Driving anti-skid control method and device, computer readable storage medium and vehicle

Abstract

The invention provides a driving anti-skid control method and device, a computer readable storage medium and a vehicle. The method comprises the steps that at least one of the motor acceleration or the first slip rate of wheels of a target vehicle is obtained; and if it is determined that target wheels of the target vehicle have a slip trend according to at least one of the motor acceleration or the first slip rate, performing driving anti-slip control on the wheels of the target vehicle. By the adoption of the method, the control effect of driving anti-skid control is improved, and the sliding tendency of the driving wheel is effectively restrained.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a driving anti-skid control method, device, computer-readable storage medium and vehicle. Background Art

[0002] With the rapid development of science and technology, electric vehicles have brought great convenience to people, and electric vehicles are becoming more and more popular. For electric four-wheel drive vehicles, the torque response speed of the motor drive is relatively fast, so that the vehicle is more likely to slip when starting and accelerating with a large throttle on a low-adhesion road surface. To solve the above vehicle slipping problem, the vehicle slip is usually controlled by a Traction Control System (TCS).

[0003] In the existing driving anti-skid control technology, the TCS is usually activated after the driving wheel has slipped and the slip ratio exceeds a preset slip ratio threshold to achieve anti-skid control of the driving wheel. However, this method may not be able to effectively prevent the driving wheel from slipping in time, resulting in an unsatisfactory control effect of the driving wheel anti-skid control. Therefore, how to improve the control effect of the driving anti-skid control has become one of the current research hotspots. Summary of the Invention

[0004] The embodiments of the present application provide a driving anti-skid control method, device, computer-readable storage medium and vehicle, which improve the control effect of the driving anti-skid control.

[0005] In a first aspect, the embodiments of the present application provide a driving anti-skid control method. The method includes: when each wheel of the target vehicle does not slip, obtaining at least one of the motor acceleration of the target vehicle or the first slip ratio of the wheel. If it is determined that the target wheel of the target vehicle has a tendency to slip according to at least one of the motor acceleration or the first slip ratio, driving anti-skid control is performed on the wheels of the target vehicle.

[0006] In the embodiments of the present application, VMC can determine whether a wheel has a tendency to slip by comprehensively judging the motor acceleration and slip ratio of the wheel, and perform driving anti-skid control on the wheel in time, so as to effectively suppress the driving wheel slip tendency and improve the control effect of the driving anti-skid control.

[0007] In combination with the first aspect, in a feasible implementation manner, the determining that the target wheel of the target vehicle has a tendency to slip according to at least one of the motor acceleration or the first slip ratio includes: if it is determined that the motor acceleration is greater than a preset acceleration threshold and / or the first slip ratio is greater than a first preset slip ratio threshold, it is determined that the target wheel of the target vehicle has a tendency to slip.

[0008] In combination with the first aspect, in a feasible implementation manner, the drive anti-skid control of the wheels of the target vehicle includes: if it is determined that the target vehicle has a single-axle skid, the drive anti-skid control of the wheels of the target vehicle is performed according to the first control method. If it is determined that the target vehicle has a double-axle skid, the drive anti-skid control of the wheels of the target vehicle is performed according to the second control method.

[0009] In combination with the first aspect, in a feasible implementation manner, when the target vehicle has a single-axle skid, the drive anti-skid control of the wheels of the target vehicle by the TCS includes: if it is determined that the target wheel is the first front wheel, the braking torque value of the first front wheel is increased to the first braking torque value, and the motor torque value of the first rear wheel is increased to the first motor torque value, and the motor torque value of the second rear wheel is increased to the second motor torque value, where the first braking torque value, the first motor torque value, and the second motor torque value are determined by the traction control system TCS. If it is determined that the target wheel is the first rear wheel, the motor torque value of the first rear wheel is reduced to the third motor torque value, and the motor torque values of the first front wheel and the second front wheel are increased to the fourth motor torque value, where the third motor torque value and the fourth motor torque value are determined by the TCS.

[0010] In combination with the first aspect, in a feasible implementation manner, the drive anti-skid control of the wheels of the target vehicle according to the first control method further includes: if it is determined that the target wheels include the first front wheel and the second front wheel, the motor torque values of the first front wheel and the second front wheel are reduced to the fifth motor torque value, and the motor torque value of the first rear wheel is increased to the sixth motor torque value, and the motor torque value of the second rear wheel is increased to the seventh motor torque value, where the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value are determined by the TCS. If it is determined that the target wheels include the first rear wheel and the second rear wheel, the motor torque value of the first rear wheel is reduced to the eighth motor torque value, and the motor torque value of the second rear wheel is reduced to the ninth motor torque value, and the motor torque values of the first front wheel and the second front wheel are increased to the tenth motor torque value, where the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value are determined by the TCS.

[0011] In combination with the first aspect, in a feasible implementation manner, when the target vehicle experiences double-axle skidding, the drive anti-skid control of the wheels of the target vehicle by the TCS includes: If it is determined that the target wheels include the first front wheel, increase the braking torque value of the first front wheel by a second braking torque value, reduce the motor torque value of the first rear wheel to an eleventh motor torque value, and reduce the motor torque value of the second rear wheel to a twelfth motor torque value, where the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value are determined by the traction control system TCS. If it is determined that the target wheels include the first rear wheel, reduce the motor torque value of the first rear wheel to a thirteenth motor torque value, and reduce the motor torque values of the first front wheel and the second front wheel to a fourteenth motor torque value, where the thirteenth motor torque value and the fourteenth motor torque value are determined by the TCS. If it is determined that the target wheels include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, reduce the motor torque values of the first front wheel and the second front wheel to a fifteenth motor torque value, reduce the motor torque value of the first rear wheel to a sixteenth motor torque value, and reduce the motor torque value of the second rear wheel to a seventeenth motor torque value, where the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

[0012] In combination with the first aspect, in a feasible implementation manner, the method further includes: After performing drive anti-skid control on the wheels, obtain the second slip rate threshold of each wheel of the target vehicle. If it is determined that the second slip rate of any wheel is greater than or equal to the second preset slip rate threshold, execute the step of performing drive anti-skid control on the target wheels. If it is determined that the second slip rate of each wheel is less than the second preset slip rate, stop performing drive anti-skid control on the target wheels.

[0013] In a second aspect, an embodiment of the present application provides a drive anti-skid control device, the device includes: an acquisition unit, configured to acquire at least one of the motor acceleration of the target vehicle or the first slip rate of the wheel. A processing unit, configured to perform drive anti-skid control on the wheels of the target vehicle if it is determined, based on at least one of the motor acceleration or the first slip rate, that the target wheels of the target vehicle have a skidding tendency.

[0014] In combination with the second aspect, in a feasible implementation manner, the processing unit is further configured to determine that the target wheels of the target vehicle have a skidding tendency if it is determined that the motor acceleration is greater than a preset acceleration threshold and / or the first slip rate is greater than a first preset slip rate threshold.

[0015] In combination with the second aspect, in a feasible implementation manner, the processing unit is further configured to, if it is determined that a single axle of the target vehicle slips, perform drive anti-skid control on the wheels of the target vehicle according to a first control method. The processing unit is further configured to, if it is determined that both axles of the target vehicle slip, perform drive anti-skid control on the wheels of the target vehicle according to a second control method.

[0016] In combination with the second aspect, in a feasible implementation manner, the processing unit is further configured to, if it is determined that the target wheel is the first front wheel, increase the braking torque value of the first front wheel to a first braking torque value, increase the motor torque value of the first rear wheel to a first motor torque value, and increase the motor torque value of the second rear wheel to a second motor torque value, where the first braking torque value, the first motor torque value, and the second motor torque value are determined by the TCS. The processing unit is further configured to, if it is determined that the target wheel is the first rear wheel, reduce the motor torque value of the first rear wheel to a third motor torque value, and increase the motor torque values of the first front wheel and the second front wheel to a fourth motor torque value, where the third motor torque value and the fourth motor torque value are determined by the TCS.

[0017] In combination with the second aspect, in a feasible implementation manner, the processing unit is further configured to, if it is determined that the target wheels include the first front wheel and the second front wheel, reduce the motor torque values of the first front wheel and the second front wheel to a fifth motor torque value, increase the motor torque value of the first rear wheel to a sixth motor torque value, and increase the motor torque value of the second rear wheel to a seventh motor torque value, where the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value are determined by the TCS. The processing unit is further configured to, if it is determined that the target wheels include the first rear wheel and the second rear wheel, reduce the motor torque value of the first rear wheel to an eighth motor torque value, reduce the motor torque value of the second rear wheel to a ninth motor torque value, and increase the motor torque values of the first front wheel and the second front wheel to a tenth motor torque value, where the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value are determined by the TCS.

[0018] In combination with the second aspect, in a feasible implementation manner, the processing unit is further configured to, if it is determined that the target wheel includes the first front wheel, increase the braking torque value of the first front wheel by a second braking torque value, reduce the motor torque value of the first rear wheel to an eleventh motor torque value, and reduce the motor torque value of the second rear wheel to a twelfth motor torque value, where the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value are determined by the TCS. The processing unit is further configured to, if it is determined that the target wheel includes the first rear wheel, reduce the motor torque value of the first rear wheel to a thirteenth motor torque value, and reduce the motor torque values of the first front wheel and the second front wheel to a fourteenth motor torque value, where the thirteenth motor torque value and the fourteenth motor torque value are determined by the TCS. The processing unit is further configured to, if it is determined that the target wheel includes the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, reduce the motor torque values of the first front wheel and the second front wheel to a fifteenth motor torque value, and reduce the motor torque value of the first rear wheel to a sixteenth motor torque value, and reduce the motor torque value of the second rear wheel to a seventeenth motor torque value, where the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

[0019] In combination with the second aspect, in a feasible implementation manner, the obtaining unit is configured to obtain a second slip ratio of each wheel of the target vehicle after performing drive slip control on the wheels of the target vehicle. The processing unit is further configured to, if it is determined that the second slip ratio of any wheel is greater than or equal to a second preset slip ratio threshold, perform the step of performing drive slip control on the wheel. The processing unit is further configured to, if it is determined that the second slip ratio of each wheel is less than the second preset slip ratio threshold, stop performing drive slip control on the target wheel.

[0020] In a third aspect, an embodiment of the present application provides a computer-readable storage medium for storing a computer program. When the computer program runs on a computer, the computer is caused to execute the drive slip control method provided in any possible implementation manner of the first aspect, and can also achieve the beneficial effects of the drive slip control method provided in the first aspect.

[0021] In a fourth aspect, an embodiment of the present application provides a drive slip control device. The electronic device may include a processor and a memory, and the above processor and memory are connected to each other. Among them, the memory is used to store a computer program, and the processor is configured to execute the computer program to implement the drive slip control method provided in the first aspect, and can also achieve the beneficial effects of the drive slip control method provided in the first aspect.

[0022] In a fifth aspect, an embodiment of the present application provides a vehicle, which may include the anti-slip drive control device provided in the second aspect or the fourth aspect above.

[0023] By implementing the embodiments of the present invention, VMC can determine whether a wheel has a slipping tendency by comprehensively judging the motor acceleration and slip ratio of the wheel, and timely perform anti-slip drive control on the wheel, thereby effectively suppressing the slipping tendency of the drive wheel and improving the control effect of the anti-slip drive control. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0025] Figure 1 is a schematic structural diagram of an intelligent traction control system provided by an embodiment of the present application;

[0026] Figure 2 is a schematic flowchart of an anti-slip drive control method provided by an embodiment of the present application;

[0027] Figure 3 is a schematic flowchart of another anti-slip drive control method provided by an embodiment of the present application;

[0028] Figure 4 is a schematic structural diagram of an anti-slip drive control device provided by an embodiment of the present application;

[0029] Figure 5 is a schematic structural diagram of an electronic device provided by an embodiment of the present application;

[0030] Figure 6 is a schematic structural diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] In order to enable those skilled in the art to better understand the solutions of the present application, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application.

[0032] In the existing anti-slip drive control technology, the TCS function is usually activated after the drive wheel has slipped and the slip ratio exceeds a preset slip ratio threshold to achieve anti-slip control of the drive wheel. However, this method may not be able to prevent the slip of the drive wheel in a timely and effective manner, resulting in an unsatisfactory control effect of the anti-slip control of the drive wheel. Therefore, the technical problem to be solved by this application is: how to improve the control effect of the anti-slip control of the drive wheel.

[0033] Please refer to Figure 1 , Figure 1 which is a schematic diagram of the architecture of an intelligent traction control system provided by an embodiment of this application. It should be understood that this intelligent traction control system can be applied to four-wheel drive vehicles. As Figure 1 shown, this intelligent traction control system can include a VCU (Vehicle Control Unit, vehicle controller), a VMC (Vehicle Motion Control, vehicle central coordination motion controller), four wheels and the hydraulic brakes and wheel speed sensors corresponding to the four wheels respectively, three drive motors and their corresponding motor controllers, a brake pedal and the brake pedal sensor included therein, and an accelerator pedal and the accelerator pedal sensor included therein. Among them, the four wheels are the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively. Two front wheels (i.e., the left front wheel and the right front wheel) can share a drive motor and its motor controller, and the left rear wheel and the right rear wheel can each use a drive motor and its motor controller separately.

[0034] Optionally, this intelligent traction control system can be powered by a battery or a power battery, etc., to achieve anti-slip drive control of the vehicle through the TCS function.

[0035] Optionally, this intelligent traction control system can be connected to the vehicle CAN network, and the controllers within the system can communicate through the internal CAN modules thereof to complete data interaction.

[0036] Optionally, the VMC can include a signal processing module and a data processing module. In a specific implementation, the signal processing module can be respectively connected to the TCS switch, the wheel speed sensor, the motor controller, the brake pedal sensor, the accelerator pedal sensor, and the vehicle "READY light" of the above four-wheel drive vehicle to obtain the status signal of the TCS switch, the wheel speed and the status signal of the wheel speed sensor, the motor speed signal, the brake pedal opening and the status signal of the brake pedal, the accelerator pedal opening and the status signal of the accelerator pedal, and the vehicle "READY light" signal.

[0037] The data processing module can obtain in real time the wheel speeds corresponding to multiple wheels of the vehicle respectively, and the motor speeds corresponding to three drive motors respectively. Further, based on the obtained wheel speeds and motor speeds, the reference vehicle speed, motor acceleration, slip ratio of the drive wheels, preset slip ratio threshold, and preset motor acceleration threshold of the vehicle can be calculated.

[0038] Among them, the status signal of the TCS switch can be used to indicate whether the TCS switch is in the open state or the closed state. The status signal of the wheel speed sensor can be used to indicate whether the status of the wheel speed sensor is normal. The status signal of the brake pedal can be used to indicate whether the status of the brake pedal is normal. The status signal of the accelerator pedal can be used to indicate whether the status of the accelerator pedal is normal.

[0039] The "READY light" signal of the whole vehicle can be used to indicate the on / off state of the "READY light" of the whole vehicle, so as to represent whether the vehicle is ready to drive. Specifically, if the "READY light" of the whole vehicle is on, it means the vehicle is ready to drive. If the "READY light" of the whole vehicle is off, it means the vehicle is not ready and cannot drive.

[0040] Optionally, the above multiple status signals can each be indicated by a first status value or a second status value to represent different states. For example, when the TCS switch is in the open state, it can be represented by the first status value, and when the TCS switch is in the closed state, it can be represented by the second status value. Another example is that when the status of the brake pedal is normal, it can be represented by the first status value, and when the status of the brake pedal is abnormal, it can be represented by the second status value.

[0041] Among them, the first status value and the second status value can be set by the factory for the intelligent traction control system. Exemplarily, the first status value can be 0, and the second status value can be 1. The embodiments of the present application do not make specific limitations on this.

[0042] Optionally, when at least one wheel of the vehicle does not slip, the data processing module of the VMC can obtain the wheel speed of the non-slip wheel and determine the wheel speed of the non-slip wheel as the current reference vehicle speed of the vehicle. When all four wheels of the vehicle slip, the data processing module of the VMC can first obtain the reference vehicle speed V of the vehicle when at least one wheel does not slip 0 and the current longitudinal acceleration A of the vehicle x , and further, the VMC can calculate the current reference vehicle speed of the vehicle according to the following formula (1):

[0043] V = V 0 + A x * Δt #(1)

[0044] where Δt represents the time difference between the current moment and the moment when the reference vehicle speed is V 0 .

[0045] It should be noted that the data processing module of the VMC calculates the motor acceleration and slip ratio of each wheel in the same way. Therefore, taking any one wheel as an example, the method for calculating the motor acceleration and slip ratio will be exemplarily described here.

[0046] Optionally, when the VMC determines the motor acceleration of any one wheel at time t, the data processing module of the VMC can first obtain the motor speed w of any one wheel at time t t and the motor speed w at time (t - Δt). (t-Δt) and further calculate the motor acceleration of any one wheel at time t according to the following formula (2):

[0047]

[0048] Optionally, the data processing module of the VMC can first obtain the current driving wheel angular velocity ψ of any one wheel and the rolling radius r of the any one wheel, and further calculate the slip ratio of the any one wheel according to the following formula (3):

[0049]

[0050] where V represents the current reference vehicle speed of the vehicle.

[0051] Optionally, the data processing module of the VMC can first obtain the current reference vehicle speed of the vehicle and the throttle pedal opening, and further determine the preset acceleration threshold and preset slip ratio threshold of the vehicle according to the reference vehicle speed and the throttle pedal opening.

[0052] It should be noted that the above are only exemplary ways to determine the reference vehicle speed, motor acceleration, slip ratio of the driving wheel, preset slip ratio threshold, and preset acceleration threshold of the vehicle. In the specific implementation, there may be other ways to determine the reference vehicle speed, motor acceleration, slip ratio of the driving wheel, preset slip ratio threshold, and preset acceleration threshold of the vehicle. The embodiments of the present application do not make specific limitations on this.

[0053] Next, the method provided by the embodiments of the present application will be introduced.

[0054] Please refer to Figure 2 , Figure 2 which is a schematic flowchart of an anti - slip control method provided by the embodiments of the present application. Optionally, this control method can be executed by the Figure 1 VMC in. The solutions executed by other devices are also applicable to the present application. Next, taking the VMC of the target vehicle as an example for description. Optionally, the target vehicle can be an electric vehicle or a hybrid electric vehicle. The embodiments of the present application do not make specific limitations on this.

[0055] As shown Figure 2 below, the control method may specifically include the following steps:

[0056] S201, obtain at least one of the motor acceleration of the target vehicle or the first wheel slip ratio of the wheel.

[0057] In some feasible implementation manners, the VMC may obtain at least one of the motor acceleration of the target vehicle or the first wheel slip ratio of the wheel. Or rather, the VMC may obtain the motor acceleration of the target vehicle and / or the first wheel slip ratio of the wheel.

[0058] Optionally, the VMC may obtain the motor acceleration of any one motor, or the VMC may also obtain the motor acceleration of multiple or all motors. The embodiments of the present application do not make specific limitations thereto.

[0059] Optionally, the VMC may obtain the first wheel slip ratio of one wheel of the target vehicle, or the VMC may also obtain the first wheel slip ratio of multiple or all wheels of the target vehicle. The embodiments of the present application do not make specific limitations thereto.

[0060] It should be noted that the process of obtaining the motor acceleration of the target vehicle and the first wheel slip ratio of the wheel here may refer to the specific process of calculating and determining the motor acceleration and slip ratio of the wheel by the data processing module of the VMC described above, and will not be elaborated here.

[0061] It should be understood that regardless of whether multiple wheels of the target vehicle are slipping, the VMC can obtain the motor acceleration of each motor of the target vehicle and / or the slip ratio of each wheel of the target vehicle in real time, and further determine whether there is a slipping tendency for each wheel of the target vehicle, so as to perform drive anti-slip control on the wheels of the target vehicle.

[0062] S202, if it is determined that the target wheel of the target vehicle has a slipping tendency according to at least one of the motor acceleration or the first wheel slip ratio, then perform drive anti-slip control on the wheels of the target vehicle.

[0063] In some feasible implementation manners, if the VMC determines that the target wheel of the target vehicle has a slipping tendency according to at least one of the motor acceleration or the first wheel slip ratio, then the VMC may perform drive anti-slip control on the wheels of the target vehicle.

[0064] In an optional implementation manner, if the VMC determines that the motor acceleration of the target vehicle obtained is greater than a preset acceleration threshold and / or the first slip ratio of the wheel of the target vehicle is greater than a first preset slip ratio threshold, then it may be determined that the target wheel of the target vehicle has a slipping tendency.

[0065] Optionally, if the VMC determines that the motor acceleration of any wheel in the target vehicle is greater than the preset acceleration threshold and / or the first slip ratio of any wheel is greater than the preset slip ratio threshold, it can be determined that any of the wheels has a tendency to slip, and then drive anti-slip control can be performed on any of the wheels.

[0066] Optionally, if the VMC determines that the motor acceleration of each motor of the target vehicle is less than or equal to the preset acceleration threshold and the first slip ratio of each wheel is less than or equal to the preset slip ratio threshold, it is determined that the wheels of the target vehicle have no tendency to slip, and there is no need to perform drive anti-slip control on the wheels of the target vehicle.

[0067] It should be noted that the process of determining the preset acceleration threshold and the preset slip ratio threshold here can refer to the specific process of the VMC's data processing module determining the preset acceleration threshold and the preset slip ratio threshold in the previous text, and will not be elaborated here.

[0068] Optionally, if the VMC determines that the target wheel of the target vehicle has a tendency to slip, it can activate the Traction Control System (TCS), and further perform drive anti-slip control on the target wheel of the target vehicle through the TCS.

[0069] Optionally, if the VMC determines that the wheels of the target vehicle have no tendency to slip, it may not activate the TCS.

[0070] Optionally, the VMC can use different activation flag values to indicate whether the vehicle activates the TCS function. Exemplarily, the VMC can use the first activation flag value to indicate that the vehicle activates the TCS, and the VMC can use the second activation flag value to indicate that the vehicle does not activate the TCS. For example, the first activation flag value can be 1, and the second activation flag value can be 0. The embodiments of the present application do not make specific limitations on this.

[0071] Optionally, before the VMC determines whether to activate the TCS, the VMC can obtain the wheel speed sensor status signal, vehicle speed status signal, brake pedal sensor status signal, and accelerator pedal status signal through its internal signal processing module, and further determine whether the above signals meet the TCS enabling conditions according to the above signals. If the VMC determines that all the above signals meet the TCS enabling conditions, it can be determined that the TCS is enabled, that is, the TCS of the target vehicle has no fault, and anti-slip control can be performed through the TCS. If the VMC determines that the above signals do not all meet the TCS enabling conditions, it can be determined that the TCS has a fault.

[0072] Among them, the TCS enabling conditions may include normal wheel speed sensor status, normal vehicle speed status, normal brake pedal status, and normal accelerator pedal status.

[0073] Optionally, the VMC can indicate whether the TCS function of the target vehicle is faulty with different fault flag values. Exemplarily, the VMC can use a first fault flag value to indicate that the TCS is enabled, i.e., the TCS has not failed, and the VMC can use a second fault flag value to indicate that the TCS has failed. For example, the first fault flag value can be 0, and the second fault flag value can be 1. The embodiments of the present application do not make specific limitations on this.

[0074] Optionally, after the VMC determines that the TCS has failed, it can output a reminder message through the target vehicle to remind the driver of the target vehicle that the TCS function has failed.

[0075] Optionally, after the VMC determines that the TCS has failed, the VMC can obtain the wheel speed sensor status signal, vehicle speed status signal, brake pedal sensor status signal, and accelerator pedal status signal again after an interval of a first preset period to determine whether the enabling condition is met to judge whether the TCS is enabled.

[0076] Among them, the first preset period can be an empirical value obtained through multiple experiments. Moreover, this first preset period can be the factory default of the target vehicle.

[0077] In an alternative embodiment, if the VMC determines that the target vehicle has a single-axis skid, it can perform drive anti-skid control on the wheels of the target vehicle according to a first control method. If the VMC determines that the target vehicle has a double-axis skid, it can perform drive anti-skid control on the wheels of the target vehicle according to a second control method.

[0078] In an alternative embodiment, when it is determined that the target vehicle has a single-axis skid, if the VMC determines that the target wheel is the first front wheel, it can increase the braking torque value of the first front wheel by a first braking torque value, and can increase the motor torque value of the first rear wheel by a first motor torque value, and increase the motor torque value of the second rear wheel to a second motor torque value. Among them, the first braking torque value, the first motor torque value, and the second motor torque value can all be determined by the TCS. If the VMC determines that the target wheel is the first rear wheel, it can reduce the motor torque value of the first rear wheel to a third motor torque value, and increase the motor torque values of the first front wheel and the second front wheel to a fourth motor torque value. Among them, the third motor torque value and the fourth motor torque value can both be determined by the TCS.

[0079] In an alternative embodiment, if the VMC determines that the target wheels include the first front wheel and the second front wheel, it can reduce the motor torque values of the first front wheel and the second front wheel to the fifth motor torque value, increase the motor torque value of the first rear wheel to the sixth motor torque value, and increase the motor torque value of the second rear wheel to the seventh motor torque value. Among them, the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value can all be determined by the TCS. If the VMC determines that the target wheels include the first rear wheel and the second rear wheel, it can reduce the motor torque value of the first rear wheel to the eighth motor torque value, reduce the motor torque value of the second rear wheel to the ninth motor torque value, and increase the motor torque values of the first front wheel and the second front wheel to the tenth motor torque value. Among them, the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value can all be determined by the TCS.

[0080] That is to say, after the VMC determines that the target vehicle has a single-axis skid, the VMC can determine whether it is a single-side drive wheel skid. Further, if the VMC determines that the target vehicle has a single-side drive wheel skid on the front axle, it can increase the braking torque value of the skidding wheel on the front axle and perform torque compensation on the two wheels of the rear axle, that is, increase the motor torque values of the two wheels of the rear axle, and make the sum of the motor torque values of each drive motor approach the driving demand torque. If the VMC determines that the target vehicle has a single-side drive wheel skid on the rear axle, it can reduce the motor torque value of the skidding wheel on the rear axle and perform torque compensation on the two wheels of the front axle, that is, increase the motor torque values of the two wheels of the front axle, and make the sum of the motor torque values of each drive motor approach the driving demand torque. If the VMC determines that both drive wheels are skidding, it can reduce the motor torque values of the skidding wheels and compensate the motor torque values of the non-skidding wheels, that is, increase the motor torque values of the non-skidding wheels, and make the sum of the motor torque values of each drive motor approach the driving demand torque.

[0081] Optionally, when the VMC determines that the target vehicle has a single-axis skid, the VMC can first obtain the braking torque change amount and / or the motor torque change amount of each wheel through the TCS, and further can determine the braking torque value and / or the motor torque value corresponding to each wheel according to the torque value and the torque change amount corresponding to each wheel.

[0082] It should be noted that the braking torque change amount or the motor torque change amount of the front axle can be equal to the motor torque change amount of the rear axle.

[0083] Specifically, when the VMC determines that the target wheel is the first front wheel, the VMC can obtain the first braking torque change of the first front wheel determined by the TCS, the first motor torque change of the first rear wheel, and the second motor torque change of the second rear wheel. Further, the VMC can respectively determine the first braking torque value, the first motor torque value, and the second motor torque value from the braking torque value and the first braking torque change of the first front wheel, the motor torque value and the first motor torque change of the first rear wheel, and the motor torque value and the second torque change of the second rear wheel. Further, the VMC can apply the first braking torque value to the first front wheel through the hydraulic brake corresponding to the first front wheel, and apply the first motor torque value and the second motor torque value to the first rear wheel and the second rear wheel respectively through the drive motors corresponding to the first rear wheel and the second rear wheel.

[0084] It should be noted that the sum of the above first motor torque change and the second motor torque change may be equal to the above first braking torque change. In actual implementation, due to the accuracy or assembly problems of vehicle hardware, there may be execution errors when the hydraulic brake or the drive motor executes the torque control instruction of the VMC. That is to say, there may be a slight error between the sum of the first motor torque change and the second motor torque change and the first braking torque change.

[0085] When the VMC determines that the target wheel is the first rear wheel, the VMC can obtain the third motor torque change of the first rear wheel determined by the TCS and the fourth motor torque change of the front wheels. Further, the VMC can respectively determine the third motor torque value and the fourth motor torque value from the motor torque value and the third motor torque change of the first rear wheel, and the motor torque value and the fourth motor torque change of the front wheels. Further, the VMC can apply the third motor torque value and the fourth motor torque value to the front wheels and the first rear wheel respectively through the drive motors corresponding to the front wheels and the first rear wheel.

[0086] It should be noted that the above third motor torque change may be equal to the fourth motor torque change. In actual implementation, due to the accuracy or assembly problems of vehicle hardware, there may be execution errors when the drive motor executes the torque control instruction of the VMC. That is to say, there may be a slight error between the third motor torque change and the fourth motor torque change.

[0087] When the VMC determines that the target wheels include the first front wheel and the second front wheel, the VMC can obtain the fifth motor torque change amount of the front wheels determined by the TCS, the sixth motor torque change amount of the first rear wheel, and the seventh motor torque change amount of the second rear wheel. Further, the VMC can determine the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value from the motor torque value of the front wheels and the fifth motor torque change amount, the motor torque value of the first rear wheel and the sixth motor torque change amount, and the motor torque value of the second rear wheel and the seventh motor torque change amount. Further, the VMC can apply the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value to the front wheels, the first rear wheel, and the second rear wheel through the drive motors corresponding to the front wheels, the first rear wheel, and the second rear wheel respectively.

[0088] It should be noted that the sum of the above-mentioned sixth motor torque change amount and the seventh motor torque change amount may be equal to the above-mentioned fifth motor torque change amount. In actual implementation, due to the accuracy of vehicle hardware or assembly problems, there may be execution errors when the drive motor executes the torque control instruction of the VMC. That is to say, the sum of the sixth motor torque change amount and the seventh motor torque change amount may have a slight error from the fifth motor torque change amount.

[0089] When the VMC determines that the target wheels include the first rear wheel and the second rear wheel, the VMC can obtain the eighth motor torque change amount of the first rear wheel determined by the TCS, the ninth motor torque change amount of the second rear wheel, and the tenth motor torque change amount of the front wheels. Further, the VMC can determine the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value from the motor torque value of the first rear wheel and the eighth motor torque change amount, the motor torque value of the second rear wheel and the ninth motor torque change amount, and the motor torque value of the front wheels and the tenth motor torque change amount respectively. Further, the VMC can apply the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value to the first rear wheel, the second rear wheel, and the front wheels through the drive motors corresponding to the first rear wheel, the second rear wheel, and the front wheels respectively.

[0090] It should be noted that the sum of the above-mentioned eighth motor torque change amount and the ninth motor torque change amount may be equal to the tenth motor torque change amount. In actual implementation, due to the accuracy of vehicle hardware or assembly problems, there may be execution errors when the drive motor executes the torque control instruction of the VMC. That is to say, the sum of the eighth motor torque change amount and the ninth motor torque change amount may have a slight error from the tenth motor torque change amount.

[0091] In an alternative embodiment, when it is determined that the target vehicle has a double-axle skid, if the VMC determines that the target wheels include the first front wheel, the braking torque value of the first front wheel can be increased to the second braking torque value, and the motor torque value of the first rear wheel can be reduced to the eleventh motor torque value, and the motor torque value of the second rear wheel can be reduced to the twelfth motor torque value. Among them, the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value can all be determined by the TCS. If the VMC determines that the target wheels include the first rear wheel, the motor torque value of the first rear wheel can be reduced to the thirteenth motor torque value, and the motor torque values of the first front wheel and the second front wheel can be reduced to the fourteenth motor torque value. Among them, the thirteenth motor torque value and the fourteenth motor torque value can both be determined by the TCS. If the VMC determines that the target wheels include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, the motor torque values of the first front wheel and the second front wheel can be reduced to the fifteenth motor torque value, and the motor torque value of the first rear wheel can be reduced to the sixteenth motor torque value, and the motor torque value of the second rear wheel can be reduced to the seventeenth motor torque value. Among them, the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value can all be determined by the TCS.

[0092] That is to say, after the VMC determines that the target vehicle has a double-axle skid, the VMC can determine whether it is a single-side skid of the coaxial drive wheels. Further, if the VMC determines that the target vehicle meets the condition of a single-side skid of the front-axle drive wheels, the braking torque value of the skidding wheel of the front axle can be increased, and the motor torque value of the skidding wheel of the rear axle can be reduced. If the VMC determines that the target vehicle meets the condition of a single-side skid of the rear-axle drive wheels, the motor torque value of the skidding wheel of the rear axle can be reduced, and the motor torque value of the skidding wheel of the front axle can be reduced. If the VMC determines that both the front-axle and rear-axle drive wheels are skidding, that is, all four wheels are skidding, the motor torque values of all four wheels can be reduced.

[0093] Optionally, when the VMC determines that the target vehicle has a double-axle skid, the VMC can first obtain the braking torque change amount and / or the motor torque change amount of each wheel through the TCS, and further can determine the braking torque value and / or the motor torque value corresponding to each wheel according to the torque value and the torque change amount corresponding to each wheel.

[0094] Optionally, when it is determined that the target wheel includes the first front wheel, the VMC can obtain the second braking torque change amount of the first front wheel, the eleventh motor torque change amount of the first rear wheel, and the twelfth motor torque change amount of the second rear wheel determined by the TCS. Further, the VMC can respectively determine the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value from the braking torque value and the second braking torque change amount of the first front wheel, the motor torque value and the eleventh motor torque change amount of the first rear wheel, and the motor torque value and the twelfth motor torque change amount of the second rear wheel. Further, the VMC can apply the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value to the front wheel, the first rear wheel, and the second rear wheel through the hydraulic brake of the front wheel and the drive motors corresponding to the first rear wheel and the second rear wheel respectively.

[0095] When the VMC determines that the target wheel includes the first rear wheel, the VMC can obtain the thirteenth motor torque change amount of the first rear wheel and the fourteenth motor torque change amount of the front wheel determined by the TCS. Further, the VMC can respectively determine the thirteenth motor torque value and the fourteenth motor torque value from the motor torque value and the thirteenth motor torque change amount of the first rear wheel and the motor torque change value and the fourteenth motor torque change amount of the front wheel. Further, the VMC can apply the thirteenth motor torque value and the fourteenth motor torque value to the first rear wheel and the front wheel through the drive motors corresponding to the first rear wheel and the front wheel respectively.

[0096] When the VMC determines that the target wheel includes the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, the VMC can obtain the fifteenth motor torque change amount of the front wheel, the sixteenth motor torque change amount of the first rear wheel, and the seventeenth motor torque change amount of the second rear wheel determined by the TCS. Further, the VMC can respectively determine the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value from the motor torque value and the fifteenth motor torque change amount of the front wheel, the motor torque value and the sixteenth motor torque change amount of the first rear wheel, and the motor torque value and the seventeenth motor torque change amount of the second rear wheel. Further, the VMC can apply the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value to the front wheel, the first rear wheel, and the second rear wheel through the drive motors corresponding to the front wheel, the first rear wheel, and the second rear wheel respectively.

[0097] In the embodiment of the present application, the VMC can comprehensively judge whether the wheel has a slipping tendency through the motor acceleration and slip ratio of the wheel, and perform drive anti-slip control on the wheel in a timely manner, so as to effectively suppress the drive wheel slip tendency and improve the control effect of the drive anti-slip control.

[0098] In some feasible embodiments, please refer to Figure 3 , Figure 3It is a schematic flowchart of another anti-slip drive control method provided by an embodiment of the present application. As Figure 3 shown, the method may further include the steps:

[0099] S203, after performing anti-slip drive control on the wheels of the target vehicle, obtain the second slip ratio of each wheel of the target vehicle.

[0100] In some feasible embodiments, after VMC performs anti-slip drive control on the wheels of the target vehicle through TCS once, it can obtain the second slip ratio of each wheel of the target vehicle again to determine whether there are still slipping wheels on the target vehicle.

[0101] Optionally, after VMC performs anti-slip drive control on the wheels of the target vehicle through TCS once, VMC can first obtain the current angular velocity and rolling radius corresponding to each wheel of the target vehicle, and further calculate the second slip ratio of each wheel based on the formula (3) described above.

[0102] S204, if it is determined that the second slip ratio of any wheel is greater than or equal to the second preset slip ratio threshold, then perform the step of performing anti-slip drive control on the wheels of the target vehicle.

[0103] In some feasible embodiments, if VMC determines that the second slip ratio of any wheel in the target vehicle is greater than or equal to the second preset slip ratio threshold, that is, the wheels of the target vehicle are still slipping, then it can perform the step of performing anti-slip drive control on the wheels of the target vehicle described above to suppress the driving wheel slip tendency and complete the anti-slip drive control of the target vehicle. Among them, the second preset slip ratio threshold can be determined according to the current reference vehicle speed and the throttle pedal opening of the vehicle.

[0104] S205, if it is determined that the second slip ratio of each wheel is less than the second preset slip ratio threshold, then stop performing anti-slip drive control on the wheels of the target vehicle.

[0105] In some feasible embodiments, if VMC determines that the second slip ratio of each wheel is less than the second preset slip ratio threshold, then it can stop performing anti-slip drive control on the wheels of the target vehicle.

[0106] Optionally, if VMC determines that the second slip ratio of each wheel of the target vehicle is less than the second preset slip ratio threshold, that is, there are no slipping wheels on the target vehicle or the wheels of the target vehicle have no slipping tendency, then it can stop performing anti-slip drive control on the wheels of the target vehicle.

[0107] Optionally, if the VMC determines that the second slip rate of each wheel of the target vehicle is less than the second preset slip rate threshold, it can deactivate the TCS. That is to say, exit the current process of driving anti-skid control of the wheels of the target vehicle through the TCS. Or rather, cancel the activation of the TCS function.

[0108] Optionally, after the VMC determines that the second slip rate of each wheel of the target vehicle is less than the second preset slip rate threshold, it can, after a second preset period, obtain again the current third slip rate of each wheel of the target vehicle to determine whether to deactivate the TCS. Further, if the VMC determines that the third slip rate of each wheel is still less than the third preset slip rate, it can deactivate the TCS.

[0109] Among them, the second preset period can be an empirical value obtained through multiple experiments. And this second preset period can be the factory default of the target vehicle.

[0110] Optionally, after the VMC determines to exit the TCS, it can set the activation flag value of the TCS to the second activation flag value to indicate that the TCS is not activated.

[0111] In the above implementation, after the VMC performs a driving anti-skid control process on the wheels of the target vehicle through the TCS once, it can obtain again the slip rate of each wheel of the vehicle to determine whether there are still slipping wheels or the wheels still have a slipping tendency on the target vehicle. If it is determined that there are still slipping wheels or the wheels still have a slipping tendency, it can perform driving anti-skid control on the wheels of the target vehicle again through the TCS to suppress the slipping tendency of the slipping wheels and complete the driving anti-skid control of the vehicle.

[0112] Please refer to Figure 4 , Figure 4 which is a schematic structural diagram of a driving anti-skid control device provided by an embodiment of the present application. As Figure 4 shown, the driving anti-skid control device can include an acquisition unit 41 and a processing unit 42.

[0113] In a specific implementation, the acquisition unit 41 is used to acquire at least one of the motor acceleration of the target vehicle or the first slip rate of the wheel. The processing unit 42 is used to perform driving anti-skid control on the wheels of the target vehicle if it is determined, based on at least one of the motor acceleration or the first slip rate, that the target wheels of the target vehicle have a slipping tendency.

[0114] In an optional implementation manner, the processing unit 42 is further used to determine that the target wheels of the target vehicle have a slipping tendency if it is determined that the motor acceleration is greater than the preset acceleration threshold and / or the first slip rate is greater than the first preset slip rate threshold.

[0115] In an alternative embodiment, the processing unit 42 is further configured to perform drive anti-skid control on the wheels of the target vehicle according to the first control method if it is determined that a single-axle skid occurs in the target vehicle. The processing unit 42 is further configured to perform drive anti-skid control on the wheels of the target vehicle according to the second control method if it is determined that a double-axle skid occurs in the target vehicle.

[0116] In an alternative embodiment, the processing unit 42 is further configured to increase the braking torque value of the first front wheel to a first braking torque value, increase the motor torque value of the first rear wheel to a first motor torque value, and increase the motor torque value of the second rear wheel to a second motor torque value if it is determined that the target wheel is the first front wheel, wherein the first braking torque value, the first motor torque value, and the second motor torque value are determined by the traction control system TCS. The processing unit 42 is further configured to reduce the motor torque value of the first rear wheel to a third motor torque value and increase the motor torque values of the first front wheel and the second front wheel to a fourth motor torque value if it is determined that the target wheel is the first rear wheel, wherein the third motor torque value and the fourth motor torque value are determined by the TCS.

[0117] In an alternative embodiment, the processing unit 42 is further configured to reduce the motor torque values of the first front wheel and the second front wheel to a fifth motor torque value, increase the motor torque value of the first rear wheel to a sixth motor torque value, and increase the motor torque value of the second rear wheel to a seventh motor torque value if it is determined that the target wheels include the first front wheel and the second front wheel, wherein the fifth motor torque value, the sixth motor torque value, and the seventh motor torque value are determined by the TCS. The processing unit 42 is further configured to reduce the motor torque value of the first rear wheel to an eighth motor torque value, reduce the motor torque value of the second rear wheel to a ninth motor torque value, and increase the motor torque values of the first front wheel and the second front wheel to a tenth motor torque value if it is determined that the target wheels include the first rear wheel and the second rear wheel, wherein the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value are determined by the TCS.

[0118] In an alternative embodiment, the processing unit 42 is further configured to, if it is determined that the target wheels include the first front wheel, increase the braking torque value of the first front wheel by a second braking torque value, reduce the motor torque value of the first rear wheel to an eleventh motor torque value, and reduce the motor torque value of the second rear wheel to a twelfth motor torque value, where the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value are determined by the traction control system TCS. The processing unit 42 is further configured to, if it is determined that the target wheels include the first rear wheel, reduce the motor torque value of the first rear wheel to a thirteenth motor torque value, and reduce the motor torque values of the first front wheel and the second front wheel to a fourteenth motor torque value, where the thirteenth motor torque value and the fourteenth motor torque value are determined by the TCS. The processing unit 42 is further configured to, if it is determined that the target wheels include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, reduce the motor torque values of the first front wheel and the second front wheel to a fifteenth motor torque value, reduce the motor torque value of the first rear wheel to a sixteenth motor torque value, and reduce the motor torque value of the second rear wheel to a seventeenth motor torque value, where the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

[0119] In an alternative embodiment, the acquisition unit 41 is configured to, after performing drive slip control on the wheels of the target vehicle, acquire the second slip ratio of each wheel of the target vehicle. The processing unit 42 is further configured to, if it is determined that the second slip ratio of any wheel is greater than or equal to a second preset slip ratio threshold, perform the step of performing drive slip control on the wheels of the target vehicle. The processing unit 42 is further configured to, if it is determined that the second slip ratio of each wheel is less than the second preset slip ratio threshold, stop performing drive slip control on the wheels of the target vehicle.

[0120] Please refer to Figure 5 , Figure 5 is a schematic structural diagram of the electronic device provided in the embodiment of the present application. The electronic device may be the vehicle central coordination motion controller in the above embodiment, and may be used to implement the steps of the drive slip control method executed by the vehicle central coordination motion controller described in the above embodiment. The electronic device may include: a processor 51, a memory 52, and a bus system 53.

[0121] The memory 52 includes, but is not limited to, RAM, ROM, EPROM, or CD-ROM. The memory 52 is used to store relevant instructions and data. The memory 52 stores the following elements, executable modules, or data structures, or subsets thereof, or extended sets thereof:

[0122] Operation instructions: including various operation instructions for implementing various operations.

[0123] Operating system: It includes various system programs for implementing various basic services and processing hardware-based tasks.

[0124] Figure 5 Only one memory is shown here. Of course, the memory can also be set to multiple according to needs.

[0125] Such as Figure 5 As shown, the electronic device may further include an input / output device 54, which may be a communication module or a transceiver circuit. In the embodiments of the present application, the input / output device 54 is used to execute the process of receiving and transmitting data or signaling such as motor speed and motor acceleration involved in the embodiments.

[0126] The processor 51 may be a controller, a CPU, a general-purpose processor, a DSP, an ASIC, an FPGA, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in connection with the disclosed content of the embodiments of the present application. The processor 51 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and so on.

[0127] In a specific application, the various components of the electronic device are coupled together through a bus system 53. The bus system 53 may include a power bus, a control bus, a status signal bus, etc. in addition to a data bus. However, for the sake of clarity, in Figure 5 all kinds of buses are labeled as the bus system 53. For the sake of convenience of representation, it is only schematically drawn in Figure 5 Here.

[0128] It should be noted that in actual applications, the processor in the embodiments of the present application may be an integrated circuit chip with signal processing capabilities. In the implementation process, the steps of the above method embodiments can be completed by the integrated logic circuit in the hardware of the processor or instructions in software form. The above processor may be a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gates, or transistor logic devices, discrete hardware components. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application.

[0129] It can be understood that the memory in the embodiments of the present application can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory can be a random access memory (RAM), which is used as an external cache. By way of example but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchlink dynamic random access memory (SLDRAM), and direct rambus random access memory (DR RAM). It should be noted that the memory described in the embodiments of the present application is intended to include but not limited to these and any other suitable types of memory.

[0130] The embodiments of the present application also provide a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a computer, it implements the method or steps executed by the vehicle central coordination motion controller in the above embodiments.

[0131] The embodiments of the present application also provide a computer program product. When the computer program product is executed by a computer, it implements the method or steps executed by the vehicle central coordination motion controller in the above embodiments.

[0132] The embodiments of the present application also provide a vehicle. Please refer to Figure 6 , Figure 6 is a schematic structural diagram of a vehicle provided by the embodiments of the present application. As Figure 6 shown, the vehicle may include the drive slip control device described in the foregoing embodiments. The vehicle may further include a plurality of wheels, a seat, an on-vehicle power supply, electrical equipment, etc.

[0133] It should be noted that, for any of the above-described embodiments of the drive anti-skid control method, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that this application is not limited by the described action sequence, because according to this application, some steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential to this application.

[0134] The terms "first", "second", etc. in the specification, claims and above-mentioned drawings of this application are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps is not limited to the listed steps, but optionally further includes steps not listed, or optionally further includes other steps inherent to these processes, methods, products or devices.

[0135] Referring to "embodiments" herein means that the specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of this application. The phrase appears in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0136] Although this application has been described in connection with various embodiments herein, however, in the process of implementing the claimed application, those skilled in the art can understand and implement other variations of the disclosed embodiments by viewing the drawings, the disclosure, and the appended claims. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "one" does not exclude a plurality of cases. Certain measures are recited in mutually different dependent claims, but this does not indicate that these measures cannot be combined to produce good results.

[0137] Those skilled in the art can understand that all or part of the steps in the various methods of the above-described method embodiments of any drive anti-skid control method can be completed by instructing relevant hardware through a program, and the program can be stored in a computer-readable memory, and the memory can include: a flash drive, a read-only memory (abbreviation: ROM), a random access memory (abbreviation: RAM), a magnetic disk or an optical disk, etc.

[0138] The above has introduced the embodiments of the present application in detail. Specific examples are used herein to elaborate on the principles and implementation manners of a drive anti-skid control method, device, computer-readable storage medium, and vehicle of the present application. The description of the above embodiments is intended to help understand the method and core idea of the present application. At the same time, for those of ordinary skill in the art, according to the idea of a drive anti-skid control method, device, computer-readable storage medium, and vehicle of the present application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

[0139] Those skilled in the art should be able to realize that in one or more of the above examples, the functions described in the present application can be implemented by hardware, software, firmware, or any combination thereof. When implemented by software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium. The computer-readable medium includes computer storage media and communication media, where the communication media includes any medium that facilitates the transfer of a computer program from one place to another. The storage media can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0140] The specific implementation manners described above have further elaborated on the purpose, technical solution, and beneficial effects of the present application. It should be understood that the above is only the specific implementation manner of the present application and is not used to limit the protection scope of the present application. Any modifications, equivalent replacements, improvements, etc. made on the basis of the technical solution of the present application should be included in the protection scope of the present application.

Claims

1. A driving anti-skid control method, characterized in that, the method includes: obtaining at least one of the motor acceleration of the target vehicle or the first slip ratio of the wheel; if it is determined that the target wheel of the target vehicle has a tendency to slip according to at least one of the motor acceleration or the first slip ratio, driving anti-skid control is performed on the wheels of the target vehicle.

2. The method according to claim 1, characterized in that, the determining that the target wheel of the target vehicle has a tendency to slip according to at least one of the motor acceleration or the first slip ratio includes: if it is determined that the motor acceleration is greater than a preset acceleration threshold and / or the first slip ratio is greater than a first preset slip ratio threshold, it is determined that the target wheel of the target vehicle has a tendency to slip.

3. The method according to claim 1 or 2, characterized in that, the performing driving anti-skid control on the wheels of the target vehicle includes: if it is determined that the target vehicle has single-axle slip, driving anti-skid control is performed on the wheels of the target vehicle according to a first control method; if it is determined that the target vehicle has double-axle slip, driving anti-skid control is performed on the wheels of the target vehicle according to a second control method.

4. The method according to claim 3, characterized in that, the performing driving anti-skid control on the wheels of the target vehicle according to the first control method includes: if it is determined that the target wheel is the first front wheel, increasing the braking torque value of the first front wheel to a first braking torque value, and increasing the motor torque value of the first rear wheel to a first motor torque value, and increasing the motor torque value of the second rear wheel to a second motor torque value; if it is determined that the target wheel is the first rear wheel, reducing the motor torque value of the first rear wheel to a third motor torque value, and increasing the motor torque values of the first front wheel and the second front wheel to a fourth motor torque value.

5. The method according to claim 3, characterized in that, the performing driving anti-skid control on the wheels of the target vehicle according to the first control method further includes: if it is determined that the target wheels include the first front wheel and the second front wheel, reducing the motor torque values of the first front wheel and the second front wheel to a fifth motor torque value, and increasing the motor torque value of the first rear wheel to a sixth motor torque value, and increasing the motor torque value of the second rear wheel to a seventh motor torque value; if it is determined that the target wheels include the first rear wheel and the second rear wheel, reducing the motor torque value of the first rear wheel to an eighth motor torque value, reducing the motor torque value of the second rear wheel to a ninth motor torque value, and increasing the motor torque values of the first front wheel and the second front wheel to a tenth motor torque value.

6. The method according to claim 3, characterized in that, the performing driving anti-skid control on the wheels of the target vehicle according to the second control method includes: if it is determined that the target wheels include the first front wheel, increasing the braking torque value of the first front wheel by a second braking torque value, and reducing the motor torque value of the first rear wheel to an eleventh motor torque value, and reducing the motor torque value of the second rear wheel to a twelfth motor torque value; If it is determined that the target wheel includes the first rear wheel, reduce the motor torque value of the first rear wheel to the thirteenth motor torque value, and reduce the motor torque values of the first front wheel and the second front wheel to the fourteenth motor torque value; If it is determined that the target wheel includes the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, reduce the motor torque values of the first front wheel and the second front wheel to the fifteenth motor torque value, reduce the motor torque value of the first rear wheel to the sixteenth motor torque value, and reduce the motor torque value of the second rear wheel to the seventeenth motor torque value.

7. The method according to any one of claims 3-6, characterized in that, the method further includes: After performing drive slip control on the wheels of the target vehicle, obtain the second slip rate of each wheel of the target vehicle; If it is determined that the second slip rate of any wheel is greater than or equal to the second preset slip rate threshold, perform the step of performing drive slip control on the wheels of the target vehicle; If it is determined that the second slip rate of each wheel is less than the second preset slip rate threshold, stop performing drive slip control on the wheels of the target vehicle.

8. A drive slip control device, characterized in that, the device includes: An acquisition unit that acquires at least one of the motor acceleration of the target vehicle or the first slip ratio of the wheel; A processing unit, configured to perform drive slip control on the wheels of the target vehicle if it is determined, based on at least one of the motor acceleration or the first slip ratio, that the target wheels of the target vehicle have a tendency to slip.

9. A drive slip control device, characterized in that, It includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, for storing a computer program, and when the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 7.

11. A vehicle, characterized in that, the vehicle includes the drive slip control device according to claim 8 or 9.

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