Driving anti-skid method and system for distributed electrically-driven vehicle
By dynamically adjusting the driving torque in distributed electric drive vehicles, combining slip coefficient and PID control algorithms, the problem of vehicle slippage under complex road conditions is solved, and the handling and safety of the vehicle are improved.
Patent Information
- Application Number
- CN202411835832.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-13
- Publication Date
- 2025-02-28
AI Technical Summary
In complex road conditions, especially when slippery roads or sharp turns, traditional single motor drive systems are difficult to effectively prevent vehicle slippage, resulting in loss of control and safety accidents.
The driving anti-slip method of distributed electric drive vehicles is adopted. By dynamically adjusting the vehicle's driving torque, combining vehicle status information and road conditions, responding in real time and adopting a multi-stage anti-slip strategy to reduce the occurrence of slippage. The specific steps include obtaining the torque drive enable signal and braking flag signal, determining the upper-layer torque output value, calculating the slip coefficient, and if a slip phenomenon is detected, use the PID control algorithm to gradually reduce the output torque value.
By dynamically adjusting the torque, the vehicle slip can be effectively reduced under complex road conditions, the vehicle handling and safety can be improved, the vehicle's torque stability can be ensured during acceleration or deceleration, and instability can be avoided.
Smart Images
Figure CN119527041A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of vehicle drive anti-skid control, and in particular to a drive anti-skid method and system for a distributed electric drive vehicle. Background Art
[0002] With the continuous advancement of electric vehicle technology and the widespread application of autonomous driving technology, the safety and stability requirements of vehicles are increasing. Under complex road conditions, especially on slippery roads or when turning sharply, vehicles are prone to slipping, leading to loss of control and safety accidents. Traditional anti-skid control strategies are mostly based on a single motor drive system, using technologies such as ABS (anti-lock braking system) and TCS (traction control system) to adjust braking and driving torque to prevent wheel slippage. However, with the application of multi-motor distributed electric drive systems in electric vehicles, the limitations of traditional anti-skid strategies have gradually become apparent.
[0003] In a multi-motor distributed electric drive system, each wheel can be controlled independently, which provides a higher degree of freedom for anti-skid control, but also increases the complexity of control. Most existing anti-skid strategies are based on fixed control logic and cannot respond to complex and changing road conditions in real time, resulting in the inability to achieve ideal anti-skid effects in actual driving. Summary of the invention
[0004] Purpose of the invention: In view of the deficiencies in the prior art, the present invention provides a drive anti-skid method and system for a distributed electric drive vehicle, which aims to optimize the driving stability and safety of the vehicle under complex road conditions by dynamically adjusting the vehicle's driving torque, and can respond to the vehicle's status information and road conditions in real time, and effectively reduce the occurrence of skidding through a multi-level anti-skid strategy, thereby improving the vehicle's controllability and safety.
[0005] Technical solution: To achieve the above-mentioned invention object, the present invention adopts the following technical solution:
[0006] In a first aspect, the present invention provides a drive anti-skid method for a distributed electric drive vehicle, comprising the following steps:
[0007] S1: By obtaining the vehicle torque drive enable signal and brake flag signal, determine whether the current vehicle is in the driving or braking state; on this basis, combine the motor speed and accelerator pedal opening to determine the upper torque output value;
[0008] S2: According to the preset torque gradient strategy, the opening of the vehicle's accelerator pedal is determined, and the normal mode or energy-saving mode is selected. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value;
[0009] S3: Based on the gradually increasing torque value in S2, the wheel speed signal is obtained to calculate the slip coefficient and determine whether there is a slip phenomenon. If a slip phenomenon is detected, the output torque value is gradually reduced using the PID control algorithm to alleviate the slip.
[0010] Furthermore, in step S1, the vehicle mode is determined based on the torque drive enable signal and the brake flag signal. When the torque drive enable signal is in an activated state and the brake flag signal is in an inactivated state, the vehicle is determined to be in a driving mode; when the brake flag signal is in an activated state, the vehicle is determined to be in a braking mode.
[0011] Furthermore, in step S1, based on the current working mode of the vehicle, by inputting the vehicle motor speed signal and the accelerator pedal opening signal, the corresponding area in the two-dimensional mapping table is located, and linear interpolation is performed according to the values of adjacent data points in the table, and the initial torque value is gradually adjusted to obtain the upper torque output.
[0012] Furthermore, in step S2, the vehicle mode is judged and selected according to the accelerator pedal opening. When the accelerator pedal opening is greater than a preset value, the normal mode is adopted; when the accelerator pedal opening does not exceed the preset value, the energy-saving mode is adopted.
[0013] Furthermore, in step S2, a gradient torque adjustment strategy is implemented to dynamically adjust the output torque by receiving the vehicle operation mode, the upper layer torque request, and the control closed-loop torque feedback input signal in real time; the formula is as follows:
[0014]
[0015] Among them, T ctrl is the vehicle adjusted torque request; T req is the upper-level torque request value of the vehicle; T fb is the control closed-loop torque feedback; |T req -T fb | is the difference between the control closed-loop torque feedback and the upper-level torque request value; K low , K high and K fine is the gain factor, C mode Indicates the mode adjustment coefficient. The coefficient is 1 in normal mode and less than 1 in energy-saving mode.
[0016] Furthermore, by receiving the vehicle operation mode, the upper layer torque request, and the control closed-loop torque feedback input signal in real time, the specific process of dynamically adjusting the output torque includes:
[0017] First, determine whether the vehicle is in a braking state. If the vehicle is in a braking state and the difference between the upper-level torque request and the feedback value satisfies T req -T fb <-5, then combine Klow Output the vehicle adjusted torque request, where K low The dynamic range is 0.1 to 0.5. The greater the braking intensity, the higher the gain coefficient.
[0018] If the vehicle is in the acceleration state and the difference between the upper-level torque request and the feedback value satisfies T req -T fb >5, then combine K high Output the vehicle adjusted torque request, where K high The dynamic range is 0.5 to 1.5. The greater the acceleration requirement, the higher the gain factor.
[0019] If the upper-level torque request and feedback value satisfy |T req -T fb |≤1, then combine K fine Output the vehicle adjusted torque request, where K fine Dynamic range 0.05 to 0.2, the smaller the error, the lower the gain factor;
[0020] If it does not belong to the above situation, directly output the upper torque request T of the whole vehicle req As the adjusted result.
[0021] Furthermore, step S3 includes:
[0022] Obtain wheel speed signals and calculate the vehicle slip coefficient S. When S = 0, it means there is no slip; when S increases, it means the slip degree increases. Use the formula:
[0023]
[0024] Among them, V 车 Represents the actual speed of the vehicle at its center of mass, V 轮 Indicates the average wheel speed of the vehicle's driving wheels;
[0025] Calculate the error between the current slip coefficient and the target slip coefficient using the formula:
[0026] e=S 目标 -S 当前
[0027] Among them, S 目标 is the preset ideal slip coefficient, S 当前 It is the real-time value calculated by the above slip coefficient formula;
[0028] Based on the above error e, the torque adjustment value is calculated using the PID formula:
[0029]
[0030] Where, ΔTPID It represents the adjustment amount of the PID controller output, e[k] represents the current error, e[k-1] represents the previous error, Δt represents the time change, ∑(e×Δt) represents the cumulative sum of the error with the time step, kp, ki, kd are the proportional, integral and differential coefficients preset by the system;
[0031] Calculate the final output torque value of the system.
[0032] T 输出 [k] = T 输出 [k-1]+ΔT PID
[0033] Among them, T 输出 [k] represents the output torque at the current moment k, T 输出 [k-1] represents the torque output value at the previous moment;
[0034] If it is determined that there is no slippage, the current output torque is maintained without additional correction.
[0035] In a second aspect, the present invention provides a drive anti-skid system for a distributed electric drive vehicle, comprising:
[0036] The upper layer torque output module is used to determine whether the current vehicle is in a driving or braking state by obtaining the vehicle torque drive enable signal and the brake flag signal; on this basis, the upper layer torque output value is determined in combination with the motor speed and the accelerator pedal opening;
[0037] The torque gradient management module is used to determine the opening of the vehicle's accelerator pedal according to a preset torque gradient strategy, and select a normal mode or an energy-saving mode. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value;
[0038] The ASR control module is used to obtain the wheel speed signal to calculate the slip coefficient based on the gradually increasing torque value in the torque gradient management module, and determine whether there is a slip phenomenon. If a slip phenomenon is detected, the PID control algorithm is used to gradually reduce the output torque value to alleviate the slip.
[0039] In a third aspect, the present invention provides a computer system comprising a memory, a processor, and a computer program / instructions stored in the memory and executable on the processor, wherein the computer program / instructions, when executed by the processor, implement the steps of a drive anti-skid method for a distributed electric drive vehicle.
[0040] In a fourth aspect, the present invention provides a computer program product, comprising a computer program / instruction, which, when executed by a processor, implements the steps of the drive anti-skid method for a distributed electric drive vehicle.
[0041] Beneficial effects: The present invention uses the upper-layer torque output system to observe the motor speed and the accelerator pedal opening to determine the output torque value; based on the preset torque gradient formula, the torque value is gradually increased based on the determined output torque value until a given target torque value is reached; based on the gradually increasing torque value, the vehicle's slippage is detected, and the slip coefficient is calculated to determine whether there is a slippage phenomenon, determine the corresponding torque adjustment strategy, and adjust the output torque output value in real time. Ensure that the torque of each wheel increases or decreases steadily during acceleration and deceleration, avoid instability caused by sudden power fluctuations, and optimize the driving performance of distributed electric drive vehicles under complex road conditions. BRIEF DESCRIPTION OF THE DRAWINGS
[0042] Figure 1 The figure is a flow chart of a method according to an embodiment of the present invention.
[0043] Figure 2 Schematic diagram of the general framework of the anti-slip strategy in an embodiment of the present invention.
[0044] Figure 3 A schematic diagram of a torque gradient strategy constructed in an embodiment of the present invention;
[0045] Figure 4 Schematic diagram of the ASR strategy in an embodiment of the present invention. DETAILED DESCRIPTION
[0046] The following is a detailed description of the technical solution of the application in conjunction with the accompanying drawings. The described embodiments are only part of the embodiments involved in this patent. All non-innovative embodiments of other researchers in this field based on this embodiment are within the scope of protection of this patent.
[0047] like Figure 1 As shown, a driving anti-skid method for a distributed electric drive vehicle disclosed in an embodiment of the present invention comprises the following specific steps:
[0048] Step S1: construct an upper-layer torque output system, and determine whether the current vehicle is in a driving or braking state by obtaining the vehicle torque drive enable signal and the brake flag signal. On this basis, the upper-layer torque output value is determined in combination with the motor speed and the accelerator pedal opening.
[0049] Step S2: According to the preset torque gradient strategy, the opening of the vehicle's accelerator pedal is determined, and the "normal mode" or "energy-saving mode" is selected. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby accurately controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value.
[0050] Step S3: Based on the gradually increasing torque value, the wheel speed signal is obtained to calculate the slip coefficient, determine whether there is a slip phenomenon, and determine the corresponding torque adjustment strategy. If a slip phenomenon is detected, the PID control algorithm is used to gradually reduce the output torque value to near zero to effectively alleviate the slip.
[0051] The detailed anti-slip strategy framework is as follows Figure 2 shown.
[0052] In this embodiment, step S1 specifically includes the following sub-steps:
[0053] Step S11, judging the vehicle mode based on the torque drive enable signal and the brake flag signal. When the torque drive enable signal is in an activated state and the brake flag signal is in an inactivated state, the vehicle is determined to be in a drive mode; when the brake flag signal is in an activated state, the vehicle is determined to be in a brake mode. Finally, the current working mode of the vehicle is output.
[0054] Step S12: Based on the current working mode of the vehicle, by inputting the vehicle motor speed signal and the accelerator pedal opening signal, locate the corresponding area in the two-dimensional mapping table, perform linear interpolation according to the values of adjacent data points in the table, and gradually adjust the initial torque value to obtain the upper-level torque output. The subsequent steps will be adjusted according to the dynamic control to make the acceleration and deceleration process of the vehicle smoother and more coherent.
[0055] Step S2 specifically includes the following steps: the torque gradient strategy constructed is as follows: Figure 3 shown.
[0056] Step S21, judging and selecting a suitable vehicle mode according to the accelerator pedal opening. When the accelerator pedal opening is large, the normal mode is used; when the accelerator pedal opening is small, the energy-saving mode is used. In each mode, there are corresponding starting torque, medium speed (100Nm / s) and high speed (80Nm / s) torque change rates during acceleration, and torque reduction rate during braking.
[0057] Step S22: Implement the gradient torque adjustment strategy to dynamically adjust the output torque by receiving the vehicle operation mode, upper layer torque request, and control closed loop torque feedback input signal in real time. The formula is as follows:
[0058]
[0059] Among them, Tctrl is the vehicle adjusted torque request; T req is the upper-level torque request value of the vehicle; T fb is the control closed-loop torque feedback, which is the current actual torque feedback value measured by the vehicle sensor; |T req -T fb | is the difference between the control closed-loop torque feedback and the upper-level torque request value; K low , K high and K fine is the gain coefficient, which is dynamically adjusted according to the vehicle operation status and is taken within a reasonable range; C mode Indicates the mode adjustment coefficient. In normal mode, no additional adjustment is required and the coefficient is 1. In energy-saving mode, the coefficient is 0.8 to reduce energy consumption.
[0060] That is, first determine whether the vehicle is in a braking state. If the vehicle is in a braking state and the difference between the upper torque request and the feedback value satisfies T req -T fb <-5, then combine K low Output the vehicle adjusted torque request, where K low The dynamic range is 0.1 to 0.5. The greater the braking intensity, the higher the gain coefficient.
[0061] If the vehicle is in the acceleration state and the difference between the upper-level torque request and the feedback value satisfies T req -T fb >5, then combine K high Output the vehicle adjusted torque request, where K high The dynamic range is 0.5 to 1.5. The greater the acceleration requirement, the higher the gain factor.
[0062] If the upper-level torque request and feedback value satisfy |T req -T fb |≤1, then combine K fine Output the vehicle adjusted torque request, where K fine The dynamic range is 0.05 to 0.2. The smaller the error, the lower the gain factor.
[0063] If it does not belong to the above situation, directly output the upper torque request T of the whole vehicle req As the adjusted result.
[0064] Step S3 specifically includes the following steps, and the ASR strategy diagram is as follows: Figure 4 shown.
[0065] Step S31, obtain wheel speed signals and calculate the vehicle slip coefficient S. When S=0, it means there is no slip; when S increases, it means the slip degree increases. Use the formula:
[0066]
[0067] Among them, V 车 Represents the actual speed of the vehicle at its center of mass, V 轮 Indicates the average wheel speed of the vehicle's drive wheels.
[0068] Step S32: Calculate the error between the current slip coefficient and the target slip coefficient. Use the formula:
[0069] e=S 目标 -S 当前
[0070] Among them, S 目标 is the preset ideal slip coefficient, S 当前 It is the real-time value calculated by the above slip coefficient formula.
[0071] Step S33: Based on the above error e, the torque adjustment value is calculated using the PID formula.
[0072]
[0073] Where, ΔT PID It represents the adjustment amount of the PID controller output, e[k] represents the current error, e[k-1] represents the previous error, Δt represents the time change, ∑(e×Δt) represents the cumulative sum of the error with the time step, kp, ki, kd are the proportional, integral and differential coefficients preset by the system.
[0074] Step S34: Calculate the final output torque value of the system.
[0075] T 输出 [k] = T 输出 [k-1]+ΔT PID
[0076] Among them, T 输出 [k] represents the output torque at the current moment k, T 输出 [k-1] represents the torque output value at the previous moment.
[0077] Step S35: If it is determined that there is no slippage, the current output torque is maintained without additional correction.
[0078] The novel driving anti-skid strategy for distributed electric drive vehicles proposed in the present invention dynamically adjusts the torque output of each wheel by real-time monitoring of the vehicle's status information, including vehicle speed, motor speed, road conditions, etc. Based on the calculation of the slip coefficient and the application of the PID control algorithm, it can respond quickly when slippage is detected, adjust the output torque, and ensure the stability and safety of the vehicle. Through this method, the present invention can effectively prevent the vehicle from slipping under various complex road conditions, improve the safety and driving experience of the vehicle, and provide technical support for the widespread application of distributed electric drive vehicles.
[0079] Based on the same inventive concept, the embodiment of the present invention also discloses a drive anti-skid system for a distributed electric drive vehicle, including: an upper-layer torque output module, which is used to determine whether the current vehicle is in a driving or braking state by obtaining a vehicle torque drive enable signal and a brake flag signal; on this basis, the upper-layer torque output value is determined in combination with the motor speed and the accelerator pedal opening; a torque gradient management module, which is used to determine the opening of the vehicle accelerator pedal according to a preset torque gradient strategy, and select a normal mode or an energy-saving mode. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value; an ASR control module, which is used to obtain a wheel speed signal based on the gradually increasing torque value in the torque gradient management module to calculate the slip coefficient, determine whether there is a slip phenomenon, and if a slip phenomenon is detected, use a PID control algorithm to gradually reduce the output torque value to alleviate the slip. The specific implementation details of each module refer to the above method embodiment, which will not be repeated.
[0080] An embodiment of the present invention also discloses a computer system, including a memory, a processor, and a computer program / instruction stored in the memory and executable on the processor, wherein the computer program / instruction, when executed by the processor, implements the steps of the drive anti-skid method for a distributed electric drive vehicle.
[0081] The embodiment of the present invention further discloses a computer program product, including a computer program / instruction, which implements the steps of the drive anti-skid method of a distributed electric drive vehicle when executed by a processor.
[0082] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.
[0083] The above description of the embodiments is to facilitate the understanding and use of the invention by those skilled in the art. It is obvious that those skilled in the art can easily make various modifications to these embodiments and apply the general principles described herein to other embodiments without creative work. Therefore, the present invention is not limited to the above embodiments, and improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the present invention should be within the scope of protection of the present invention.
Claims
1. A distributed electric drive vehicle driving anti-skid method, characterized in that: The following steps are involved: S1: By obtaining the vehicle torque drive enable signal and brake flag signal, determine whether the current vehicle is in the driving or braking state; on this basis, combine the motor speed and accelerator pedal opening to determine the upper torque output value; S2: According to the preset torque gradient strategy, the opening of the vehicle's accelerator pedal is determined, and the normal mode or energy-saving mode is selected. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value; S3: Based on the gradually increasing torque value in S2, the wheel speed signal is obtained to calculate the slip coefficient and determine whether there is a slip phenomenon. If a slip phenomenon is detected, the output torque value is gradually reduced using the PID control algorithm to alleviate the slip.
2. The driving anti-skid method of a distributed electric drive vehicle according to claim 1, characterized in that: In step S1, the vehicle mode is determined based on the torque drive enable signal and the brake flag signal. When the torque drive enable signal is in an activated state and the brake flag signal is in an inactivated state, the vehicle is determined to be in a drive mode; when the brake flag signal is in an activated state, the vehicle is determined to be in a brake mode.
3. The driving anti-skid method of a distributed electric drive vehicle according to claim 1, characterized in that: In step S1, based on the current working mode of the vehicle, the corresponding area in the two-dimensional mapping table is located by inputting the vehicle motor speed signal and the accelerator pedal opening signal, and linear interpolation is performed according to the values of adjacent data points in the table to gradually adjust the initial torque value to obtain the upper torque output.
4. The driving anti-skid method of a distributed electric drive vehicle according to claim 1, characterized in that: In step S2, the vehicle mode is determined and selected according to the accelerator pedal opening. When the accelerator pedal opening is greater than a preset value, the normal mode is adopted; when the accelerator pedal opening does not exceed the preset value, the energy-saving mode is adopted.
5. The driving anti-skid method of a distributed electric drive vehicle according to claim 1, characterized in that: In step S2, a gradient torque adjustment strategy is implemented to dynamically adjust the output torque by receiving the vehicle operation mode, the upper layer torque request, and the control closed-loop torque feedback input signal in real time; the formula is as follows: Among them, T ctrl is the vehicle adjusted torque request; T req is the upper-level torque request value of the vehicle; T fb is the control closed-loop torque feedback; |T req -T fb | is the difference between the control closed-loop torque feedback and the upper-level torque request value; K kow , K high and K fine is the gain factor, C mode Indicates the mode adjustment coefficient. The coefficient is 1 in normal mode and less than 1 in energy-saving mode.
6. The driving anti-skid method of a distributed electric drive vehicle according to claim 5, characterized in that: The specific process of dynamically adjusting the output torque by receiving the vehicle operation mode, upper layer torque request, and control closed loop torque feedback input signal in real time includes: First, determine whether the vehicle is in a braking state. If the vehicle is in a braking state and the difference between the upper-level torque request and the feedback value satisfies T req -T fb <-5, then combine K low Output the vehicle adjusted torque request, where K low The dynamic range is 0.1 to 0.
5. The greater the braking intensity, the higher the gain coefficient. If the vehicle is in the acceleration state and the difference between the upper-level torque request and the feedback value satisfies T req -T fb >5, then combine K hig Output the vehicle adjusted torque request, where K hig The dynamic range is 0.5 to 1.
5. The greater the acceleration requirement, the higher the gain factor. If the upper-level torque request and feedback value satisfy |T req -T fb |≤1, then combine K fine Output the vehicle adjusted torque request, where K fine Dynamic range 0.05 to 0.2, the smaller the error, the lower the gain factor; If it does not belong to the above situation, directly output the upper torque request T of the whole vehicle req As the adjusted result.
7. The anti-skid driving method of a distributed electric drive vehicle according to claim 1, characterized in that: Step S3 includes: Obtain wheel speed signals and calculate the vehicle slip coefficient S. When S = 0, it means there is no slip; when S increases, it means the slip degree increases. Use the formula: Among them, V 车 Represents the actual speed of the vehicle at its center of mass, V 轮 Indicates the average wheel speed of the vehicle's driving wheels; Calculate the error between the current slip coefficient and the target slip coefficient using the formula: e=S 目标 -S 当前 Among them, S 目标 is the preset ideal slip coefficient, S 当前 It is the real-time value calculated by the above slip coefficient formula; Based on the above error e, the torque adjustment value is calculated using the PID formula: Where, ΔT PID It represents the adjustment amount of the PID controller output, e[k] represents the current error, e[k-1] represents the previous error, Δt represents the time change, ∑(e×Δt) represents the cumulative sum of the error with the time step, kp, ki, kd are the proportional, integral and differential coefficients preset by the system; Calculate the final output torque value of the system. T 输出 [k]=T 输出 [k-1]+ΔT PID Among them, T 输出 [k] represents the output torque at the current moment k, T 输出 [k-1] represents the torque output value at the previous moment; If it is determined that there is no slippage, the current output torque is maintained without additional correction.
8. A drive anti-skid system for a distributed electric drive vehicle, characterized in that: include: The upper layer torque output module is used to determine whether the current vehicle is in a driving or braking state by obtaining the vehicle torque drive enable signal and the brake flag signal; On this basis, the upper torque output value is determined by combining the motor speed and the accelerator pedal opening; The torque gradient management module is used to determine the opening of the vehicle's accelerator pedal according to a preset torque gradient strategy, and select a normal mode or an energy-saving mode. In the selected mode, the output torque is smoothly adjusted to achieve a gradual increase or decrease in torque, thereby controlling the acceleration or deceleration process of the vehicle, and finally outputting the adjusted torque value; The ASR control module is used to obtain the wheel speed signal to calculate the slip coefficient based on the gradually increasing torque value in the torque gradient management module, and determine whether there is a slip phenomenon. If a slip phenomenon is detected, the PID control algorithm is used to gradually reduce the output torque value to alleviate the slip.
9. A computer system comprising a memory, a processor, and a computer program / instruction stored in the memory and executable on the processor, characterized in that: When the computer program / instructions are executed by the processor, the steps of the drive anti-skid method for a distributed electric drive vehicle according to any one of claims 1 to 7 are implemented.
10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by the processor, the steps of the drive anti-skid method for a distributed electric drive vehicle according to any one of claims 1 to 7 are implemented.