,max The motor torque required by the left front wheel is T req,raw,fl Compare and judge whether there is a risk of wheel slip. req,raw,fl More than T t,fl,max If T req,raw,fl There is a risk of drive slip when controlling the left front wheel. In this case, the motor feedforward torque is limited to a range less than or equal to the maximum drive torque to prevent the wheel from slipping.

[0101] S104: When it is determined according to the wheel state parameters that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and the linear speed of the wheel to determine the motor feedback torque.

[0102] The motor feedback torque is the motor torque that controls the vehicle to escape from a slipping state.

[0103] In this embodiment, during normal driving of the vehicle, the vehicle can be controlled to prevent skidding based on the motor feedforward torque. However, if dangerous road conditions such as ice or slippery road ahead suddenly occur, the vehicle may skid. Taking the left front wheel as an example, whether the left front wheel is in a skidding state is determined based on the slip rate of the left front wheel or the longitudinal acceleration of the left front wheel.

[0104] Specifically, if the slip rate of the left front wheel exceeds a first preset threshold, it is determined that the left front wheel is in a slipping state; or, if the difference between the longitudinal acceleration of the left front wheel and the longitudinal acceleration calculated according to the linear velocity exceeds a second preset threshold, it is determined that the left front wheel is in a slipping state. When it is determined that the left front wheel is in a slipping state, the motor feedforward torque is feedback-controlled based on the zero-slip wheel speed and the linear velocity of the wheel to determine the motor feedback torque.

[0105] S105: Calculate the motor execution torque according to the motor feedforward torque and the motor feedback torque.

[0106] The motor execution torque is the motor torque for driving and controlling the vehicle.

[0107] In this embodiment, taking the left front wheel as an example, the motor feedforward torque of the left front wheel can be expressed as T req,Ff,fl ; The motor feedback torque of the left front wheel can be expressed as T req,Fb,fl The motor execution torque can be expressed as follows:

[0108] T req,fl =T req,Ff,fl +T req,Fb,fl

[0109] Among them, T req,fl The motor performs torque for the left front wheel;

[0110] T req,Ff,fl is the motor feed-forward torque of the left front wheel;

[0111] T req,Fb,fl The motor feedback torque to the left front wheel.

[0112] Similarly, the motor torque of other wheels can be expressed as follows:

[0113] T req,fr =T req,Ff,fr +T req,Fb,fr

[0114] T req,rl =T req,Ff,rl +T req,Fb,rl

[0115] T req,rr =Treq,Ff,rr +T req,Fb,rr

[0116] Among them, T req,fr The motor performs torque for the right front wheel;

[0117] T req,Ff,rl is the motor feed-forward torque of the right front wheel;

[0118] T req,Fb,fr The motor feedback torque is for the right front wheel;

[0119] T req,rl The motor performs torque for the left rear wheel;

[0120] T req,Ff,rl is the motor feed-forward torque of the left rear wheel;

[0121] T req,Fb,rl The motor feedback torque for the left rear wheel;

[0122] T req,rr The motor performs torque for the right rear wheel;

[0123] T req,Ff,rr is the motor feed-forward torque of the right rear wheel;

[0124] T req,Fb,rr The motor feeds back torque to the right rear wheel.

[0125] In this embodiment, the maximum longitudinal driving force of the wheel is more accurately calculated based on the static load mass, vertical dynamic load, road adhesion coefficient and the obtained linear speed of the wheel to determine the driving force limit of the wheel without slipping; then the maximum driving torque is determined based on the maximum longitudinal driving force to improve the accuracy of the calculation of the maximum driving torque of the wheel to avoid the wheel slipping due to the motor torque exceeding the maximum driving torque. And the motor feedforward torque is limited to a minimum value range less than or equal to the maximum driving torque and the obtained motor demand torque to avoid the wheel slipping due to overdriving, thereby realizing anti-skid control. When it is determined that the wheel is in a slipping state according to the wheel state parameter, the motor feedforward torque is feedback controlled based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque to control the vehicle out of the slipping state. The motor execution torque is calculated based on the motor feedforward torque and the motor feedback torque to achieve precise adjustment of the motor torque, thereby realizing anti-skid control of the vehicle and timely controlling the motor torque to stabilize the vehicle when the vehicle slips, thereby improving the wheel anti-skid effect and improving the driving safety of the vehicle.

[0126] See also Figure 2 , which is a schematic diagram of another embodiment of a driving control method provided by the present application. Figure 2As shown, based on the above embodiment, the specific implementation of "calculating the vertical dynamic load according to the static load mass of the wheel, the obtained longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle" in S101 includes:

[0127] S1011: Calculate the vertical dynamic load according to the static load mass of the wheel, the acquired longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle.

[0128] In this embodiment, according to the static load mass m of the wheel fl , m fr , m rl and m rr , the longitudinal acceleration a of the vehicle is obtained x and the lateral acceleration of the vehicle a y , the vertical dynamic load corresponding to each wheel can be calculated.

[0129] Specifically, the calculation formulas for the vertical dynamic loads corresponding to each wheel are as follows:

[0130]

[0131] Among them, F N,fl Indicates the vertical dynamic load of the left front wheel;

[0132] F N,fr Indicates the vertical dynamic load of the right front wheel;

[0133] F N,rl Indicates the vertical dynamic load of the left rear wheel;

[0134] F N,rr Indicates the vertical dynamic load of the right rear wheel;

[0135] a is the distance from the right front wheel to the center of mass in the horizontal and vertical driving directions;

[0136] T is the wheel track;

[0137] g is the acceleration due to gravity;

[0138] h COG is the height of the centroid;

[0139] l is the wheelbase;

[0140] a x Indicates the longitudinal acceleration of the vehicle obtained;

[0141] F Drag is the air resistance,

[0142] b is the distance from the rear axle to the center of mass along the direction of travel of the wheel;

[0143] a yIndicates the acquired lateral acceleration of the vehicle.

[0144] S1012: Calculate the road adhesion coefficient according to the longitudinal acceleration and the lateral acceleration of the vehicle.

[0145] In this embodiment, according to the longitudinal acceleration a of the vehicle x and the lateral acceleration of the vehicle a y , the road adhesion coefficient is calculated. Specifically, the calculation formula of the road adhesion coefficient is as follows:

[0146]

[0147] Wherein, μ represents the road adhesion coefficient;

[0148] a x Indicates the longitudinal acceleration of the vehicle obtained;

[0149] a y Indicates the lateral acceleration of the vehicle obtained;

[0150] g is the acceleration due to gravity.

[0151] S1013: Calculate the lateral acceleration of the wheel according to the steering angle of the wheel, the wheelbase of the vehicle, and the linear speed of the wheel.

[0152] In this embodiment, taking the left front wheel as an example, according to the wheel steering angle δ of the left front wheel fl , the vehicle's wheelbase l, the linear speed v of the left front wheel x,fl , calculate the lateral acceleration a of the left front wheel y,fl Specifically, the calculation formula for the lateral acceleration of the left front wheel is as follows:

[0153]

[0154] Among them, a y,fl is the lateral acceleration of the left front wheel;

[0155] v x,fl is the linear speed of the left front wheel;

[0156] l is the wheelbase of the vehicle;

[0157] δ fl Wheel steering angle of the left front wheel.

[0158] Similarly, the calculation formula for the lateral acceleration of other wheels is as follows:

[0159]

[0160] Among them, a y,fr is the lateral acceleration of the right front wheel;

[0161] a y,rl is the lateral acceleration of the left rear wheel;

[0162] a y,rr is the lateral acceleration of the right rear wheel;

[0163] v x,fr is the linear speed of the right front wheel;

[0164] v x,rl is the linear speed of the left rear wheel;

[0165] v x,rr is the linear speed of the right rear wheel;

[0166] δ fr Wheel steering angle of the right front wheel.

[0167] As another way to calculate the lateral acceleration of the wheel in this embodiment, the turning radius of the wheel can be calculated based on the wheelbase and the wheel steering angle; and the lateral acceleration of the wheel can be calculated based on the linear speed of the wheel and the turning radius of the wheel. Taking the left front wheel as an example, the calculation formula for the turning radius of the left front wheel is as follows:

[0168]

[0169] Among them, R fl Indicates the turning radius of the left front wheel;

[0170] l is the wheelbase of the vehicle;

[0171] δ fl Wheel steering angle of the left front wheel.

[0172] At this time, the calculation formula for the lateral acceleration of the left front wheel is as follows:

[0173]

[0174] Among them, a y,fl is the lateral acceleration of the left front wheel;

[0175] v x,fl is the linear speed of the left front wheel.

[0176] S1014: Calculate the maximum longitudinal driving force based on the static load, the vertical dynamic load, the road adhesion coefficient and the lateral acceleration of the wheel.

[0177] In this embodiment, taking the left front wheel as an example, the maximum longitudinal driving force of the left front wheel is calculated according to the static load mass of the left front wheel, the vertical dynamic load of the left front wheel, the road adhesion coefficient and the lateral acceleration of the left front wheel.

[0178] In this embodiment, the vertical dynamic load can be accurately calculated based on the static load mass of the wheel, the longitudinal acceleration of the vehicle obtained, and the lateral acceleration of the vehicle; then the road adhesion coefficient is calculated based on the longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle, thereby improving the accuracy of the friction between the wheel and the road; then the lateral acceleration of the wheel is calculated based on the wheel steering angle, the wheelbase of the vehicle, and the linear speed of the wheel. Finally, based on the static load mass, the calculated vertical dynamic load, the road adhesion coefficient, and the lateral acceleration of the wheel, the true maximum longitudinal driving force can be more accurately determined, avoiding the failure of the drive anti-skid under extreme working conditions, which helps to timely and accurately determine whether the vehicle has the risk of skidding, and then timely anti-skid control of the vehicle improves the driving stability of the vehicle.

[0179] Further, based on the above embodiment, a method for obtaining the static load mass of a wheel includes:

[0180] Collect the airbag pressure corresponding to each wheel of the vehicle.

[0181] In this embodiment, after the vehicle is powered on, an electronically controlled air suspension system (Electronically Controlled Air Suspension, ECAS) is used to collect the airbag pressures of the air suspensions corresponding to the four wheels respectively.

[0182] According to the airbag pressures corresponding to the wheels, the static load masses corresponding to the wheels and the first vehicle mass corresponding to the vehicle are calculated.

[0183] In this embodiment, the static load masses corresponding to the four wheels are calculated based on the collected airbag pressure, which are m fl , m fr , m rl and m rr Where fl represents the left front wheel, fr represents the right front wheel, rl represents the left rear wheel, and rr represents the right rear wheel. The first vehicle mass m corresponding to the vehicle ECAS is the sum of the static load masses of each wheel, which can be expressed as:

[0184] m ECAS =m fl +m fr +m rl +m rr

[0185] The second vehicle mass corresponding to the vehicle is calculated according to the dynamic driving equation.

[0186] In this embodiment, the second vehicle mass corresponding to the vehicle calculated according to the dynamic driving equation can be expressed as:

[0187]

[0188] Among them, m estim is the second vehicle mass calculated according to the dynamic driving equation;

[0189] n represents the nth motor;

[0190] T tq,n is the actual torque of the nth motor;

[0191] i g,n is the reduction ratio of the nth motor;

[0192] η T,n is the transmission efficiency of the nth motor system; R n for

[0193] C D is the air resistance coefficient;

[0194] A is the windward area;

[0195] v x is the vehicle speed;

[0196] g is the acceleration due to gravity;

[0197] f is the rolling resistance coefficient;

[0198] α is the slope;

[0199] δ is the conversion factor of the cycling rotation mass;

[0200] v x ′ is the longitudinal acceleration of the vehicle.

[0201] The first vehicle mass is compared with the second vehicle mass, and when it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed a threshold, the static load mass of the wheel is obtained.

[0202] In this embodiment, the first vehicle mass m ECAS and the second vehicle mass m estim For comparison. ECAS With m estim When the difference is greater than the threshold, the airbag pressure of the air suspension corresponding to the four wheels is collected again through ECAS to obtain the static load mass of the wheel until m ECAS With m estim The difference between ECAS With m estim When the difference is less than or equal to the threshold, the current wheel static load mass is obtained, which is m fl , m fr , m rl and m rr.

[0203] In this embodiment, the static load mass corresponding to each wheel and the first vehicle mass corresponding to the vehicle can be accurately calculated according to the collected airbag pressure corresponding to each wheel. The second vehicle mass corresponding to the vehicle is calculated according to the dynamic driving equation. The first vehicle mass is compared with the second vehicle mass to further improve the accuracy of the vehicle load measurement. When it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed the threshold, the static load mass of the wheel is obtained, the accuracy of the obtained vehicle mass is improved, the calculation error is reduced, and the accuracy of the vehicle drive control is improved.

[0204] See also Figure 3 , which is a flow chart of another embodiment of a drive control method provided by the present application. Figure 3 As shown, based on the above embodiment, a specific implementation of "limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque" in S103 includes:

[0205] S1031: Determine whether there is a risk of wheel slipping based on the maximum driving torque and the motor required torque.

[0206] In this embodiment, the motor torque required of each wheel is obtained as follows: req,raw,fl , the motor torque required for the right front wheel is T req,raw,fr , the motor torque required for the left rear wheel T req,raw,rl and the motor torque required by the right rear wheel T req,raw,rr .

[0207] The calculated maximum driving torques of each wheel are respectively the maximum driving torque of the left front wheel T t,fl,max , the maximum driving torque T of the right front wheel t,fr,max , Maximum driving torque T of the left rear wheel t,rl,max and the maximum driving torque T of the right rear wheel t,rr,max .

[0208] S1032: When the motor demand torque exceeds the maximum driving torque, it is determined that there is a risk of driving slippage of the wheel.

[0209] In this embodiment, taking the left front wheel as an example, if the motor of the left front wheel requires torque T req,raw,fl Greater than the maximum driving torque T of the left front wheel t,fl,max , it is determined that there is a risk of driving slip on the left front wheel.

[0210] S1033: Limit the motor feedforward torque to be less than or equal to the maximum drive torque.

[0211] In this embodiment, the motor feedforward torque T of the left front wheel is limited. req,Ff,fl Less than or equal to the maximum driving torque T of the left front wheel t,fl,max .

[0212] If the motor of the left front wheel requires torque T req,raw,fl Less than or equal to the maximum driving torque T of the left front wheel t,fl,max , it is determined that there is no risk of driving slippage on the left front wheel. Limit the motor feedforward torque T of the left front wheel req,Ff,fl Less than or equal to the motor torque T required by the left front wheel req,raw,fl .

[0213] In this embodiment, whether there is a risk of wheel slipping is determined based on the maximum driving torque and the motor required torque. When the motor required torque exceeds the maximum driving torque, it is determined that there is a risk of wheel slipping, and the motor feedforward torque is limited to be less than or equal to the maximum driving torque to achieve wheel slip prevention control and improve driving stability.

[0214] See also Figure 4 , which is a flow chart of another embodiment of a driving control method provided by the present application. Figure 4 As shown, based on the above embodiment, if the wheel state parameter is a slip rate, a specific implementation of "when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque" in S104 includes:

[0215] S1041: Determine the zero slip wheel speed of the wheel according to the acquired wheel steering angle, vehicle yaw angular velocity and vehicle speed.

[0216] In this embodiment, taking the left front wheel as an example, the calculation formula of the zero slip rate wheel speed of the left front wheel is as follows:

[0217]

[0218] Among them, v chassis,fl Convert the vehicle speed to the zero-slip wheel speed of the left front wheel;

[0219] δ fl is the wheel steering angle of the left front wheel;

[0220] ω is the vehicle yaw rate; v x is the vehicle speed;

[0221] T is the vehicle wheelbase.

[0222] Similarly, the calculation formula for the zero slip speed of other wheels is as follows:

[0223]

[0224] Among them, v chassis,fr Convert the vehicle speed to the zero-slip wheel speed of the right front wheel;

[0225] δ fr is the wheel steering angle of the right front wheel;

[0226] v chassis,rl : The vehicle speed is converted to the zero slip speed of the left rear wheel;

[0227] v chassis,rr : The vehicle speed is converted to the zero slip speed of the right rear wheel.

[0228] S1042: Calculate the wheel slip rate according to the linear velocity and the zero slip rate wheel speed.

[0229] In this embodiment, taking the left front wheel as an example, the calculation formula of the slip rate of the left front wheel is as follows:

[0230]

[0231] Among them, S fl Indicates the slip rate of the left front wheel; v x,fl is the linear speed of the left front wheel.

[0232] S1043: When the slip ratio exceeds a first preset threshold, it is determined that the wheel is in a slipping state.

[0233] In this embodiment, taking the left front wheel as an example, if the slip rate S of the left front wheel is fl If it exceeds the first preset threshold, it means that the left front wheel is in a slipping state and the wheel needs to be controlled to make the wheel out of the slipping state.

[0234] S1044: Perform PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel.

[0235] In this embodiment, the wheel speed error is calculated according to the linear speed and the zero slip wheel speed, and the PID percentage value of the wheel is calculated according to the wheel speed error. Then, the motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel.

[0236] In this embodiment, the zero slip wheel speed of the wheel can be determined more accurately according to the acquired wheel steering angle, vehicle yaw rate and vehicle speed; and the slip rate of the wheel is calculated according to the linear speed and the zero slip wheel speed, which can more accurately reflect whether the wheel is slipping. When the slip rate exceeds the first preset threshold, it is determined that the wheel is in a slipping state, so as to perform PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel, and improve the accuracy of motor torque control and the response speed through PID feedback control.

[0237] Further, based on the above embodiment, if the wheel state parameter is the longitudinal acceleration of the wheel, a specific implementation of "when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel to determine the motor feedback torque" in S104 includes:

[0238] Based on the linear velocity, determine the longitudinal acceleration of the wheel.

[0239] In this embodiment, taking the left front wheel as an example, the calculation formula of the longitudinal acceleration of the left front wheel is as follows:

[0240]

[0241] Among them, a x,fl is the longitudinal acceleration of the left front wheel;

[0242] v x,fl is the linear speed of the left front wheel.

[0243] Similarly, the calculation formula for the longitudinal acceleration of other wheels is as follows:

[0244]

[0245] Among them, a x,fr is the longitudinal acceleration of the right front wheel;

[0246] v x,fr is the linear speed of the right front wheel;

[0247] a x,rl is the longitudinal acceleration of the left rear wheel;

[0248] v x,rl is the linear speed of the left rear wheel;

[0249] a x,rr is the longitudinal acceleration of the right rear wheel;

[0250] v x,rr is the linear speed of the right rear wheel.

[0251] When the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds a second preset threshold, it is determined that the wheel is in a slipping state.

[0252] In this embodiment, taking the left front wheel as an example, if the longitudinal acceleration a of the left front wheel x,fr The longitudinal acceleration of the vehicle v x ′ When the difference between the values ​​of φ and φ exceeds a second preset threshold, it is determined that the wheel is in a slipping state.

[0253] The motor feedforward torque is subjected to PID feedback control to obtain the motor feedback torque of the wheel.

[0254] In this embodiment, the wheel speed error is calculated according to the linear speed and the zero slip wheel speed, and the PID percentage value of the wheel is calculated according to the wheel speed error. Then, the motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel.

[0255] In this embodiment, the longitudinal acceleration of the wheel is determined according to the linear velocity. When the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds a second preset threshold, it is determined that the wheel is in a slipping state. PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel, thereby improving the response speed of the slip control.

[0256] See also Figure 5 , which is a schematic flow chart of another embodiment of a drive control method provided by the present application. Figure 5 As shown, based on the above embodiment, a specific implementation of "performing PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel" in S105 includes:

[0257] S1051: Calculate the wheel speed error according to the linear speed and the zero slip wheel speed.

[0258] In this embodiment, specifically, the calculation formula of the wheel speed error of each wheel is as follows:

[0259] V wheel,error,fl =v shassis,fl -v x,fl

[0260] V wheel,error,fr =v chassis,fr -v x,fr

[0261] V wheel,error,rl =v chassis,rl -v x,rl

[0262] V wheel,error,rr =v chassis,rr -vx,rr

[0263] Among them, V wheel,error,fl Indicates the wheel speed error of the left front wheel;

[0264] v chassis,fl is the zero slip wheel speed of the left front wheel;

[0265] v x,fl is the linear speed of the left front wheel;

[0266] V wheel,error,fr Indicates the wheel speed error of the right front wheel;

[0267] v chassis,fr is the zero slip speed of the right front wheel;

[0268] v x,fr is the linear speed of the right front wheel;

[0269] V wheel,error,rl Indicates the wheel speed error of the left rear wheel;

[0270] v chassis,rl is the zero slip wheel speed of the left rear wheel;

[0271] v x,rl is the linear speed of the left rear wheel;

[0272] V wheel,error,rr Indicates the wheel speed error of the right rear wheel;

[0273] v chassis,rr is the zero slip wheel speed of the right rear wheel;

[0274] v x,rr is the linear speed of the right rear wheel.

[0275] S1052: Calculate the PID percentage value of the wheel according to the wheel speed error.

[0276] In this embodiment, according to the wheel speed error of the wheel, the P link value, I link value and D link value of the wheel are calculated respectively. Specifically, the calculation formula of the P link value is as follows:

[0277] V Kp,fl =P Kp,fl *V wheel,error,fl

[0278] V Kp,fr =P Kp,fr *V wheel,error,fr

[0279] V Kp,r =P Kp,rl *V wheel,error,rl

[0280] V Kp,rr =P Kp,rr *V wheel,error,rr

[0281] Among them, V Kp,fl is the P link value of the left front wheel; Kp,fl is the P link coefficient of the left front wheel;

[0282] V Kp,fr is the P link value of the right front wheel; Kp,fr is the P link coefficient of the right front wheel;

[0283] V Kp,rl is the P link value of the left rear wheel; Kp,rl is the P link coefficient of the left rear wheel;

[0284] V Kp,rr is the P link value of the right rear wheel; Kp,rr is the P link coefficient of the right rear wheel.

[0285] The calculation formula of the I link value of the wheel is as follows:

[0286] V Ki,fl =P Ki,fl *∫V wheel,error,fl (t)dt

[0287] V Ki,fr =P Ki,fr *∫V wheel,error,fr (t)dt

[0288] V Ki,rl =P Ki,rl *∫V wheel,error,rl (t)dt

[0289] V Ki,rr =P Ki,rr *∫V wheel,error,rr (t)dt

[0290] Among them, V Ki,fl is the I link value of the left front wheel; P Ki,fl is the I link coefficient of the left front wheel;

[0291] V Ki,fr : I link value of the right front wheel; P Ki,fr is the I link coefficient of the right front wheel

[0292] V Ki,rl : I link value of the left rear wheel; P Ki,rl is the I link coefficient of the left rear wheel;

[0293] V Ki,rr : I link value of the right rear wheel; PKi,rr is the I-link coefficient of the right rear wheel.

[0294] The calculation formula of the D link value of the wheel is as follows:

[0295]

[0296] Among them, V Kd,fl is the D link value of the left front wheel; P Kd,fl is the D link coefficient of the left front wheel;

[0297] V Kd,fr : D link value of the right front wheel; P Kd,fr is the D link coefficient of the right front wheel

[0298] V Kd,rl : D link value of the left rear wheel; P Kd,rl is the D link coefficient of the left rear wheel;

[0299] V Kd,rr : D link value of the right rear wheel; P Kd,rr is the D-link coefficient of the right rear wheel.

[0300] According to the P link value of the wheel, the I link value of the wheel and the D link value of the wheel obtained above, the PID percentage value of the wheel is calculated. Specifically, the calculation method of the PID percentage value of the wheel is as follows:

[0301] P pid,fl =V Kp,fl +V Ki,fl +V Kd,fl

[0302] P pid,fr =V Kp,fr +V Ki,fr +V Kd,fr

[0303] P pid,rl =V Kp,rl +V Ki,rl +V Kd,rl

[0304] P pid,rr =V Kp,rr +V Ki,rr +V Kd,rr

[0305] Among them, P pid,fl is the PID percentage value of the left front wheel;

[0306] P pid,fr is the PID percentage value of the right front wheel;

[0307] Ppid,rl is the PID percentage value of the left rear wheel;

[0308] P pid,rr It is the PID percentage value of the right rear wheel.

[0309] S1053: Multiply the motor feedforward torque by the PID percentage value to determine the motor feedback torque of the wheel.

[0310] In this embodiment, the motor feedforward torque of the current wheel is multiplied by the PID percentage value of the current wheel to determine the motor feedback torque of the current wheel. Specifically, the calculation formula of the motor feedback torque is as follows:

[0311] T req,Fb,fl =T req,Ff,fl *P pid,fl

[0312] T req,Fb,fr =T req,Ff,fr * Pid,fr

[0313] T req,Fb,rl =T req,Ff,rl *P pid,rl

[0314] T req,Fb,rr =T req,Ff,rr *P pid,rr

[0315] Among them, T req,Fb,fl The motor feedback torque for the left front wheel;

[0316] T req,Fb,fr The motor feedback torque is for the right front wheel;

[0317] T req,Fb,rl The motor feedback torque for the left rear wheel;

[0318] T req,Fb,rr The motor feeds back torque to the right rear wheel.

[0319] In this embodiment, the wheel speed error is calculated based on the linear speed and the zero slip wheel speed. The PID percentage value of the wheel is calculated based on the wheel speed error. The motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel, thereby improving the accuracy of the wheel motor torque control.

[0320] See also Figure 6 , which is a schematic diagram of the structure of an embodiment of a drive control device provided by the present application. Figure 6As shown, the device 60 includes a maximum longitudinal driving force calculation module 61 , a maximum driving torque calculation module 62 , a motor feedforward torque determination module 63 , a motor feedback torque determination module 64 and a motor execution torque calculation module 65 .

[0321] Among them, the maximum longitudinal driving force calculation module 61 is used to calculate the maximum longitudinal driving force according to the static load mass, vertical dynamic load, road adhesion coefficient and acquired linear speed of the wheel; the static load mass is the mass carried by the wheel in a stationary state; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; the maximum longitudinal driving force is the maximum driving force to ensure that the wheel does not slip.

[0322] The maximum driving torque calculation module 62 is used to determine the maximum driving torque based on the maximum longitudinal driving force; the maximum driving torque is the maximum torque value that can be generated under the maximum longitudinal driving force.

[0323] The motor feedforward torque determination module 63 is used to limit the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control.

[0324] The motor feedback torque determination module 64 is used to perform feedback control on the motor feedforward torque based on the zero slip wheel speed and linear speed of the wheel when it is determined that the wheel is in a slipping state according to the wheel state parameters, and determine the motor feedback torque; the motor feedback torque is the motor torque that controls the vehicle to escape from the slipping state.

[0325] The motor execution torque calculation module 65 is used to calculate the motor execution torque according to the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque for driving and controlling the vehicle.

[0326] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0327] Further, based on the above embodiment, the maximum longitudinal driving force calculation module 61 is specifically used to calculate the vertical dynamic load according to the static load mass of the wheel, the acquired longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle; calculate the road adhesion coefficient according to the longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle; calculate the lateral acceleration of the wheel according to the wheel steering angle of the wheel, the wheelbase of the vehicle, and the linear speed of the wheel; calculate the maximum longitudinal driving force according to the static load mass, the vertical dynamic load, the road adhesion coefficient and the lateral acceleration of the wheel.

[0328] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0329] Further, based on the above embodiment, the maximum longitudinal driving force calculation module 61 is also used to collect the airbag pressure corresponding to each wheel of the vehicle; calculate the static load mass corresponding to each wheel and the first vehicle mass corresponding to the vehicle according to the airbag pressure corresponding to each wheel; calculate the second vehicle mass corresponding to the vehicle according to the dynamic driving equation; compare the first vehicle mass with the second vehicle mass, and when it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed the threshold, obtain the static load mass of the wheel.

[0330] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0331] Further, based on the above embodiment, the motor feedforward torque determination module 63 is specifically used to determine whether there is a risk of drive slippage on the wheel based on the maximum drive torque and the motor required torque; when the motor required torque exceeds the maximum drive torque, it is determined that there is a risk of drive slippage on the wheel; and the motor feedforward torque is limited to be less than or equal to the maximum drive torque.

[0332] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0333] Further, on the basis of the above embodiment, if the wheel state parameter is the slip rate, the motor feedback torque determination module 64 is specifically used to determine the zero slip rate wheel speed of the wheel according to the acquired wheel steering angle, vehicle yaw rate and vehicle speed; calculate the slip rate of the wheel according to the linear speed and the zero slip rate wheel speed; when the slip rate exceeds a first preset threshold, determine that the wheel is in a slipping state; perform PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel.

[0334] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0335] Further, on the basis of the above embodiment, if the wheel state parameter is the longitudinal acceleration of the wheel, the motor feedback torque determination module 64 determines the longitudinal acceleration of the wheel according to the linear velocity; when the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds a second preset threshold, it is determined that the wheel is slipping; PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel.

[0336] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0337] Further, based on the above embodiment, the motor feedback torque determination module 64 is specifically used to calculate the wheel speed error according to the linear speed and the zero slip wheel speed; calculate the PID percentage value of the wheel according to the wheel speed error; multiply the motor feedforward torque by the PID percentage value to determine the motor feedback torque of the wheel.

[0338] A drive anti-skid control device provided in an embodiment of the present application can execute the technical solution shown in the above method embodiment, and its implementation principle and beneficial effects are similar, which will not be repeated here.

[0339] See also Figure 7 , which is a schematic diagram of the structure of an embodiment of a vehicle provided by the present application. Figure 7 As shown, the vehicle 70 includes a body 71, a plurality of drive motors 72, a plurality of wheels 73, and a controller 74 disposed in the body, and the controller 74 is electrically connected to the drive motors 72; each drive motor 72 corresponds to a wheel 75;

[0340] The driving motor 72 is used to drive and control the wheels 75 according to the motor execution torque output by the controller 74;

[0341] The vehicle is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principles and technical effects are similar and will not be repeated here.

[0342] See also Figure 8 , which is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. The electronic device 80 may include: a processor 81 and a memory 82.

[0343] The processor 81 is in communication connection with the memory 82 , and the memory 82 is used to store computer-executable instructions; the processor 81 is configured to execute the technical solution in any of the aforementioned method embodiments by executing the computer-executable instructions stored in the memory 82 .

[0344] Optionally, the memory 82 may be independent or integrated with the processor 81. Optionally, when the memory 82 is a device independent of the processor 81, the electronic device 80 may further include: a bus for connecting the above devices.

[0345] The electronic device is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0346] An embodiment of the present application also provides a computer-readable storage medium, which stores computer execution instructions. When the computer execution instructions are executed by a processor, they are used to implement the above-mentioned method. The implementation principle and technical effect are similar and will not be repeated here.

[0347] It should be noted that each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The device embodiment described above is merely schematic, in which the unit described as a separate component may or may not be physically separated, and the component prompted as a unit may or may not be a physical unit, that is, it may be located in one place, or it may be distributed on multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative work.

[0348] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A drive control method, characterized in that: For each wheel of the vehicle, the method comprises: The maximum longitudinal driving force is calculated according to the static load mass, vertical dynamic load, road adhesion coefficient and the obtained linear speed of the wheel; the static load mass is the mass carried by the wheel in a stationary state; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; the maximum longitudinal driving force is the maximum driving force that ensures that the wheel does not slip; Determine a maximum driving torque based on the maximum longitudinal driving force; the maximum driving torque is a maximum torque value that can be generated under the maximum longitudinal driving force; Limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control; When it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed of the wheel and the linear speed to determine the motor feedback torque; the motor feedback torque is the motor torque for controlling the vehicle to escape from the slipping state; The motor execution torque is calculated according to the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque for driving and controlling the vehicle.

2. The method according to claim 1, characterized in that The maximum longitudinal driving force is calculated according to the static load mass, vertical dynamic load, road adhesion coefficient and acquired linear speed of the wheel, including: Calculating the vertical dynamic load according to the static load mass of the wheel, the acquired longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle; Calculating the road adhesion coefficient according to the longitudinal acceleration of the vehicle and the lateral acceleration of the vehicle; Calculating the lateral acceleration of the wheel according to the wheel steering angle of the wheel, the wheelbase of the vehicle, and the linear speed of the wheel; The maximum longitudinal driving force is calculated according to the static load mass, the vertical dynamic load, the road adhesion coefficient and the lateral acceleration of the wheel.

3. The method according to claim 2, characterized in that The method for obtaining the static load mass of the wheel comprises: collecting airbag pressures corresponding to the wheels of the vehicle; Calculating the static load mass corresponding to each wheel and the first vehicle mass corresponding to the vehicle according to the airbag pressure corresponding to each wheel; Calculating a second vehicle mass corresponding to the vehicle according to a dynamic driving equation; The first vehicle mass is compared with the second vehicle mass, and when it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed a threshold, the static load mass of the wheel is obtained.

4. The method according to claim 1, characterized in that: The limiting the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque includes: Determining whether the wheel has a driving slip risk according to the maximum driving torque and the motor required torque; When the motor required torque exceeds the maximum driving torque, determining that the wheel has a driving slip risk; The motor feed-forward torque is limited to be less than or equal to the maximum drive torque.

5. The method according to claim 1, characterized in that If the wheel state parameter is a slip rate, when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed of the wheel and the linear speed to determine the motor feedback torque, including: Determining the zero slip wheel speed of the wheel according to the acquired wheel steering angle, vehicle yaw angular velocity and vehicle speed; Calculating the slip rate of the wheel according to the linear velocity and the zero slip rate wheel speed; When the slip ratio exceeds a first preset threshold, determining that the wheel is in a slipping state; PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel.

6. The method according to claim 5, characterized in that If the wheel state parameter is the longitudinal acceleration of the wheel, when it is determined according to the wheel state parameter that the wheel is in a slipping state, feedback control is performed on the motor feedforward torque based on the zero slip wheel speed of the wheel and the linear speed to determine the motor feedback torque, including: determining the longitudinal acceleration of the wheel according to the linear velocity; When the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds a second preset threshold, determining that the wheel is in a slipping state; The motor feedforward torque is subjected to PID feedback control to obtain the motor feedback torque of the wheel.

7. The method according to claim 5, characterized in that The performing PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel includes: Calculating a wheel speed error according to the linear speed and the zero slip wheel speed; Calculating the PID percentage value of the wheel according to the wheel speed error; The motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel.

8. A drive control device, characterized in that: include: a maximum longitudinal driving force calculation module, for calculating the maximum longitudinal driving force according to the static load mass, vertical dynamic load, road adhesion coefficient and acquired linear speed of the wheel; the static load mass is the mass carried by the wheel in a stationary state; the vertical dynamic load is the dynamic load acting on the wheel in the vertical direction; the maximum longitudinal driving force is the maximum driving force to ensure that the wheel does not slip; a maximum driving torque calculation module, configured to determine a maximum driving torque based on the maximum longitudinal driving force; the maximum driving torque being a maximum torque value that can be generated under the maximum longitudinal driving force; a motor feedforward torque determination module, used to limit the motor feedforward torque to be less than or equal to the minimum value between the maximum driving torque and the acquired motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform anti-skid control; a motor feedback torque determination module, configured to, when it is determined according to the wheel state parameter that the wheel is in a slipping state, perform feedback control on the motor feedforward torque based on the zero slip wheel speed of the wheel and the linear speed to determine the motor feedback torque; the motor feedback torque is the motor torque for controlling the vehicle to escape from the slipping state; The motor execution torque calculation module is used to calculate the motor execution torque according to the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque for driving and controlling the vehicle.

9. A vehicle, characterized in that: include: A vehicle body, a plurality of drive motors, a plurality of wheels, and a controller disposed in the vehicle body, wherein the controller is electrically connected to the drive motors; Each of the driving motors corresponds to one of the wheels; The driving motor is used to drive and control the wheels according to the motor execution torque output by the controller; The controller is used to execute one or more pre-stored programs to implement the method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: The device comprises: a processor, and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the method according to any one of claims 1 to 7.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 7 when executed by a processor.

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