Driving control method, device and vehicle

Abstract

The application discloses a driving control method, device and vehicle. The method comprises the following steps: calculating the maximum longitudinal driving force according to the static load quality, vertical dynamic load, road adhesion coefficient of a wheel and the obtained linear speed; determining the maximum driving torque based on the maximum longitudinal driving force; limiting the motor feedforward torque to be less than or equal to the minimum value in the maximum driving torque and the obtained motor demand torque; the motor feedforward torque is the motor torque for controlling the vehicle to perform the anti-slip control; when it is determined that the wheel is in the slipping state according to the wheel state parameter, performing the feedback control 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; the motor feedback torque is the motor torque for controlling the vehicle to get rid of the slipping state; and calculating the motor execution torque according to the motor feedforward torque and the motor feedback torque. The method of the application realizes the timely anti-slip control on the vehicle, so that the wheel anti-slip effect is improved and the driving safety of the vehicle is improved.

Description

Technical Field

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

[0002] With technological advancements, electric vehicles have become a leading trend in the automotive industry, with four-wheel independent drive electric vehicles (EVs) being a particularly hot topic. The core feature of four-wheel independent drive EVs is that each wheel is equipped with an independent drive motor and control system, allowing for independent adjustment of the driving force of each wheel, thus achieving more precise and flexible power distribution. To improve the reliability of EVs in adverse road conditions such as wet, slippery, icy, and cratered surfaces, drive slip control is essential to ensure safe driving.

[0003] Existing anti-skid methods mainly rely on wheel speed and actual speed to determine the wheel slippage state for feedback control. This can only suppress slippage of wheels that have already slipped, resulting in untimely anti-skid control, poor wheel anti-skid effect, and certain safety hazards. Summary of the Invention

[0004] In view of the above problems, this 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 this application disclose the following technical solutions:

[0006] In a first aspect, this application provides a drive control method for each wheel of a vehicle, including:

[0007] The maximum longitudinal driving force is calculated based on the wheel's static load mass, vertical dynamic load, road adhesion coefficient, and obtained linear velocity; 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 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] The motor feedforward torque is limited to be less than or equal to the minimum value between the maximum drive torque and the obtained motor demand torque; the motor feedforward torque is the motor torque used to control the vehicle for anti-skid control.

[0010] When the wheel is determined to be in a slipping state based on the wheel state parameters, the motor feedforward torque is controlled by feedback based on the zero-slip wheel speed and linear velocity 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] Based on the wheel's static load mass, vertical dynamic load, road adhesion coefficient, and acquired linear velocity, the maximum longitudinal driving force of the wheel is calculated more accurately to determine the driving force limit that prevents wheel slippage. Then, based on the maximum longitudinal driving force, the maximum driving torque is determined, improving the accuracy of the maximum driving torque calculation and preventing wheel slippage due to excessive motor torque exceeding the maximum driving torque. The motor feedforward torque is limited to the minimum value between the maximum driving torque and the acquired motor demand torque to prevent wheel slippage due to overdrive, thus achieving anti-slip control. When the wheel is determined to be in a slipping state based on wheel state parameters, feedback control of the motor feedforward torque is performed based on the wheel's zero-slip speed and linear velocity to determine the motor feedback torque, controlling the vehicle to escape the slipping state. The motor execution torque is calculated based on the motor feedforward torque and motor feedback torque, achieving precise adjustment of the motor torque, thereby realizing anti-slip control of the vehicle and timely controlling the motor torque to stabilize the vehicle when slippage occurs, thus improving wheel anti-slip effect and vehicle driving safety.

[0012] Optionally, the method described above calculates the maximum longitudinal driving force based on the wheel's static load mass, vertical dynamic load, road adhesion coefficient, and the obtained linear velocity, including:

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

[0014] The road adhesion coefficient is calculated based on the vehicle's longitudinal acceleration and lateral acceleration.

[0015] The lateral acceleration of the wheel is calculated based on the wheel steering angle, the wheelbase of the vehicle, and the linear velocity of the wheel.

[0016] The maximum longitudinal driving force is calculated based on the static load mass, vertical dynamic load, road surface adhesion coefficient, and lateral acceleration of the wheels. Accurate calculation of the maximum longitudinal driving force of the wheels helps to determine in time whether the vehicle is at risk of slipping, and thus to carry out anti-skid control in a timely manner to improve the vehicle's driving stability.

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

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

[0019] Calculate the static load mass of each wheel and the first total vehicle mass based on the airbag pressure of each wheel.

[0020] The second vehicle mass is calculated based on the dynamic driving equations;

[0021] The first vehicle mass is compared with the second vehicle mass. If the difference between the first vehicle mass and the second vehicle mass does not exceed a threshold, the static load mass of the wheels is obtained. This improves the accuracy of the obtained vehicle load mass, reduces calculation errors, and thus improves the accuracy of vehicle drive control.

[0022] Optionally, the method described above, limiting the motor feedforward torque to be less than or equal to the minimum of the maximum drive torque and the obtained motor demand torque, includes:

[0023] Based on the maximum driving torque and the motor's required torque, determine whether there is a risk of wheel slippage.

[0024] When the motor's required torque exceeds the maximum driving torque, it is determined that there is a risk of wheel slippage.

[0025] Limiting the motor feedforward torque to less than or equal to the maximum drive torque is an effective way to prevent wheel slippage and improve driving stability.

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

[0027] Based on the obtained wheel steering angle, vehicle yaw rate, and overall vehicle speed, determine the zero-slip wheel 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 the first preset threshold, it is determined that the wheel is in a slipping state;

[0030] By implementing PID feedback control on the motor feedforward torque, the motor feedback torque of the wheel is obtained, which improves the accuracy of judging the wheel slippage state and enhances the precision 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, then when it is determined that the wheel is in a slipping state based on the wheel state parameter, feedback control is performed on the motor feedforward torque based on the zero-slip wheel speed and linear velocity of the wheel to determine the motor feedback torque, including:

[0032] Determine the longitudinal acceleration of the wheel based on the linear velocity;

[0033] When the difference between the longitudinal acceleration of the wheel and the longitudinal acceleration of the vehicle exceeds the second preset threshold, it is determined that the wheel is slipping.

[0034] By applying PID feedback control to the motor feedforward torque, the motor feedback torque of the wheel is obtained, thereby improving the response speed of slippage control.

[0035] Optionally, as described above, PID feedback control is applied to the motor feedforward torque to obtain the motor feedback torque of the wheel, including:

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

[0037] Calculate the PID percentage value of the wheel based on the wheel speed error;

[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] Secondly, this application provides a drive control device, comprising:

[0040] The maximum longitudinal driving force calculation module is used to calculate the maximum longitudinal driving force based on the wheel's static load mass, vertical dynamic load, road adhesion coefficient, and the obtained linear velocity; 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 the wheel does not slip.

[0041] The maximum drive torque calculation module is used to determine the maximum drive torque based on the maximum longitudinal drive force; the maximum drive torque is the maximum torque value that can be generated under the maximum longitudinal drive force.

[0042] The 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 drive torque and the acquired motor demand torque; the motor feedforward torque is the motor torque used to control the vehicle for anti-skid control;

[0043] The motor feedback torque determination module is used to determine the motor feedback torque based on the zero-slip wheel speed and linear velocity of the wheel when the wheel is determined to be in a slipping state according to the wheel state parameters. The motor feedback torque is the motor torque used to control the vehicle to get out of the slipping state.

[0044] The motor execution torque calculation module is used to calculate the motor execution torque based on the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque used for driving control of the vehicle.

[0045] Thirdly, this application provides a vehicle, including: a body, a plurality of drive motors, a plurality of wheels, and a controller disposed within the body, wherein the controller is electrically connected to the drive motors; each drive motor corresponds to one wheel.

[0046] The drive motor is used to drive 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] Fourthly, this application provides an electronic device, the device including: a processor, and a memory communicatively connected to the processor;

[0049] The memory stores instructions that the computer executes;

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

[0051] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement any of the drive control methods described in the above embodiments. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 A schematic flowchart of an embodiment of the drive control method provided in this application;

[0054] Figure 2 A schematic flowchart of another embodiment of the drive control method provided in this application;

[0055] Figure 3 A schematic flowchart of another embodiment of the drive control method provided in this application;

[0056] Figure 4 A schematic flowchart of another embodiment of the drive control method provided in this application;

[0057] Figure 5 A schematic flowchart of another embodiment of the drive control method provided in this application;

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

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

[0060] Figure 8 This is a schematic diagram of an embodiment of an electronic device provided in this application. Detailed Implementation

[0061] As described above, current methods for preventing wheel slippage mainly rely on the vehicle's wheel speed and actual speed to determine the wheel slippage state. When the wheel slippage state is that slippage has occurred, the vehicle is controlled to suppress the slippage of the wheel that has already slipped.

[0062] The inventors have proposed a drive control method, device, and vehicle to solve the technical problems of untimely vehicle anti-skid control, poor wheel anti-skid effect, and certain safety hazards in the prior art.

[0063] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0064] See Figure 1 This figure is a schematic flowchart of an embodiment of a drive control method provided in this application. Figure 1 As shown, for each wheel of the vehicle, the method includes:

[0065] S101: Calculate the maximum longitudinal driving force based on the static load mass of the wheel, the vertical dynamic load, the road surface adhesion coefficient, and the obtained linear velocity.

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

[0067] In this embodiment, taking the left front wheel as an example, based on the static load mass m of the left front wheel... fl Vertical dynamic load F of the left front wheel N,fl The road surface adhesion coefficient μ and the 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 formula for calculating the maximum longitudinal driving force of the left front wheel is as follows:

[0069]

[0070] Where, m fl The static load mass of the left front wheel;

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

[0072] μ is the road surface adhesion coefficient;

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

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

[0075]

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

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

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

[0079] S102: Determine the 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 formula for calculating the maximum driving torque of the left front wheel is as follows:

[0082]

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

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

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

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

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

[0088]

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

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

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

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

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

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

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

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

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

[0098] S103: Limit the motor feedforward torque to be less than or equal to the minimum of the maximum drive torque and the obtained motor demand torque.

[0099] Among them, the motor feedforward torque is the motor torque used to control the vehicle for 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 torque T required by the motor of the left front wheel req,raw,fl Compare the two wheels to determine if there is a risk of drive slippage. When T req,raw,fl More than T t,fl,max When, it is considered that if T is adopted req,raw,fl There is a risk of drive slippage 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 avoid wheel slippage.

[0101] S104: When the wheel is determined to be in a slipping state based on the wheel state parameters, the motor feedforward torque is controlled by feedback based on the zero slip wheel speed and linear velocity of the wheel to determine the motor feedback torque.

[0102] Among them, the motor feedback torque is the motor torque used to control the vehicle to get out of a slipping state.

[0103] In this embodiment, during normal vehicle operation, the vehicle can be controlled to prevent slippage based on the motor feedforward torque. However, if dangerous road conditions such as icy or slippery surfaces suddenly appear ahead, the vehicle may slip. Taking the left front wheel as an example, the slip ratio or longitudinal acceleration of the left front wheel is used to determine whether the left front wheel is slipping.

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

[0105] S105: Calculate the motor execution torque based on the motor feedforward torque and the motor feedback torque.

[0106] Among them, the motor execution torque is the motor torque used to drive and control 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 operating torque of the motor can then be expressed by the following expression:

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

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

[0110] T req,Ff,fl This is the motor feedforward torque for the left front wheel;

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

[0112] Similarly, the motor torque of other wheels can be expressed using the following expression:

[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 applies torque to the right front wheel;

[0117] T req,Ff,rl This is the motor feedforward torque for the right front wheel;

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

[0119] T req,rl The motor applies torque to the left rear wheel;

[0120] T req,Ff,rl This is the motor feedforward torque for the left rear wheel;

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

[0122] T req,rr The motor applies torque to the right rear wheel;

[0123] T req,Ff,rr This is the motor feedforward torque for the right rear wheel;

[0124] T req,Fb,rr This is the motor feedback torque for the right rear wheel.

[0125] In this embodiment, the maximum longitudinal driving force of the wheel is calculated more accurately based on the wheel's static load mass, vertical dynamic load, road adhesion coefficient, and acquired linear velocity, thus determining the driving force limit to prevent wheel slippage. The maximum driving torque is then determined based on the maximum longitudinal driving force, improving the accuracy of the maximum driving torque calculation and preventing wheel slippage due to excessive motor torque exceeding the maximum driving torque. The motor feedforward torque is limited to the minimum value between the maximum driving torque and the acquired motor demand torque to prevent wheel slippage due to overdrive, thereby achieving anti-slip control. When the wheel is determined to be in a slipping state based on wheel state parameters, feedback control of the motor feedforward torque is performed based on the wheel's zero-slip speed and linear velocity to determine the motor feedback torque, controlling the vehicle to escape the slipping state. The motor execution torque is calculated based on the motor feedforward torque and motor feedback torque, achieving precise adjustment of the motor torque, thereby realizing anti-slip control of the vehicle and timely controlling the motor torque to stabilize the vehicle when slippage occurs, thus improving wheel anti-slip effect and vehicle driving safety.

[0126] See Figure 2 This figure is a schematic flowchart of another embodiment of a drive control method provided in this application. Figure 2As shown, based on the above embodiments, the specific implementation of "calculating the vertical dynamic load based on 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: The vertical dynamic load is calculated based on the static load mass of the wheel, the longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle.

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

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

[0130]

[0131] Among them, F N,fl This indicates the vertical dynamic load on the left front wheel;

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

[0133] F N,rl This indicates the vertical dynamic load on the left rear wheel;

[0134] F N,rr This indicates the vertical dynamic load on the right rear wheel;

[0135] 'a' represents the distance from the right front wheel to the center of gravity in the horizontal and vertical driving directions.

[0136] T is the wheel track width;

[0137] g is the acceleration due to gravity;

[0138] h COG The height of the center of mass;

[0139] l is the wheelbase;

[0140] a x This represents the longitudinal acceleration of the vehicle.

[0141] F Drag For air resistance,

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

[0143] a yThis represents the lateral acceleration of the vehicle.

[0144] S1012: The road adhesion coefficient is calculated based on the vehicle's longitudinal acceleration and lateral acceleration.

[0145] In this embodiment, based on the vehicle's longitudinal acceleration a x And the lateral acceleration a of the vehicle y The road surface adhesion coefficient is then calculated. Specifically, the formula for calculating the road surface adhesion coefficient is as follows:

[0146]

[0147] Where μ represents the road surface adhesion coefficient;

[0148] a x This represents the longitudinal acceleration of the vehicle.

[0149] a y This represents the acquired lateral acceleration of the vehicle;

[0150] g is the acceleration due to gravity.

[0151] S1013: The lateral acceleration of the wheel is calculated based on the wheel steering angle, the wheelbase of the vehicle, and the linear velocity of the wheel.

[0152] In this embodiment, taking the left front wheel as an example, based on the wheel steering angle δ of the left front wheel... fl The vehicle's wheelbase l and the linear velocity v of the left front wheel. x,fl The lateral acceleration a of the left front wheel was calculated. y,fl Specifically, the formula for calculating the lateral acceleration of the left front wheel is as follows:

[0153]

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

[0155] v x,fl The linear velocity of the left front wheel;

[0156] l represents the vehicle's wheelbase;

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

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

[0159]

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

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

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

[0163] v x,fr The linear velocity of the right front wheel;

[0164] v x,rl The linear velocity of the left rear wheel;

[0165] v x,rr The linear velocity of the right rear wheel;

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

[0167] As another method for calculating 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; then, the lateral acceleration of the wheel can be calculated based on the linear velocity of the wheel and the turning radius. Taking the left front wheel as an example, the formula for calculating 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 represents the vehicle's wheelbase;

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

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

[0173]

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

[0175] v x,fl The linear velocity of the left front wheel.

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

[0177] In this embodiment, taking the left front wheel as an example, the maximum longitudinal driving force of the left front wheel is calculated based on 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 obtained longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle. Then, the road adhesion coefficient is calculated based on the longitudinal and lateral acceleration of the vehicle, thereby improving the accuracy of the friction force between the wheel and the road surface. Next, the lateral acceleration of the wheel is calculated based on the wheel steering angle, the vehicle's wheelbase, and the wheel's linear velocity. 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 determined more accurately. This helps to prevent the drive anti-slip system from failing under extreme conditions, facilitates timely and accurate judgment of whether the vehicle is at risk of slippage, and allows for timely anti-slip control to improve vehicle driving stability.

[0179] Furthermore, based on the above embodiments, the method for obtaining the static load mass of the wheel includes:

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

[0181] In this embodiment, after the vehicle is powered on, the airbag pressure of the air suspension corresponding to each of the four wheels is collected using the Electronically Controlled Air Suspension (ECAS) system.

[0182] Calculate the static load mass of each wheel and the first total vehicle mass based on the airbag pressure of each wheel.

[0183] In this embodiment, the static load mass of each of the four wheels is calculated based on the collected airbag pressure, and is respectively 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 vehicle's initial mass m ECAS The sum of the static load masses of all wheels can be expressed as:

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

[0185] The second vehicle mass is calculated based on 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] Where, m estim The second vehicle mass is calculated based on the dynamic driving equation;

[0189] n represents the nth motor;

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

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

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

[0193] C D This refers to the air drag coefficient;

[0194] A represents the windward area;

[0195] v x 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 for the rotational mass of a bicycle.

[0200] v x ′ This refers to the vehicle's longitudinal acceleration.

[0201] The first vehicle mass is compared with the second vehicle mass. If 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 mass m of the first vehicle is... ECAS With the second vehicle mass m estim Compare. When m ECAS With m estim If the difference exceeds the threshold, the airbag pressure of the air suspension corresponding to each of the four wheels will be collected again via ECAS to obtain the static load mass of the wheel, until m ECAS With m estim The difference is less than or equal to the threshold. When m ECAS With m estim When the difference is less than or equal to the threshold, obtain the current wheel static load mass, which is m. fl m fr m rl and m rr.

[0203] In this embodiment, based on the collected airbag pressures corresponding to each wheel, the static load mass of each wheel and the first vehicle mass can be accurately calculated. The second vehicle mass is then calculated based on the dynamic driving equations. Comparing the first and second vehicle masses further improves the accuracy of vehicle load measurement. When the difference between the first and second vehicle masses does not exceed a threshold, the static load mass of the wheels is obtained, improving the accuracy of the obtained vehicle load mass, reducing calculation errors, and thus improving the accuracy of vehicle drive control.

[0204] See Figure 3 This figure is a schematic flowchart of another embodiment of the drive control method provided in this application. Figure 3 As shown, based on the above embodiments, a specific implementation of S103, which "limits the motor feedforward torque to be less than or equal to the minimum value between the maximum drive torque and the obtained motor demand torque," includes:

[0205] S1031: Based on the maximum driving torque and the motor's required torque, determine whether there is a risk of wheel slippage.

[0206] In this embodiment, the motor torque requirement of each wheel is obtained as the motor torque requirement T of the left front wheel. req,raw,fl The motor of the right front wheel requires a torque T. req,raw,fr The motor of the left rear wheel requires a torque T. req,raw,rl And the torque T required by the motor of the right rear wheel req,raw,rr .

[0207] The calculated maximum driving torque for each wheel is the maximum driving torque T of the left front wheel. t,fl,max The maximum driving torque T of the right front wheel t,fr,max The maximum driving torque T of the left rear wheel t,rl,max and the maximum drive torque T of the right rear wheel t,rr,max .

[0208] S1032: When the motor's required torque exceeds the maximum drive torque, it is determined that there is a risk of wheel slippage.

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

[0210] S1033: Limits 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 drive 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 drive torque T of the left front wheel t,fl,max If this is confirmed, then there is no risk of drive slippage in the left front wheel. The motor feedforward torque T of the left front wheel is limited. req,Ff,fl The motor torque T is less than or equal to that required by the left front wheel. req,raw,fl .

[0213] In this embodiment, the risk of wheel slippage is determined based on the maximum drive torque and the motor's required torque. When the motor's required torque exceeds the maximum drive torque, a risk of wheel slippage is identified, and the motor's feedforward torque is limited to be less than or equal to the maximum drive torque to prevent wheel slippage and improve driving stability.

[0214] See Figure 4 This figure is a schematic flowchart of another embodiment of the drive control method provided in this application. During vehicle operation, due to... Figure 4 As shown, based on the above embodiments, if the wheel state parameter is the slip ratio, then a specific implementation of S104, "when it is determined that the wheel is in a slipping state according to the wheel state parameter, feedback control is performed on the motor feedforward torque based on the zero-slip wheel speed and linear velocity of the wheel to determine the motor feedback torque," includes:

[0215] S1041: Determine the zero-slip wheel speed based on the obtained wheel steering angle, vehicle yaw rate, and overall vehicle speed.

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

[0217]

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

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

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

[0221] T represents the vehicle's track width.

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

[0223]

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

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

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

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

[0228] S1042: Calculate the slip ratio of the wheel based on the linear velocity and the zero slip ratio wheel speed.

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

[0230]

[0231] Among them, S fl Indicates the slip ratio of the left front wheel; v x,fl The linear velocity of the left front wheel.

[0232] S1043: When the slip ratio exceeds the 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 ratio S of the left front wheel... fl If the first preset threshold is exceeded, it indicates that the left front wheel is slipping and the wheel needs to be controlled to get it 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 based on the linear velocity and the zero-slip ratio wheel speed. The PID percentage value of the wheel is then calculated based on this wheel speed error. Finally, the motor feedforward torque is multiplied by the PID percentage value to determine the motor feedback torque of the wheel.

[0236] In this embodiment, based on the acquired wheel steering angle, vehicle yaw rate, and overall vehicle speed, the zero-slip ratio wheel speed can be determined more accurately. Furthermore, based on the linear velocity and the zero-slip ratio wheel speed, the wheel slip ratio is calculated, which more accurately reflects whether wheel slippage has occurred. When the slip ratio exceeds a first preset threshold, the wheel is determined to be in a slipping state. PID feedback control is then applied to the motor feedforward torque to obtain the motor feedback torque for the wheel. This PID feedback control improves the accuracy of motor torque control and increases response speed.

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

[0238] Determine the longitudinal acceleration of the wheel based on the linear velocity.

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

[0240]

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

[0242] v x,fl The linear velocity of the left front wheel.

[0243] Similarly, the formula for calculating the longitudinal acceleration of other wheels is shown below:

[0244]

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

[0246] v x,fr The linear velocity of the right front wheel;

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

[0248] v x,rl The linear velocity of the left rear wheel;

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

[0250] v x,rr This represents the linear velocity 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, the wheel is determined to be slipping.

[0252] In this embodiment, taking the left front wheel as an example, if the longitudinal acceleration a of the left front wheel... x,fr With the longitudinal acceleration v of the vehicle x ′ If the difference between the two values ​​exceeds the second preset threshold, then the wheel is determined to be in a slipping state.

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

[0254] In this embodiment, the wheel speed error is calculated based on the linear velocity and the zero-slip ratio wheel speed. The PID percentage value of the wheel is then calculated based on this wheel speed error. Finally, 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 based on 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, the wheel is determined to be in a slipping state. PID feedback control is applied to the motor feedforward torque to obtain the motor feedback torque for the wheel, thereby improving the response speed of slippage control.

[0256] See Figure 5 This figure is a schematic flowchart of another embodiment of the drive control method provided in this application. Figure 5 As shown, based on the above embodiments, 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 wheel speed error based on linear velocity and zero slip ratio wheel speed.

[0258] In this embodiment, the specific formula for calculating 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 This indicates the wheel speed error of the left front wheel;

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

[0265] v x,fl The linear velocity of the left front wheel;

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

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

[0268] v x,fr The linear velocity of the right front wheel;

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

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

[0271] v x,rl The linear velocity of the left rear wheel of the vehicle;

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

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

[0274] v x,rr This represents the linear velocity of the right rear wheel.

[0275] S1052: Calculate the PID percentage value of the wheel based on the wheel speed error.

[0276] In this embodiment, the P-value, I-value, and D-value of the wheel are calculated based on the wheel speed error. Specifically, the formula for calculating the P-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 The P value is for the left front wheel; P Kp,fl P is the coefficient of the left front wheel;

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

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

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

[0285] The formula for calculating the I-value of a wheel is shown below:

[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 The value of I in the left front wheel; P Ki,fl The I-axis coefficient for the left front wheel;

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

[0292] V Ki,rl : I-value of the left rear wheel; P Ki,rl The I-axis coefficient for the left rear wheel;

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

[0294] The formula for calculating the D-value of a wheel is shown below:

[0295]

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

[0297] V Kd,fr : D-value of the right front wheel; P Kd,fr The D-axis coefficient of the right front wheel

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

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

[0300] Based on the P-factor value, I-factor value, and D-factor value of the wheel obtained above, the PID percentage value of the wheel is calculated. Specifically, the calculation method for 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 This is the PID percentage value for the left front wheel;

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

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

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

[0309] S1053: Multiply the motor feedforward torque with 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 formula for calculating 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 for the right front wheel;

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

[0318] T req,Fb,rr This is the motor feedback torque for the right rear wheel.

[0319] In this embodiment, the wheel speed error is calculated based on the linear velocity and the zero-slip ratio wheel speed. The PID percentage value of the wheel is then 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, thus improving the accuracy of the wheel motor torque control.

[0320] See Figure 6 This figure is a schematic diagram of an embodiment of a drive control device provided in this 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] The maximum longitudinal driving force calculation module 61 is used to calculate the maximum longitudinal driving force based on the static load mass of the wheel, the vertical dynamic load, the road surface adhesion coefficient, and the obtained linear velocity. 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 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 drive torque and the obtained motor demand torque; the motor feedforward torque is the motor torque used to control the vehicle for anti-skid control.

[0324] The motor feedback torque determination module 64 is used to determine the motor feedback torque based on the zero-slip wheel speed and linear velocity of the wheel when the wheel is determined to be in a slipping state according to the wheel state parameters. The motor feedback torque is the motor torque used to control the vehicle to get out of the slipping state.

[0325] The motor execution torque calculation module 65 is used to calculate the motor execution torque based on the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque used for driving control of the vehicle.

[0326] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

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

[0328] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0329] Furthermore, based on the above embodiments, 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 based on the airbag pressure corresponding to each wheel; calculate the second vehicle mass corresponding to the vehicle based on the dynamic driving equation; compare the first vehicle mass and the second vehicle mass, and obtain the static load mass of the wheel when it is determined that the difference between the first vehicle mass and the second vehicle mass does not exceed a threshold.

[0330] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

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

[0332] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

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

[0334] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0335] Furthermore, based on the above embodiments, 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 the second preset threshold, it is determined that the wheel has slipped; PID feedback control is performed on the motor feedforward torque to obtain the motor feedback torque of the wheel.

[0336] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0337] Furthermore, based on the above embodiments, the motor feedback torque determination module 64 is specifically used to calculate the wheel speed error based on the linear velocity and the zero slip ratio wheel speed; calculate the PID percentage value of the wheel based on the wheel speed error; and multiply the motor feedforward torque with the PID percentage value to determine the motor feedback torque of the wheel.

[0338] The drive anti-slip control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0339] See Figure 7 This figure is a schematic diagram of the structure of one embodiment of a vehicle provided in this application. Figure 7 As shown, the vehicle 70 includes a body 71, multiple drive motors 72, multiple wheels 73, and a controller 74 disposed within the body, wherein the controller 74 is electrically connected to the drive motors 72; each drive motor 72 corresponds to one wheel 75.

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

[0341] The vehicle is used to execute the technical solutions in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar, so they will not be described again here.

[0342] See Figure 8 This figure is a schematic diagram of the structure of an embodiment of an electronic device provided in this application. The electronic device 80 may include a processor 81 and a memory 82.

[0343] The processor 81 is communicatively connected to the memory 82, which stores computer execution instructions. The processor 81 is configured to execute the technical solutions in any of the foregoing method embodiments by executing the computer execution instructions stored in the memory 82.

[0344] Optionally, the memory 82 can be either standalone 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 aforementioned devices.

[0345] The electronic device is used to execute the technical solutions in any of the foregoing method embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0346] This application also provides a computer-readable storage medium storing computer-executable instructions. When these instructions are executed by a processor, they are used to implement the above-described method. The implementation principle and technical effects are similar and will not be repeated here.

[0347] It should be noted that the various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments. The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separate. The components indicated as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment solution according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0348] The above description is merely one specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A drive control method, characterized in that, For each wheel of the vehicle, the method includes: The maximum longitudinal driving force is calculated based on the static load mass of the wheel, the vertical dynamic load, the road adhesion coefficient, and the obtained linear velocity. The static load mass is the mass borne 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 the wheel does not slip. The static load mass is determined by comparing the actual calculated vehicle mass with the theoretically calculated vehicle mass. 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. The motor feedforward torque is limited to be less than or equal to the minimum value between the maximum drive torque and the obtained motor required torque; the motor feedforward torque is the motor torque used to control the vehicle for anti-skid control; When the wheel is determined to be in a slipping state based on the wheel state parameters, the motor feedforward torque is controlled by feedback based on the zero slip wheel speed and the linear velocity 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. The motor execution torque is calculated based on the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque used for driving control of the vehicle. The calculation of the maximum longitudinal driving force based on the static load mass of the wheel, the vertical dynamic load, the road adhesion coefficient, and the obtained linear velocity includes: The vertical dynamic load is calculated based on the static load mass of the wheel, the longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle. The road adhesion coefficient is calculated based on the vehicle's longitudinal acceleration and lateral acceleration. The lateral acceleration of the wheel is calculated based on the wheel steering angle, the wheelbase of the vehicle, and the linear velocity of the wheel. The maximum longitudinal driving force is calculated based on the static load mass, the vertical dynamic load, the road surface adhesion coefficient, and the lateral acceleration of the wheel.

2. The method according to claim 1, characterized in that, The method for obtaining the static load mass of the wheel includes: Collect the airbag pressure corresponding to each wheel of the vehicle; Based on the airbag pressure corresponding to each wheel, calculate the static load mass of each wheel and the first total vehicle mass of the vehicle. The second vehicle mass corresponding to the vehicle is calculated based on the dynamic driving equation; 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, the static load mass of the wheel is obtained.

3. The method according to claim 1, characterized in that, The limitation that the motor feedforward torque is less than or equal to the minimum value between the maximum drive torque and the obtained motor demand torque includes: Based on the maximum driving torque and the required torque of the motor, determine whether there is a risk of wheel slippage. When the required torque of the motor exceeds the maximum driving torque, it is determined that there is a risk of wheel slippage. The motor feedforward torque is limited to be less than or equal to the maximum drive torque.

4. The method according to claim 1, characterized in that, If the wheel state parameter is the slip ratio, then when it is determined that the wheel is in a slipping state based on the wheel state parameter, feedback control is performed on the motor feedforward torque based on the zero-slip wheel speed and the linear velocity of the wheel to determine the motor feedback torque, including: Based on the obtained wheel steering angle, vehicle yaw rate, and overall vehicle speed, the zero-slip wheel speed of the wheel is determined. The slip ratio of the wheel is calculated based on the linear velocity and the zero slip ratio wheel speed. When the slip ratio exceeds a first preset threshold, it is determined 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.

5. The method according to claim 4, characterized in that, If the wheel state parameter is the longitudinal acceleration of the wheel, then when it is determined that the wheel is in a slipping state based on the wheel state parameter, feedback control is performed on the motor feedforward torque based on the zero-slip wheel speed and the linear velocity of the wheel to determine the motor feedback torque, including: Based on the linear velocity, determine the longitudinal acceleration of the wheel; 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. The motor feedforward torque is controlled by PID feedback to obtain the motor feedback torque of the wheel.

6. The method according to claim 4, characterized in that, The step of performing PID feedback control on the motor feedforward torque to obtain the motor feedback torque of the wheel includes: Calculate the wheel speed error based on the linear velocity and the zero slip ratio wheel speed; Based on the wheel speed error, the PID percentage value of the wheel is calculated; The motor feedback torque of the wheel is determined by multiplying the motor feedforward torque with the PID percentage value.

7. A drive control device, characterized in that, include: The maximum longitudinal driving force calculation module is used to calculate the maximum longitudinal driving force based on the static load mass of the wheel, the vertical dynamic load, the road adhesion coefficient, and the obtained linear velocity. The static load mass is the mass borne 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 the wheel does not slip; the static load mass is determined by comparing the actual calculated vehicle mass with the theoretically calculated vehicle mass. The maximum driving torque calculation module 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. The 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 obtained motor demand torque; the motor feedforward torque is the motor torque used to control the vehicle for anti-skid control; The motor feedback torque determination module is used to determine the motor feedback torque by feeding back the motor feedforward torque based on the zero-slip wheel speed and the linear velocity of the wheel when the wheel is determined to be in a slipping state according to the wheel state parameters; the motor feedback torque is the motor torque used to control the vehicle to get out of the slipping state. The motor execution torque calculation module is used to calculate the motor execution torque based on the motor feedforward torque and the motor feedback torque; the motor execution torque is the motor torque used for driving control of the vehicle; The maximum longitudinal driving force calculation module is used to calculate the vertical dynamic load based on 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 based on the longitudinal acceleration and the lateral acceleration of the vehicle; calculate the lateral acceleration of the wheel based on the wheel steering angle, the wheelbase of the vehicle, and the linear velocity of the wheel; and calculate the maximum longitudinal driving force based on the static load mass, the vertical dynamic load, the road adhesion coefficient, and the lateral acceleration of the wheel.

8. A vehicle, characterized in that, include: The vehicle body, multiple drive motors, multiple wheels, and a controller disposed within the vehicle body, wherein the controller is electrically connected to the drive motors; Each of the drive motors corresponds to one of the wheels; The drive motor is used to drive 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 as described in any one of claims 1 to 6.

9. An electronic device, characterized in that, The device includes: a processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 6.

Images