Four-motor traction force control method, device and equipment and readable storage medium

Abstract

The invention relates to a four-motor traction control method, device and equipment and a readable storage medium, and belongs to the field of control over vehicle transmission systems.The method comprises the steps that the target wheel speed of each wheel is calculated by obtaining the actual vehicle speed of a target vehicle at the current moment and the actual wheel speed and the wheel acceleration of each wheel; calculating the wheel speed change rate correction amount of each wheel based on the wheel acceleration of each wheel at the current moment and a plurality of historical wheel accelerations of each wheel at a set historical moment; determining the slippage control adjustment amount of each wheel and judging whether slippage occurs or not; if the wheels slip, target motor torque of the wheels is calculated based on the wheel speed change rate correction amount of the wheels and a preset motor torque calculation rule, and traction force of the wheels is controlled based on the target motor torque. According to the method, the effects of improving the traction force control precision and stability of the vehicle under different road conditions, reducing the slipping phenomenon and improving the driving safety and comfort are achieved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle transmission system control, and in particular to a four-motor traction control method, device, equipment and readable storage medium. Background Art

[0002] With the popularization of electric vehicles and the advancement of technology, four-motor drive systems have attracted widespread attention due to their flexible power distribution and efficient energy utilization.

[0003] The traditional TCS (Tract ion Control System) traction control system usually determines whether to activate the MTC (Motor Torque Control) motor torque control by calculating the slip rate target and judging whether the difference between the actual shaft speed of the shaft control and the target shaft speed exceeds the slip rate target threshold. Specifically, once the slip rate is detected to exceed the preset threshold, the system will control the motor drive torque of the front and rear axles to reduce according to the shaft speed deviation of the front and rear axles, so as to control the slip target through PID and reduce vehicle slippage.

[0004] However, the existing TCS system has obvious shortcomings when applied to four-motor drive models. First, because the axle end deviation is the geometric mean of the left and right wheel slip deviations, the wheel motor control activation time on the slipping side is late when on a separated road, which can easily cause the vehicle to become unstable or run off the track. Secondly, the traditional control method requires frequent data exchange between the MTC motor torque control unit and the motor controller in the TCS, which will inevitably cause a certain delay, thereby aggravating the instability and deviation of the vehicle. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide a four-motor traction control method, device, equipment and readable storage medium, aiming to solve at least one of the above-mentioned technical problems.

[0006] The technical solution of the present invention to solve the above technical problems is as follows:

[0007] In a first aspect, the present application provides a four-motor traction control method, which adopts the following technical solution:

[0008] A four-motor traction control method is applied to a TCS traction control system, the method comprising:

[0009] Obtaining the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, wherein the wheel acceleration is the change in speed of the wheel per unit time;

[0010] For each of the wheels of the target vehicle, calculating a target wheel speed of the wheel based on an actual vehicle speed of the target vehicle and an actual wheel speed of the wheel;

[0011] For each wheel of the target vehicle, calculating a wheel speed change rate correction amount of the wheel based on the wheel acceleration at a current moment and a plurality of historical wheel accelerations of the wheel at set historical moments;

[0012] For each wheel of the target vehicle, determining a slip control adjustment amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control adjustment amount calculation rule;

[0013] For each wheel of the target vehicle, judging whether the wheel slips based on the slip control adjustment amount of the wheel, wherein the slip is the wheel sliding relative to the ground;

[0014] For each wheel of the target vehicle, if the wheel slips, the target motor torque of the wheel is calculated based on the slip control adjustment amount of the wheel and a preset motor torque calculation rule, and the traction of the wheel is controlled based on the target motor torque.

[0015] The beneficial effects of the present invention are as follows: based on the traditional TCS interface architecture, the present invention realizes effective improvement of the traction control of four motors and reduces the transformation cost.

[0016] By introducing the actual wheel speed change rate parameter, the target slip rate of each wheel (slip control adjustment amount) is adjusted in real time. This can quickly detect abnormal conditions at the early stage of wheel slip and immediately intervene in control, making up for the response delay problem caused by data transmission in the traditional TCS traction control system, reducing the slip in the early stage of slip control, and improving the timeliness and accuracy of slip control.

[0017] By precisely adjusting the single-wheel target slip rate (slip control adjustment amount), the robustness of the single-wheel slip control is enhanced, the possibility of false triggering is reduced, and the stability and reliability under complex road conditions are ensured.

[0018] By calculating the correction amount of the speed change rate of each wheel and adjusting the single-wheel motor control torque in advance, the slow response problem of the traditional TCS system caused by data transmission delay is compensated, the slip in the early stage of skid control is significantly reduced, and the overall stability of the vehicle is improved.

[0019] Based on the above technical solution, the present invention can also be improved as follows.

[0020] Further, for each wheel of the target vehicle, calculating the target wheel speed of the wheel based on the actual vehicle speed of the target vehicle and the actual vehicle speed of the wheel comprises:

[0021] For each wheel of the target vehicle, a target slip rate of the wheel is determined based on a current road adhesion coefficient corresponding to an actual wheel speed of the wheel and a preset vehicle slip curve, wherein the preset vehicle slip curve represents a relationship between a wheel slip rate and a road adhesion coefficient under different road friction levels, and the current road adhesion coefficient represents a friction level between the wheel and the current road surface;

[0022] For each of the wheels of the target vehicle, a target wheel speed of the wheel is calculated based on an actual vehicle speed of the target vehicle and a target slip ratio of the wheel.

[0023] The beneficial effect of adopting the above further scheme is that the target wheel speed of each wheel can be accurately calculated. Specifically, the current road adhesion coefficient is first calculated based on the actual wheel speed of each wheel to accurately reflect the friction between the wheel and the road. Then, the target slip rate of each wheel is determined according to the current road adhesion coefficient using the preset vehicle slip curve to ensure the accuracy and effectiveness of slip control. Finally, the target wheel speed of each wheel is calculated in combination with the current actual speed and target slip rate of the target vehicle, which improves the real-time and accuracy of slip control, effectively reduces the risk of vehicle skidding, and improves the driving stability of the vehicle.

[0024] Further, for each wheel of the target vehicle, based on the wheel acceleration of the wheel at the current moment and a plurality of historical wheel accelerations of the wheel at set historical moments, calculating the wheel speed change rate correction amount of the wheel includes:

[0025] For each wheel of the target vehicle, performing weighted average calculation on the wheel acceleration of the wheel at a current moment and multiple historical wheel accelerations of the wheel at set historical moments to obtain an average wheel acceleration;

[0026] For each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel is calculated based on the average wheel acceleration and a preset corresponding relationship, wherein the preset corresponding relationship describes the corresponding relationship between different average wheel accelerations and corresponding wheel speed change rate correction amounts.

[0027] The beneficial effect of adopting the above further solution is that the average wheel acceleration is obtained by weighted average calculation of the wheel acceleration at the current moment and multiple historical wheel accelerations at historical moments, which can smooth the fluctuation of instantaneous acceleration, reduce noise interference, and improve the reliability of calculation results.

[0028] The wheel speed change rate correction is calculated based on the average wheel acceleration and the preset wheel change rate calculation formula. This correction can predict and adjust the wheel speed change trend in advance, thereby intervening in slip control in advance and reducing the occurrence of slippage.

[0029] Further, for each wheel of the target vehicle, determining the slip control adjustment amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control adjustment amount calculation rule includes:

[0030] For each wheel of the target vehicle, correcting the target wheel speed of the wheel based on the wheel speed change rate correction amount to obtain a first wheel speed;

[0031] For each wheel of the target vehicle, correcting the first wheel speed based on the actual vehicle speed to obtain a second wheel speed of the wheel;

[0032] For each of the wheels of the target vehicle, a slip control adjustment amount of the wheel is determined based on the second wheel speed and the actual wheel speed.

[0033] The beneficial effect of adopting the above further scheme is that it can effectively judge and intervene in the slip control in advance, improve the robustness and accuracy of the single-wheel slip control, and prevent false triggering. Specifically, by correcting the wheel speed change rate of each wheel's target wheel speed, the first wheel speed is obtained, and the second wheel speed is further determined, and finally the slip control adjustment amount is calculated. This process not only improves the real-time monitoring capability of single-wheel slip, but also reduces the delay of torque control response by adjusting the single-wheel motor control torque in advance, significantly improving the stability and safety of the vehicle.

[0034] Further, the correcting the first wheel speed based on the actual vehicle speed to obtain the second wheel speed of the wheel includes:

[0035] determining whether the first wheel speed is greater than the actual vehicle speed;

[0036] If the first wheel speed is greater than the actual vehicle speed, the first wheel speed is used as the second wheel speed of the wheel;

[0037] If the first wheel speed is not greater than the actual vehicle speed, the actual vehicle speed is used as the second wheel speed of the wheel.

[0038] The beneficial effect of adopting the above further solution is that it can ensure that when calculating the second wheel speed of the wheel, the relationship between the first wheel speed and the actual vehicle speed is comprehensively considered to avoid control failure caused by the first wheel speed being too low. When the first wheel speed is greater than the actual vehicle speed, it is used as the second wheel speed, ensuring that the actual movement state of the wheel can be accurately reflected under the condition of high wheel speed, thereby improving control accuracy. When the first wheel speed is not greater than the actual vehicle speed, the actual vehicle speed is used as the second wheel speed, preventing misjudgment of slip control caused by the first wheel speed being too low when driving at low speed or on a low-adhesion road surface.

[0039] Further, judging whether the wheel slips based on the slip control adjustment amount of the wheel includes:

[0040] Determining whether the slip control adjustment amount of the wheel is greater than a target wheel slip speed threshold corresponding to the wheel;

[0041] If the slip control adjustment amount of the wheel is greater than the target wheel slip speed threshold, it is determined that the wheel slips.

[0042] The beneficial effect of adopting the above further scheme is that it can judge and intervene in the slip control in advance, improve the robustness of the single-wheel slip control, and prevent false triggering. Specifically, by analyzing the first wheel speed, the target wheel slip speed threshold is determined, and it is further determined whether the wheel slip control adjustment exceeds the threshold, so as to accurately identify whether the wheel is slipping. This early intervention method effectively reduces the slip in the early stage of slip control and improves the overall stability of the vehicle. At the same time, this method can also reduce the delay of the torque control response to a certain extent, further improving the driving safety and handling performance of the vehicle.

[0043] In a second aspect, the present application provides a four-motor traction control device, which adopts the following technical solution:

[0044] A four-motor traction control device, applied to a TCS traction control system, comprises:

[0045] An acquisition module, used to acquire the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, wherein the wheel acceleration is the change in speed of the wheel per unit time;

[0046] a target wheel speed calculation module, configured to calculate, for each wheel of the target vehicle, a target wheel speed of the wheel based on an actual vehicle speed of the target vehicle and an actual wheel speed of the wheel;

[0047] a wheel speed change rate calculation module, configured to calculate, for each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel based on the wheel acceleration at a current moment and a plurality of historical wheel accelerations of the wheel at set historical moments;

[0048] a slip control amount determination module, configured to determine, for each wheel of the target vehicle, a slip control amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control amount calculation rule;

[0049] A control decision module, configured to determine, for each wheel of the target vehicle, whether the wheel is slipping based on a slip control adjustment amount of the wheel, wherein the slipping is the sliding of the wheel relative to the ground;

[0050] The torque adjustment module is used to calculate the target motor torque of each wheel of the target vehicle based on the slip control adjustment amount of the wheel and a preset motor torque calculation rule if the wheel slips, and control the traction of the wheel based on the target motor torque.

[0051] In a third aspect, the present application provides an electronic device, which adopts the following technical solution:

[0052] An electronic device comprises a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and execute the four-motor traction control method described in any one of the first aspects.

[0053] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution:

[0054] A computer-readable storage medium stores a computer program that can be loaded by a processor and execute the four-motor traction control method described in any one of the first aspects.

[0055] In a fifth aspect, the present application provides an electric vehicle, which adopts the following technical solution:

[0056] An electric vehicle comprises the electronic device described in the third aspect.

[0057] Additional aspects and advantages of the present application will be partially given in the following description, which will become apparent from the following description, or will be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 A schematic flow chart of a four-motor traction force control method provided by an embodiment of the present invention;

[0059] Figure 2 A structural block diagram of a four-motor traction control device provided by one embodiment of the present invention;

[0060] Figure 3 The figure is a structural block diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0061] The present application is further described in detail below in conjunction with the accompanying drawings.

[0062] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0063] In addition, the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article, unless otherwise specified, generally means that the associated objects before and after are in an "or" relationship.

[0064] The solution provided by the embodiment of the present invention is based on the traditional TCS interface architecture and can be applied to any application scenario that requires motor traction control of an electric vehicle with four-motor distributed drive. The solution provided by the embodiment of the present invention can be executed by an electronic device with data processing capabilities, such as the ESP body stability system installed on the vehicle.

[0065] like Figure 1 As shown, a four-motor traction control method is applied to a TCS traction control system, and the method includes:

[0066] Step S10, obtaining the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, wherein the wheel acceleration is the change in speed of the wheel in unit time;

[0067] In one embodiment, a wheel speed sensor is installed on each wheel, and the actual wheel speed of each wheel is obtained by the wheel speed sensor on the corresponding wheel. The actual vehicle speed is calculated by the actual wheel speed of each wheel in the target vehicle. This calculation method is a prior art and will not be repeated here.

[0068] The TCS traction control system integrates one or more central processing units to receive and process the actual wheel speed, actual vehicle speed, wheel acceleration, etc. of each wheel.

[0069] Step S20, for each wheel of the target vehicle, calculating a target wheel speed of the wheel based on the actual vehicle speed of the target vehicle and the actual vehicle speed of the wheel;

[0070] In one implementation, step S20 specifically includes the following sub-steps:

[0071] Step S21, for each wheel of the target vehicle, based on a current road adhesion coefficient corresponding to an actual wheel speed of the wheel and a preset vehicle slip curve, determining a target slip rate of the wheel, wherein the preset vehicle slip curve represents a relationship between a wheel slip rate and a road adhesion coefficient under different road friction levels, and the current road adhesion coefficient represents a friction level between the wheel and the current road surface;

[0072] Step S22: For each wheel of the target vehicle, a target wheel speed of the wheel is calculated based on the actual vehicle speed of the target vehicle and the target slip ratio of the wheel.

[0073] In the above embodiment, the TCS traction control system calculates the current road adhesion coefficient between each wheel and the road surface according to the actual wheel speed of each wheel and the vehicle's dynamic model.

[0074] Afterwards, based on the current road adhesion coefficient of each wheel, the slip rate point of each wheel is searched in the pre-stored vehicle slip curve. The slip rate point represents the slip rate when the wheel can obtain maximum traction under the current road adhesion condition, which is the target slip rate.

[0075] Assuming that the target slip rate of the wheel is slip rat io and the actual speed of the target vehicle is v_Ref, the calculation formula for the target wheel speed is:

[0076] vTar_Wheel=v_Ref×(1+sl ip rat io);

[0077] Among them, vTar_Wheel is the target wheel speed of the wheel.

[0078] Step S30, for each wheel of the target vehicle, based on the wheel acceleration of the wheel at the current moment and a plurality of historical wheel accelerations of the wheel at set historical moments, calculating a wheel speed change rate correction amount of the wheel;

[0079] In one implementation, step S30 specifically includes:

[0080] Step S31, for each wheel of the target vehicle, performing weighted average calculation on the wheel acceleration of the wheel at the current moment and multiple historical wheel accelerations of the wheel at set historical moments to obtain an average wheel acceleration;

[0081] The specific calculation formula for the average wheel acceleration of each wheel is as follows:

[0082] aWheel_F=C0*aWheel_F_T0+C1*aWheel_F_T1+C2*aWheel_F_T2+C3*aWheel_F_T3;

[0083] Among them, aWheel_F is the average wheel acceleration of the wheel, aWheel_F_T0 is the wheel acceleration at the current moment, aWheel_F_T1, aWheel_F_T2, and aWheel_F_T3 are all historical wheel accelerations, aWheel_F_T1 is the historical wheel acceleration at the previous moment of the current moment, aWheel_F_T2 is the historical wheel acceleration at the previous moment of the moment corresponding to aWheel_F_T1, and aWheel_F_T3 is the historical wheel acceleration at the previous moment of the moment corresponding to aWheel_F_T2. C0, C1, C2, and C3 are all calibration coefficients, C0+C1+C2+C3=1; in the embodiment of the present application, C0 is 0.5, C1 is 0.3, C2 is 0.1, and C3 is 0.1.

[0084] Step S32, for each wheel of the target vehicle, calculate the wheel speed change rate correction amount of the wheel based on the average wheel acceleration and a preset corresponding relationship, wherein the preset corresponding relationship describes the corresponding relationship between different average wheel accelerations and corresponding wheel speed change rate correction amounts.

[0085] In the above implementation, the preset corresponding relationship is:

[0086] Vm = aWheel_F × T × N;

[0087] Among them, Vm is the wheel speed change rate correction amount, T is the calculation period, and N is the coefficient.

[0088] In this embodiment, N is an integer ranging from 0 to 3, with a default value of 1, and a default value of T of 0.02s.

[0089] Step S40, for each wheel of the target vehicle, determining the slip control adjustment amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control adjustment amount calculation rule;

[0090] In one embodiment, step S40 includes the following sub-steps:

[0091] Step S41, for each wheel of the target vehicle, correcting the target wheel speed of the wheel based on the wheel speed change rate correction amount to obtain a first wheel speed;

[0092] The calculation formula for the first wheel speed is:

[0093] vTar_Wheel_Modify=vTar_Wheel-Vm;

[0094] Among them, vTar_Wheel_Modify is the first wheel speed, vTar_Wheel is the target wheel speed, and Vm is the wheel speed change rate correction amount.

[0095] Step S42, for each wheel of the target vehicle, correcting the first wheel speed based on the actual vehicle speed to obtain a second wheel speed of the wheel;

[0096] In the embodiment of the present application, determining the second wheel speed of the wheel based on the first wheel speed and the actual vehicle speed includes:

[0097] determining whether the first wheel speed is greater than the actual vehicle speed;

[0098] If the first wheel speed is greater than the actual vehicle speed, the first wheel speed is used as the second wheel speed of the wheel, thereby ensuring that the actual movement state of the wheel can be accurately reflected when the wheel speed is high, thereby improving control accuracy;

[0099] If the first wheel speed is not greater than the actual vehicle speed, the actual vehicle speed is used as the second wheel speed of the wheel, thereby preventing misjudgment of slip control due to the first wheel speed being too low when driving at low speed or on a low-adhesion road surface.

[0100] Step S43: for each wheel of the target vehicle, determining a slip control adjustment amount of the wheel based on the second wheel speed and the actual wheel speed.

[0101] The calculation formula of the wheel slip control adjustment amount is:

[0102] e_Wheel=v_Wheel-vTar_Wheel_Lim;

[0103] Among them, e_Wheel is the slip control adjustment amount of the wheel, v_Wheel is the actual wheel speed of the wheel, and vTar_Wheel_Lim is the second wheel speed of the wheel.

[0104] Step S50, for each wheel of the target vehicle, judging whether the wheel slips based on the slip control adjustment amount of the wheel, wherein the slip is the sliding of the wheel relative to the ground;

[0105] In one implementation, judging whether the wheel slips based on the slip control adjustment amount of the wheel mainly includes:

[0106] Determining whether the wheel slip control adjustment amount is greater than a target wheel slip speed threshold;

[0107] If the slip control adjustment amount of the wheel is greater than the target wheel slip speed threshold, it is determined that the wheel slips.

[0108] The target wheel slip speed threshold is determined by: determining the target wheel slip speed threshold based on the first wheel speed. It can also be preset. Usually, the target wheel slip speed threshold is generally preset to 0.3 times the first wheel speed.

[0109] By analyzing the first wheel speed, the target wheel slip speed threshold is determined, and the wheel slip control adjustment amount is further judged whether it exceeds the threshold, so as to accurately identify whether the wheel is slipping. This early intervention method effectively reduces the slip difference in the early stage of slip control and improves the overall stability of the vehicle. At the same time, this method can also reduce the delay of torque control response to a certain extent, further improving the driving safety and handling performance of the vehicle.

[0110] Step S60, for each wheel of the target vehicle, if the wheel slips, the target motor torque of the wheel is calculated based on the slip control adjustment amount of the wheel and a preset motor torque calculation rule, and the traction of the wheel is controlled based on the target motor torque.

[0111] In one implementation, for each wheel of the target vehicle, a target motor torque of the wheel is calculated based on a wheel speed change rate correction amount and a PI control method.

[0112] The formula for calculating the wheel target motor torque is as follows:

[0113] MotTqTar=Kp×e_Wheel+Ki×∫e_Wheel(t)dt;

[0114] Among them, MotTqTar represents the motor torque target, Kp represents the proportional coefficient, which is calibrated according to the actual vehicle response characteristics; Ki represents the integral coefficient, which is also calibrated according to the actual vehicle response characteristics; e_Wheel represents the slip control adjustment amount of a single wheel, and ∫e_Wheel(t)dt represents the integral of the slip control adjustment amount of a single wheel.

[0115] Based on the traditional TCS interface architecture, the present invention realizes effective improvement of the traction control of four motors and reduces the transformation cost.

[0116] By introducing the actual wheel speed change rate parameter, the slip control adjustment amount of each wheel is adjusted in real time. Abnormal conditions can be quickly detected at the early stage of wheel slip and control can be intervened immediately. This makes up for the response delay problem caused by data transmission in the traditional TCS traction control system, reduces the slip in the early stage of slip control, and improves the timeliness and accuracy of slip control.

[0117] By precisely adjusting the single-wheel slip control adjustment amount, the robustness of the single-wheel slip control is enhanced, the possibility of false triggering is reduced, and the stability and reliability under complex road conditions are ensured.

[0118] By calculating the correction amount of the speed change rate of each wheel and adjusting the single-wheel motor control torque in advance, the slow response problem of the traditional TCS system caused by data transmission delay is compensated, the slip in the early stage of skid control is significantly reduced, and the overall stability of the vehicle is improved.

[0119] Figure 2 A structural block diagram of a four-motor traction control device 200 is shown.

[0120] like Figure 2 As shown, a four-motor traction control device 200 mainly includes:

[0121] An acquisition module 201 is used to acquire the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, where the wheel acceleration is the change in speed of the wheel per unit time;

[0122] A target wheel speed calculation module 202 is used to calculate a target wheel speed for each wheel of the target vehicle based on an actual vehicle speed of the target vehicle and an actual wheel speed of the wheel;

[0123] A wheel speed change rate calculation module 203, configured to calculate, for each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel based on the wheel acceleration at a current moment and a plurality of historical wheel accelerations of the wheel at set historical moments;

[0124] a slip control amount determination module 204, configured to determine, for each wheel of the target vehicle, a slip control amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control amount calculation rule;

[0125] A control decision module 205 is used to determine, for each wheel of the target vehicle, whether the wheel slips based on the slip control adjustment amount of the wheel, wherein the slip is the sliding of the wheel relative to the ground;

[0126] The torque adjustment module 206 is used to calculate the target motor torque of each wheel of the target vehicle based on the slip control adjustment amount of the wheel and the preset motor torque calculation rule if the wheel slips, and control the traction of the wheel based on the target motor torque.

[0127] Optionally, the target wheel speed calculation module 202 is specifically used for:

[0128] For each wheel of the target vehicle, a target slip rate of the wheel is determined based on a current road adhesion coefficient corresponding to an actual wheel speed of the wheel and a preset vehicle slip curve, wherein the preset vehicle slip curve represents a relationship between a wheel slip rate and a road adhesion coefficient under different road friction levels, and the current road adhesion coefficient represents a friction level between the wheel and the current road surface;

[0129] For each of the wheels of the target vehicle, a target wheel speed of the wheel is calculated based on an actual vehicle speed of the target vehicle and a target slip ratio of the wheel.

[0130] Optionally, the wheel speed change rate calculation module 203 is specifically used for:

[0131] For each wheel of the target vehicle, performing weighted average calculation on the wheel acceleration of the wheel at a current moment and multiple historical wheel accelerations of the wheel at set historical moments to obtain an average wheel acceleration;

[0132] For each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel is calculated based on the average wheel acceleration and a preset corresponding relationship, wherein the preset corresponding relationship describes the corresponding relationship between different average wheel accelerations and corresponding wheel speed change rate correction amounts.

[0133] Optionally, the slip control amount determination module 204 includes:

[0134] a correction submodule, configured to correct the target wheel speed of each wheel of the target vehicle based on the wheel speed change rate correction amount to obtain a first wheel speed;

[0135] a determination submodule, configured to correct the first wheel speed for each wheel of the target vehicle based on the actual vehicle speed to obtain a second wheel speed of the wheel;

[0136] The slip control adjustment amount calculation submodule is used to determine the slip control adjustment amount of each wheel of the target vehicle based on the second wheel speed and the actual wheel speed.

[0137] Optionally, determine the submodules, specifically for:

[0138] determining whether the first wheel speed is greater than the actual vehicle speed;

[0139] If the first wheel speed is greater than the actual vehicle speed, the first wheel speed is used as the second wheel speed of the wheel;

[0140] If the first wheel speed is not greater than the actual vehicle speed, the actual vehicle speed is used as the second wheel speed of the wheel.

[0141] Optionally, the control decision module 205 is specifically used to:

[0142] Determining whether the slip control adjustment amount of the wheel is greater than a target wheel slip speed threshold corresponding to the wheel;

[0143] If the slip control adjustment amount of the wheel is greater than the target wheel slip speed threshold, it is determined that the wheel slips.

[0144] In one example, the module in any of the above devices can be one or more integrated circuits configured to implement the above methods, such as: one or more application specific integrated circuits (ASICs), or, one or more digital signal processors (DSPs), or, one or more field programmable gate arrays (FPGAs), or a combination of at least two of these integrated circuit forms.

[0145] For another example, when the modules in the device can be implemented in the form of a processing element scheduling program, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor that can call a program. For another example, these modules can be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0146] Various objects such as various messages / information / equipment / network elements / systems / devices / actions / operations / processes / concepts that may appear in this application are named. It can be understood that these specific names do not constitute a limitation on the relevant objects. The names assigned may change with factors such as scenarios, contexts or usage habits. The understanding of the technical meaning of the technical terms in this application should be mainly determined from the functions and technical effects embodied / executed in the technical scheme.

[0147] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and modules described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0148] Figure 3 This is a structural block diagram of an electronic device 300 according to an embodiment of the present application.

[0149] like Figure 3 As shown, the electronic device 300 includes a processor 301 and a memory 302 , and may further include one or more of an information input / information output (I / O) interface 303 , a communication component 304 , and a communication bus 305 .

[0150] The processor 301 is used to control the overall operation of the electronic device 300 to complete all or part of the steps in the above-mentioned four-motor traction control method; the memory 302 is used to store various types of data to support the operation of the electronic device 300, and these data may include, for example, instructions for any application or method operated on the electronic device 300, and data related to the application. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0151] The I / O interface 303 provides an interface between the processor 301 and other interface modules, and the above-mentioned other interface modules can be keyboards, mice, buttons, etc. These buttons can be virtual buttons or physical buttons. The communication component 304 is used to test the wired or wireless communication between the electronic device 300 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G or 4G, or a combination of one or more of them, so the corresponding communication component 304 can include: Wi-Fi components, Bluetooth components, NFC components.

[0152] The communication bus 305 may include a path to transmit information between the above components. The communication bus 305 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus 305 may be divided into an address bus, a data bus, a control bus, etc.

[0153] The electronic device 300 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the four-motor traction control method given in the above embodiment.

[0154] The computer-readable storage medium provided in an embodiment of the present application is introduced below. The computer-readable storage medium described below and the four-motor traction control method described above can be referenced to each other.

[0155] The present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned four-motor traction control method are implemented.

[0156] The computer-readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), and other media that can store program codes.

[0157] The terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not expressly listed, or also includes elements inherent to such process, method, article, or apparatus.

[0158] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of application involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the aforementioned application concept. For example, the above features are replaced with (but not limited to) technical features with similar functions applied in the present application.

Claims

1. A four-motor traction control method, characterized in that: Applied to a TCS traction control system, the method comprises: Obtaining the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, wherein the wheel acceleration is the change in speed of the wheel per unit time; For each of the wheels of the target vehicle, calculating a target wheel speed of the wheel based on an actual vehicle speed of the target vehicle and an actual wheel speed of the wheel; For each wheel of the target vehicle, calculating a wheel speed change rate correction amount of the wheel based on the wheel acceleration at a current moment and a plurality of historical wheel accelerations of the wheel at set historical moments; For each wheel of the target vehicle, determining a slip control adjustment amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control adjustment amount calculation rule; For each wheel of the target vehicle, determining whether the wheel is slipping based on the slip control adjustment amount of the wheel, wherein the slip is sliding of the wheel relative to the ground; For each wheel of the target vehicle, if the wheel slips, the target motor torque of the wheel is calculated based on the slip control adjustment amount of the wheel and a preset motor torque calculation rule, and the traction of the wheel is controlled based on the target motor torque.

2. A four-motor traction control method according to claim 1, characterized in that: The step of calculating, for each wheel of the target vehicle, a target wheel speed of the wheel based on an actual vehicle speed of the target vehicle and an actual vehicle speed of the wheel comprises: For each wheel of the target vehicle, a target slip rate of the wheel is determined based on a current road adhesion coefficient corresponding to an actual wheel speed of the wheel and a preset vehicle slip curve, wherein the preset vehicle slip curve represents a relationship between a wheel slip rate and a road adhesion coefficient under different road friction levels, and the current road adhesion coefficient represents a friction level between the wheel and the current road surface; For each of the wheels of the target vehicle, a target wheel speed of the wheel is calculated based on an actual vehicle speed of the target vehicle and a target slip ratio of the wheel.

3. A four-motor traction control method according to claim 2, characterized in that: For each wheel of the target vehicle, calculating a wheel speed change rate correction amount of the wheel based on the wheel acceleration at the current moment and a plurality of historical wheel accelerations of the wheel at set historical moments, comprises: For each wheel of the target vehicle, performing weighted average calculation on the wheel acceleration of the wheel at a current moment and multiple historical wheel accelerations of the wheel at set historical moments to obtain an average wheel acceleration; For each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel is calculated based on the average wheel acceleration and a preset corresponding relationship, wherein the preset corresponding relationship describes the corresponding relationship between different average wheel accelerations and corresponding wheel speed change rate correction amounts.

4. A four-motor traction control method according to claim 3, characterized in that: For each wheel of the target vehicle, determining the slip control adjustment amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control adjustment amount calculation rule includes: For each wheel of the target vehicle, correcting the target wheel speed of the wheel based on the wheel speed change rate correction amount to obtain a first wheel speed; For each wheel of the target vehicle, correcting the first wheel speed based on the actual vehicle speed to obtain a second wheel speed of the wheel; For each of the wheels of the target vehicle, a slip control adjustment amount of the wheel is determined based on the second wheel speed and the actual wheel speed.

5. A four-motor traction control method according to claim 4, characterized in that: The correcting the first wheel speed based on the actual vehicle speed to obtain the second wheel speed of the wheel includes: determining whether the first wheel speed is greater than the actual vehicle speed; If the first wheel speed is greater than the actual vehicle speed, the first wheel speed is used as the second wheel speed of the wheel; If the first wheel speed is not greater than the actual vehicle speed, the actual vehicle speed is used as the second wheel speed of the wheel.

6. A four-motor traction control method according to claim 4, characterized in that: The determining whether the wheel slips based on the slip control adjustment amount of the wheel includes: Determining whether the slip control adjustment amount of the wheel is greater than a target wheel slip speed threshold corresponding to the wheel; If the slip control adjustment amount of the wheel is greater than the target wheel slip speed threshold, it is determined that the wheel slips.

7. A four-motor traction control device, characterized in that: Applied to TCS traction control system, the device comprises: An acquisition module, used to acquire the actual vehicle speed of the target vehicle at the current moment, the actual wheel speed of each wheel, and the wheel acceleration of each wheel, wherein the wheel acceleration is the change in speed of the wheel per unit time; a target wheel speed calculation module, configured to calculate, for each wheel of the target vehicle, a target wheel speed of the wheel based on an actual vehicle speed of the target vehicle and an actual wheel speed of the wheel; A wheel speed change rate calculation module, configured to calculate, for each wheel of the target vehicle, a wheel speed change rate correction amount of the wheel based on the wheel acceleration at a current moment and a plurality of historical wheel accelerations of the wheel at set historical moments; a slip control amount determination module, configured to determine, for each wheel of the target vehicle, a slip control amount of the wheel based on the actual vehicle speed, the wheel speed change rate correction amount, the target wheel speed, the actual wheel speed and a preset slip control amount calculation rule; A control decision module, for determining, for each wheel of the target vehicle, whether the wheel is slipping based on a slip control adjustment amount of the wheel, wherein the slipping is the sliding of the wheel relative to the ground; The torque adjustment module is used to calculate the target motor torque of each wheel of the target vehicle based on the slip control adjustment amount of the wheel and a preset motor torque calculation rule if the wheel slips, and control the traction of the wheel based on the target motor torque.

8. An electronic device, characterized in that: comprising a processor coupled to a memory; The processor is configured to execute a computer program stored in the memory, so that the electronic device executes the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The method comprises a computer program or an instruction, which, when executed on a computer, causes the computer to execute the method according to any one of claims 1 to 6.

10. An electric vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

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