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

Abstract

This application provides a drive anti-slip control method, apparatus, computer-readable storage medium, and vehicle. The method includes: acquiring at least one of a motor acceleration of a target vehicle or a first slip rate of a wheel. If, based on at least one of the motor acceleration or the first slip rate, it is determined that a target wheel of the target vehicle has a slipping tendency, drive anti-slip control is performed on the wheel of the target vehicle. Using the above method, the control effect of drive anti-slip control is improved, effectively suppressing the slipping tendency of the drive wheels.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a drive anti-skid control method, device, computer-readable storage medium, and vehicle. Background Technology

[0002] With the rapid development of science and technology, electric vehicles have brought great convenience to people and are becoming increasingly popular. For electric four-wheel drive vehicles, the motor's torque response is relatively fast, making the vehicle more prone to slippage when accelerating at high throttle on low-friction surfaces. To solve this slippage problem, a traction control system (TCS) is typically used to control vehicle slippage.

[0003] In existing drive anti-slip control technologies, TCS (Traction Control System) is typically activated only after the drive wheels have slipped and the slip rate exceeds a preset slip rate threshold to achieve anti-slip control. However, this method may not be able to prevent the drive wheels from slipping in a timely and effective manner, resulting in unsatisfactory control performance. Therefore, improving the control effect of drive anti-slip control has become one of the current research hotspots. Summary of the Invention

[0004] This application provides a drive anti-skid control method, device, computer-readable storage medium, and vehicle, which improves the control effect of drive anti-skid control.

[0005] In a first aspect, embodiments of this application provide a drive anti-slip control method. The method includes: acquiring at least one of the target vehicle's motor acceleration or a first slip rate of the wheels, assuming that none of the target vehicle's wheels are slipping. If, based on at least one of the motor acceleration or the first slip rate, it is determined that a target wheel of the target vehicle has a slipping tendency, then drive anti-slip control is applied to the target vehicle's wheels.

[0006] In this embodiment, VMC can determine whether the wheel has a slipping tendency by comprehensively judging the motor acceleration and slip rate of the wheel, and perform drive anti-slip control on the wheel in a timely manner, thereby effectively suppressing the slipping tendency of the drive wheel and improving the control effect of drive anti-slip control.

[0007] In conjunction with the first aspect, in one feasible implementation, determining that the target wheel of the target vehicle has a slipping tendency based on at least one of the motor acceleration or the first slip rate includes: 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, then it is determined that the target wheel of the target vehicle has a slipping tendency.

[0008] In conjunction with the first aspect, in one feasible implementation, the driving anti-slip control of the target vehicle's wheels includes: if it is determined that the target vehicle is experiencing single-axle slippage, then driving anti-slip control of the target vehicle's wheels is performed according to a first control method; if it is determined that the target vehicle is experiencing dual-axle slippage, then driving anti-slip control of the target vehicle's wheels is performed according to a second control method.

[0009] In conjunction with the first aspect, in one feasible implementation, when the target vehicle experiences single-axle slippage, the anti-slip control of the target vehicle's wheels via the TCS includes: if the target wheel is determined to be a first front wheel, then the braking torque value of the first front wheel is increased to a first braking torque value, the motor torque value of the first rear wheel is increased to a first motor torque value, and the motor torque value of the second rear wheel is increased to a second motor torque value, 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. If the target wheel is determined to be the first rear wheel, then the motor torque value of the first rear wheel is decreased to a third motor torque value, and the motor torque values ​​of the first front wheel and the second front wheel are increased to a fourth motor torque value, wherein the third motor torque value and the fourth motor torque value are determined by the TCS.

[0010] In conjunction with the first aspect, in one feasible implementation, the step of driving the wheels of the target vehicle for anti-slip control 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, then the motor torque values ​​of the first front wheel and the second front wheel are reduced to a fifth motor torque value, the motor torque value of the first rear wheel is increased to a sixth motor torque value, and the motor torque value of the second rear wheel is increased to a seventh motor torque value, wherein 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, then the motor torque value of the first rear wheel is reduced to an eighth motor torque value, the motor torque value of the second rear wheel is reduced to a ninth motor torque value, and the motor torque values ​​of the first front wheel and the second front wheel are increased to a tenth motor torque value, wherein the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value are determined by the TCS.

[0011] In conjunction with the first aspect, in one feasible implementation, when the target vehicle experiences dual-axle slippage, the drive anti-slip control of the target vehicle's wheels via the TCS includes: if it is determined that the target wheels include the first front wheel, then the braking torque value of the first front wheel is increased by a second braking torque value, and the motor torque value of the first rear wheel is reduced to an eleventh motor torque value, and the motor torque value of the second rear wheel is reduced to a twelfth motor torque value, wherein 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, then the motor torque value of the first rear wheel is reduced to a thirteenth motor torque value, and the motor torque values ​​of the first front wheel and the second front wheel are reduced to a fourteenth motor torque value, wherein the thirteenth motor torque value and the fourteenth motor torque value are determined by the TCS. If the target wheel is determined to include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, then the motor torque values ​​of the first front wheel and the second front wheel are reduced to the fifteenth motor torque value, the motor torque value of the first rear wheel is reduced to the sixteenth motor torque value, and the motor torque value of the second rear wheel is reduced to the seventeenth motor torque value, wherein the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

[0012] In conjunction with the first aspect, in one feasible implementation, the method further includes: after performing drive anti-slip control on the wheels, obtaining a second slip ratio threshold for each wheel of the target vehicle. If it is determined that the second slip ratio of any wheel is greater than or equal to a second preset slip ratio threshold, then the step of performing drive anti-slip control on the target wheels is executed. If it is determined that the second slip ratio of each wheel is less than the second preset slip ratio, then the drive anti-slip control on the target wheels is stopped.

[0013] Secondly, embodiments of this application provide a drive anti-slip control device, the device comprising: an acquisition unit, configured to acquire at least one of a motor acceleration of a target vehicle or a first slip rate of a wheel; and a processing unit, configured to perform drive anti-slip control on the wheel 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 wheel of the target vehicle has a slipping tendency.

[0014] In conjunction with the second aspect, in one feasible implementation, the processing unit is further configured to determine that the target wheel of the target vehicle has a slipping 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 conjunction with the second aspect, in one feasible implementation, the processing unit is further configured to, if it is determined that the target vehicle is experiencing single-axle slippage, perform drive anti-slip control on the wheels of the target vehicle according to the first control method. The processing unit is also configured to, if it is determined that the target vehicle is experiencing dual-axle slippage, perform drive anti-slip control on the wheels of the target vehicle according to the second control method.

[0016] In conjunction with the second aspect, in one feasible implementation, the processing unit is further configured to, if the target wheel is determined to be a 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, wherein 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 the target wheel is determined to be the first rear wheel, decrease 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, wherein the third motor torque value and the fourth motor torque value are determined by the TCS.

[0017] In conjunction with the second aspect, in one feasible implementation, the processing unit is further configured to, if it is determined that the target wheel includes 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, 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 is further configured to, if it is determined that the target wheel includes 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, wherein the eighth motor torque value, the ninth motor torque value, and the tenth motor torque value are determined by the TCS.

[0018] In conjunction with the second aspect, in one feasible implementation, 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, decrease the motor torque value of the first rear wheel to an eleventh motor torque value, and decrease the motor torque value of the second rear wheel to a twelfth motor torque value, wherein 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, decrease the motor torque value of the first rear wheel to a thirteenth motor torque value, and decrease the motor torque values ​​of the first front wheel and the second front wheel to a fourteenth motor torque value, wherein 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 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, wherein the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

[0019] In conjunction with the second aspect, in one feasible implementation, the acquisition unit is configured to acquire a second slip ratio for each wheel of the target vehicle after performing drive anti-slip control on the wheels of the target vehicle. The processing unit is further configured to execute the step of performing drive anti-slip control on the wheels if it is determined that the second slip ratio of any wheel is greater than or equal to a second preset slip ratio threshold. The processing unit is further configured to stop performing drive anti-slip control on the target wheels if it is determined that the second slip ratio of each wheel is less than the second preset slip ratio threshold.

[0020] Thirdly, embodiments of this application provide a computer-readable storage medium for storing a computer program. When the computer program is run on a computer, it causes the computer to execute the drive anti-slip control method provided by any possible implementation of the first aspect, thereby achieving the beneficial effects of the drive anti-slip control method provided in the first aspect.

[0021] Fourthly, embodiments of this application provide a drive anti-slip control device. This electronic device may include a processor and a memory, which are interconnected. The memory stores a computer program, and the processor is configured to execute the computer program to implement the drive anti-slip control method provided in the first aspect, thereby achieving the beneficial effects of the drive anti-slip control method provided in the first aspect.

[0022] Fifthly, embodiments of this application provide a vehicle that may include the drive anti-skid control device provided in the second or fourth aspects described above.

[0023] By implementing the embodiments of the present invention, VMC can determine whether the wheel has a slipping tendency by comprehensively judging the motor acceleration and slip rate of the wheel, and promptly perform drive anti-slip control on the wheel, thereby effectively suppressing the slipping tendency of the drive wheel and improving the control effect of drive anti-slip control. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the architecture of an intelligent traction control system provided in an embodiment of this application;

[0026] Figure 2 This is a schematic flowchart of a drive anti-slip control method provided in an embodiment of this application;

[0027] Figure 3 This is a schematic flowchart of another driving anti-slip control method provided in the embodiments of this application;

[0028] Figure 4 This is a schematic diagram of the structure of a drive anti-slip control device provided in an embodiment of this application;

[0029] Figure 5 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application;

[0030] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0032] In existing drive wheel anti-slip control technologies, the TCS function is typically activated only after the drive wheels have slipped and the slip rate exceeds a preset slip rate threshold to achieve anti-slip control. However, this method may not be able to prevent the drive wheels from slipping in a timely and effective manner, resulting in unsatisfactory control performance. Therefore, the technical problem to be solved in this application is: how to improve the control effect of drive wheel anti-slip control.

[0033] Please see Figure 1 , Figure 1 This is a schematic diagram of the architecture of an intelligent traction control system provided in an embodiment of this application. It should be understood that this intelligent traction control system can be applied to four-wheel drive vehicles. Figure 1 As shown, the intelligent traction control system may include a VCU (Vehicle Control Unit), a VMC (Vehicle Motion Control), four wheels and their respective hydraulic brakes and wheel speed sensors, three drive motors and their corresponding motor controllers, a brake pedal and its included brake pedal sensor, and an accelerator pedal and its included accelerator pedal sensor. The four wheels are the left front wheel, right front wheel, left rear wheel, and right rear wheel. The two front wheels (i.e., the left front wheel and the right front wheel) can share one drive motor and its motor controller, while the left rear wheel and the right rear wheel can each use a separate drive motor and its motor controller.

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

[0035] Optionally, the intelligent traction control system can be connected to the vehicle's CAN network, and the controllers within the system can communicate with each other through their internal CAN modules to exchange data.

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

[0037] The data processing module can acquire the wheel speeds of multiple wheels of the vehicle and the motor speeds of the three drive motors in real time. Based on the acquired wheel speeds and motor speeds, it can further calculate the vehicle's reference speed, motor acceleration, drive wheel slip ratio, preset slip ratio threshold, and preset motor acceleration threshold.

[0038] Specifically, the status signal of the TCS switch indicates whether the TCS switch is in the open or closed state. The status signal of the wheel speed sensor indicates whether the wheel speed sensor is functioning correctly. The status signal of the brake pedal indicates whether the brake pedal is functioning correctly. The status signal of the accelerator pedal indicates whether the accelerator pedal is functioning correctly.

[0039] The vehicle's "READY" light signal indicates whether the vehicle is ready to drive. Specifically, if the "READY" light is on, it means the vehicle is ready to drive. If the "READY" light is off, it means the vehicle is not ready to drive.

[0040] Optionally, each of the above-mentioned status signals can be represented by a first status value or a second status value to indicate a different state. For example, the TCS switch being in the open state can be represented by the first status value, and the TCS switch being in the closed state can be represented by the second status value. As another example, the brake pedal being in a normal state can be represented by the first status value, and the brake pedal being in an abnormal state can be represented by the second status value.

[0041] The first and second state values ​​can be factory-set by the intelligent traction control system. For example, the first state value can be 0 and the second state value can be 1. This application does not impose specific limitations on this.

[0042] Optionally, if at least one wheel of the vehicle is not slipping, the VMC's data processing module can obtain the wheel speed of the non-slipping wheel and determine it as the vehicle's current reference speed. If all four wheels of the vehicle are slipping, the VMC's data processing module can first obtain the vehicle's reference speed V0 when at least one wheel is not slipping and the vehicle's current longitudinal acceleration A. x Furthermore, VMC can calculate the vehicle's current reference speed according to the following formula (1):

[0043] V = V0 + A x *Δt#(1)

[0044] Where Δt represents the time difference between the current moment and the moment when the reference speed is V0.

[0045] It should be noted that the VMC data processing module calculates the motor acceleration and slip ratio in the same way for each wheel. Therefore, this example uses any wheel to illustrate the method of calculating motor acceleration and slip ratio.

[0046] Optionally, if the VMC determines the motor acceleration of any wheel at time t, the VMC's data processing module can first obtain the motor speed w of any wheel at time t. t And the motor speed w at time (t-Δt) (t-Δt) Furthermore, the motor acceleration of any wheel at time t can be calculated using the following formula (2):

[0047]

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

[0049]

[0050] Where V represents the vehicle's current reference speed.

[0051] Optionally, the VMC's data processing module can first obtain the vehicle's current reference speed and accelerator pedal opening, and further determine the vehicle's preset acceleration threshold and preset slip rate threshold based on the reference speed and accelerator pedal opening.

[0052] It should be noted that the above are merely exemplary methods for determining the vehicle's reference speed, motor acceleration, drive wheel slip rate, preset slip rate threshold, and preset acceleration threshold. In specific implementations, there may be other methods to determine the vehicle's reference speed, motor acceleration, drive wheel slip rate, preset slip rate threshold, and preset acceleration threshold. This application embodiment does not impose any specific limitations on these methods.

[0053] The methods provided in the embodiments of this application will be described below.

[0054] Please see Figure 2 , Figure 2 This is a schematic flowchart illustrating a drive anti-slip control method provided in an embodiment of this application. Optionally, this control method can be... Figure 1 The execution of VMC in this application is also applicable to schemes executed through other devices. The following description uses a VMC executed by a target vehicle as an example. Optionally, the target vehicle can be an electric vehicle or a hybrid electric vehicle; this application does not impose specific limitations on this.

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

[0056] S201, Obtain at least one of the target vehicle's motor acceleration or wheel slip rate.

[0057] In some feasible implementations, the VMC can acquire at least one of the target vehicle's motor acceleration or the first wheel slip rate. Alternatively, the VMC can acquire the target vehicle's motor acceleration and / or the first wheel slip rate.

[0058] Optionally, the VMC can obtain the motor acceleration of any one motor, or the VMC can obtain the motor acceleration of multiple or all motors. This application embodiment does not impose specific limitations on this.

[0059] Optionally, the VMC can obtain the first slip ratio of one wheel of the target vehicle, or the VMC can obtain the first slip ratio of multiple or all wheels of the target vehicle. This application embodiment does not impose specific limitations on this.

[0060] It should be noted that the process of obtaining the target vehicle's motor acceleration and the first slip ratio of the wheels can be found in the specific process described above for the VMC's data processing module to calculate and determine the motor acceleration and slip ratio of the wheels, which will not be repeated here.

[0061] It should be understood that regardless of whether multiple wheels of the target vehicle are slipping, 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 each wheel of the target vehicle has a slipping tendency, 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 tendency to slip based on at least one of the motor acceleration or the first slip rate, then drive anti-slip control is performed on the wheel of the target vehicle.

[0063] In some feasible implementations, if the VMC determines that the target wheel of the target vehicle has a tendency to slip based on at least one of the motor acceleration or the first slip rate, it can perform drive anti-slip control on the wheel of the target vehicle.

[0064] In one optional implementation, if the VMC determines that the target vehicle's motor acceleration is greater than a preset acceleration threshold and / or the target vehicle's wheel slip ratio is greater than a first preset slip ratio threshold, then it can determine that the target vehicle's target wheel has a slipping tendency.

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

[0066] Optionally, if the VMC determines that the motor acceleration of each motor of the target vehicle is less than or equal to a preset acceleration threshold and the first slip rate of each wheel is less than or equal to a preset slip rate threshold, then it determines 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 preset slip ratio threshold here can be found in the previous section on the specific process of determining the preset acceleration threshold and preset slip ratio threshold in the VMC data processing module, and will not be repeated 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 use the TCS to drive the target wheel of the target vehicle to prevent slippage.

[0069] Optionally, if VMC determines that the target vehicle's wheels do not have a tendency to slip, TCS may not be activated.

[0070] Optionally, the VMC can use different activation flag values ​​to indicate whether the vehicle has activated the TCS function. For example, the VMC can use a first activation flag value to indicate that the vehicle has activated TCS, and a second activation flag value to indicate that the vehicle has not activated TCS. For instance, the first activation flag value could be 1, and the second activation flag value could be 0. This application does not impose specific limitations on this.

[0071] Optionally, before the VMC determines whether to activate 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 TCS enabling conditions are met based on these signals. If the VMC determines that all of the above signals meet the TCS enabling conditions, it can determine that TCS is enabled, that is, the TCS of the target vehicle is not malfunctioning, and anti-skid control can be performed through TCS. If the VMC determines that not all of the above signals meet the TCS enabling conditions, it can determine that TCS has malfunctioned.

[0072] 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 use different fault flag values ​​to indicate whether the TCS function of the target vehicle is faulty. For example, the VMC can use a first fault flag value to indicate that the TCS is enabled, i.e., the TCS is not faulty, and the VMC can use a second fault flag value to indicate that the TCS is faulty. For example, the first fault flag value can be 0, and the second fault flag value can be 1. This application embodiment does not impose specific limitations on this.

[0074] Optionally, after determining that the TCS has malfunctioned, the VMC can output a reminder message through the target vehicle to alert the driver of the target vehicle that the TCS function has malfunctioned.

[0075] Optionally, after the VMC determines that the TCS has malfunctioned, the VMC may, after a first preset time interval, acquire the wheel speed sensor status signal, vehicle speed status signal, brake pedal sensor status signal, and accelerator pedal status signal again to determine whether the enabling conditions are met, so as to determine whether the TCS is enabled.

[0076] The first preset time period can be an empirical value obtained through multiple experiments. Furthermore, this first preset time period can be the default value set by the target vehicle at the factory.

[0077] In one optional implementation, if the VMC determines that the target vehicle is experiencing single-axle slippage, it can implement anti-slip control on the wheels of the target vehicle according to the first control method. If the VMC determines that the target vehicle is experiencing dual-axle slippage, it can implement anti-slip control on the wheels of the target vehicle according to the second control method.

[0078] In one optional implementation, if the VMC determines that the target vehicle is experiencing single-axle slippage, and the target wheel is identified as the first front wheel, then the VMC can 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. 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, then the VMC can decrease the motor torque value of the first rear wheel to a third motor torque value, and increase the motor torque values ​​of the first and second front wheels to a fourth motor torque value. The third and fourth motor torque values ​​can both be determined by the TCS.

[0079] In one optional implementation, if the VMC determines that the target wheels include a first front wheel and a second front wheel, it can reduce the motor torque values ​​of the first and second front wheels 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. The fifth, sixth, and seventh motor torque values ​​can all be determined by the TCS. If the VMC determines that the target wheels include a first and a second rear wheel, it can 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 and second front wheels to a tenth motor torque value. The eighth, ninth, and tenth motor torque values ​​can all be determined by the TCS.

[0080] In other words, after the Vehicle Control System (VMC) determines that a single axle of the target vehicle is slipping, it can determine whether the slippage is on one side of the drive wheels. Further, if the VMC determines that the slippage is on one side of the front axle drive wheels, it can increase the braking torque of the slipping front axle wheel and compensate for the torque of the two rear axle wheels, thereby increasing the motor torque of the two rear axle wheels and bringing the sum of the motor torque values ​​of all drive motors closer to the required driving torque. If the VMC determines that the slippage is on one side of the rear axle drive wheels, it can decrease the motor torque of the slipping rear axle wheel and compensate for the torque of the two front axle wheels, thereby increasing the motor torque of the two front axle wheels and bringing the sum of the motor torque values ​​of all drive motors closer to the required driving torque. If the VMC determines that both drive wheels are slipping, it can decrease the motor torque of the slipping wheels and compensate for the motor torque of the non-slipping wheels, thereby increasing the motor torque of the non-slipping wheels and bringing the sum of the motor torque values ​​of all drive motors closer to the required driving torque.

[0081] Optionally, if the VMC determines that the target vehicle is experiencing single-axle slippage, the VMC can first obtain the braking torque change and / or motor torque change of each wheel through the TCS, and further determine the braking torque value and / or motor torque value of each wheel based on the torque value and torque change of each wheel.

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

[0083] Specifically, when the target wheel is determined to be the first front wheel, the VMC can obtain the first braking torque change of the first front wheel, the first motor torque change of the first rear wheel, and the second motor torque change of the second rear wheel, as determined by the TCS. Furthermore, the VMC can 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, respectively. Further, the VMC can apply the first braking torque value to the first front wheel via 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 and second rear wheels, respectively, via the drive motors corresponding to the first and second rear wheels.

[0084] It should be noted that the sum of the torque changes of the first motor and the second motor can be equal to the first braking torque change. In actual implementation, due to the precision of vehicle hardware or assembly issues, there may be execution errors when the hydraulic brake or drive motor executes the VMC torque control command. In other words, the sum of the torque changes of the first motor and the second motor may have a slight error compared to the first braking torque change.

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

[0086] It should be noted that the torque change of the third motor can be equal to that of the fourth motor. However, in actual implementation, due to precision issues or assembly problems with the vehicle hardware, there may be execution errors when the drive motors execute the VMC torque control commands. In other words, the torque change of the third motor may differ slightly from that of the fourth motor.

[0087] When the target wheels are determined to include the first and second front wheels, the VMC can obtain the torque changes of the fifth motor of the front wheels, the sixth motor of the first rear wheels, and the seventh motor of the second rear wheels, as determined by the TCS. Furthermore, the VMC can determine the torque values ​​of the fifth, sixth, and seventh motors from the motor torque values ​​of the front wheels and their respective torque changes. Further, the VMC can apply these torque values ​​to the front wheels, first rear wheels, and second rear wheels via the corresponding drive motors.

[0088] It should be noted that the sum of the torque changes of the sixth and seventh motors can be equal to the torque change of the fifth motor. However, in actual implementation, due to precision issues or assembly problems with the vehicle hardware, there may be execution errors when the drive motors execute the VMC torque control commands. In other words, the sum of the torque changes of the sixth and seventh motors may have a slight error compared to the torque change of the fifth motor.

[0089] When the target wheels are determined to include the first and second rear wheels, the VMC can obtain the torque change of the eighth motor of the first rear wheel, the torque change of the ninth motor of the second rear wheel, and the torque change of the tenth motor of the front wheel, as determined by the TCS. Furthermore, the VMC can determine the torque values ​​of the eighth, ninth, and tenth motors respectively from the motor torque values ​​of the first rear wheel and the torque change of the eighth motor, the motor torque values ​​of the second rear wheel and the torque change of the ninth motor, and the motor torque values ​​of the front wheel and the torque change of the tenth motor. Furthermore, the VMC can apply the torque values ​​of the eighth, ninth, and tenth motors to the first, second, and front wheels respectively through the corresponding drive motors of the first, second, and front wheels.

[0090] It should be noted that the sum of the torque changes of the eighth and ninth motors can equal the torque change of the tenth motor. However, in actual implementation, due to precision issues or assembly problems with the vehicle hardware, there may be execution errors when the drive motors execute the VMC torque control commands. In other words, the sum of the torque changes of the eighth and ninth motors may have a slight error compared to the torque change of the tenth motor.

[0091] In one optional implementation, when it is determined that the target vehicle is experiencing dual-axle slippage, if the VMC determines that the target wheels include the first front wheel, it can increase the braking torque value of the first front wheel to the second braking torque value, and decrease the motor torque value of the first rear wheel to the eleventh motor torque value, and decrease the motor torque value of the second rear wheel to the twelfth motor torque value. 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, it can decrease the motor torque value of the first rear wheel to the thirteenth motor torque value, and decrease the motor torque values ​​of the first front wheel and the second front wheel to the fourteenth motor torque value. 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, it can decrease the motor torque values ​​of the first front wheel and the second front wheel to the fifteenth motor torque value, and decrease the motor torque value of the first rear wheel to the sixteenth motor torque value, and decrease the motor torque value of the second rear wheel to the seventeenth motor torque value. The torque values ​​of the fifteenth motor, the sixteenth motor, and the seventeenth motor can all be determined by the TCS.

[0092] In other words, after the Vehicle Control Center (VMC) determines that the target vehicle has experienced dual-axle slippage, it can determine whether the slippage is limited to one side of the same axle drive wheels. Further, if the VMC determines that the target vehicle has slippage on one side of the front axle drive wheels, it can increase the braking torque of the slipping front axle wheel and decrease the motor torque of the slipping rear axle wheel. If the VMC determines that the target vehicle has slippage on one side of the rear axle drive wheels, it can decrease the motor torque of the slipping rear axle wheel and decrease the motor torque of the slipping front axle wheel. If the VMC determines that both front and rear axle drive wheels are slipping (i.e., all four wheels are slipping), it can decrease the motor torque of all four wheels.

[0093] Optionally, if the VMC determines that the target vehicle is experiencing dual-axle slippage, the VMC can first obtain the change in braking torque and / or motor torque of each wheel through the TCS, and further determine the braking torque value and / or motor torque value corresponding to each wheel based on the torque value and torque change of each wheel.

[0094] Optionally, if the target wheel includes the first front wheel, the VMC can obtain the second braking torque change of the first front wheel, the eleventh motor torque change of the first rear wheel, and the twelfth motor torque change of the second rear wheel, as determined by the TCS. Further, the VMC can determine the second braking torque value, the eleventh motor torque value, and the twelfth motor torque value from the braking torque value of the first front wheel and the second braking torque change, the motor torque value and the eleventh motor torque change of the first rear wheel, and the motor torque value and the twelfth motor torque change of the second rear wheel, respectively. 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 via the hydraulic brakes of the front wheel and the corresponding drive motors of the first and second rear wheels, respectively.

[0095] When the target wheels are identified as including the first rear wheel, the VMC can obtain the torque change of the thirteenth motor of the first rear wheel and the torque change of the fourteenth motor of the front wheel, as determined by the TCS. Furthermore, the VMC can determine the torque values ​​of the thirteenth and fourteenth motors respectively from the torque values ​​of the first rear wheel motors and the torque change of the thirteenth motor, and the torque changes of the front wheel motors and the fourteenth motor torque change. Further, the VMC can apply the torque values ​​of the thirteenth and fourteenth motors to the first rear wheel and the front wheel respectively via the corresponding drive motors.

[0096] When the target wheels are determined to include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, the VMC can obtain the torque changes of the fifteenth motor of the front wheel, the sixteenth motor of the first rear wheel, and the seventeenth motor of the second rear wheel, as determined by the TCS. Furthermore, the VMC can determine the torque values ​​of the fifteenth, sixteenth, and seventeenth motors respectively from the motor torque values ​​of the front wheels and the torque changes of the fifteenth, sixteenth, and second rear wheels. Further, the VMC can apply the torque values ​​of the fifteenth, sixteenth, and seventeenth motors to the front wheels, first rear wheels, and second rear wheels respectively via the corresponding drive motors.

[0097] In this embodiment, VMC can determine whether the wheel has a slipping tendency by comprehensively judging the motor acceleration and slip rate of the wheel, and perform drive anti-slip control on the wheel in a timely manner, thereby effectively suppressing the slipping tendency of the drive wheel and improving the control effect of drive anti-slip control.

[0098] For some feasible implementation methods, please refer to Figure 3 , Figure 3This is a flowchart illustrating another driving anti-slip control method provided in an embodiment of this application. Figure 3 As shown, the method may further include the following steps:

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

[0100] In some feasible implementations, after VMC performs a drive anti-slip control on the wheels of the target vehicle via TCS, it can again obtain a second slip ratio for each wheel of the target vehicle to determine whether the target vehicle still has slipping wheels.

[0101] Optionally, after VMC performs a drive anti-slip control on the target vehicle's wheels through TCS, VMC can first obtain the current angular velocity and rolling radius of each wheel of the target vehicle, and further calculate the second slip ratio of each wheel based on the formula (3) mentioned 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 the step of driving anti-slip control on the wheels of the target vehicle is executed.

[0103] In some feasible implementations, if the VMC determines that the second slip ratio of any wheel in the target vehicle is greater than or equal to a second preset slip ratio threshold, that is, the wheel of the target vehicle is still slipping, then the aforementioned steps for driving anti-slip control of the target vehicle's wheels can be executed to suppress the slipping tendency of the drive wheels and complete the driving anti-slip control of the target vehicle. The second preset slip ratio threshold can be determined based on the vehicle's current reference speed and accelerator pedal opening.

[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 driving anti-slip control on the wheels of the target vehicle.

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

[0106] Optionally, if the 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 of the target vehicle or the wheels of the target vehicle do not have a slipping tendency, then the VMC can stop driving anti-slip control on the wheels of the target vehicle.

[0107] Optionally, if the VMC determines that the second slip ratio of each wheel of the target vehicle is less than the second preset slip ratio threshold, it can deactivate the TCS. That is, it exits the current process of using TCS to control the wheels of the target vehicle for anti-slip. In other words, it cancels the activation of the TCS function.

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

[0109] The second preset time period can be an empirical value obtained through multiple experiments. Furthermore, this second preset time period can be the default value set by the target vehicle at the factory.

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

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

[0112] Please see Figure 4 , Figure 4 This is a schematic diagram of a drive anti-slip control device provided in an embodiment of this application. Figure 4 As shown, the drive anti-slip control device may 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 anti-slip control on the wheel of the target vehicle if it is determined that the target wheel of the target vehicle has a slipping tendency based on at least one of the motor acceleration or the first slip rate.

[0114] In an optional implementation, the processing unit 42 is further configured to determine that the target wheel of the target vehicle has a slipping 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.

[0115] In an optional implementation, the processing unit 42 is further configured to, if it is determined that the target vehicle is experiencing single-axle slippage, perform drive anti-slip control on the wheels of the target vehicle according to a first control method. The processing unit 42 is also configured to, if it is determined that the target vehicle is experiencing dual-axle slippage, perform drive anti-slip control on the wheels of the target vehicle according to a second control method.

[0116] In an optional embodiment, the processing unit 42 is further configured to, if the target wheel is determined to be 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, 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, if the target wheel is determined to be the first rear wheel, decrease 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, wherein the third motor torque value and the fourth motor torque value are determined by the TCS.

[0117] In an optional embodiment, the processing unit 42 is further configured to, if it is determined that the target wheel includes a first front wheel and a 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, wherein the fifth, sixth, and seventh motor torque values ​​are determined by the TCS. The processing unit 42 is further configured to, if it is determined that the target wheel includes a first rear wheel and a 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, wherein the eighth, ninth, and tenth motor torque values ​​are determined by the TCS.

[0118] In an optional embodiment, the processing unit 42 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, decrease the motor torque value of the first rear wheel to an eleventh motor torque value, and decrease the motor torque value of the second rear wheel to a twelfth motor torque value, wherein 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 wheel includes the first rear wheel, decrease the motor torque value of the first rear wheel to a thirteenth motor torque value, and decrease the motor torque values ​​of the first front wheel and the second front wheel to a fourteenth motor torque value, wherein 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 wheel includes a first front wheel, a second front wheel, a first rear wheel, and a 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, wherein the fifteenth motor torque value, the sixteenth motor torque value, and the seventeenth motor torque value are determined by the TCS.

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

[0120] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may be the vehicle central coordinated motion controller in the above embodiments, and can be used to implement the steps of the drive anti-slip control method executed by the vehicle central coordinated motion controller described in the above embodiments. 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, and is used to store related instructions and data. The memory 52 stores executable modules or data structures, or subsets thereof, or extended sets thereof:

[0122] Operation instructions: This includes various operation instructions used to perform various operations.

[0123] Operating system: includes various system programs used to implement various basic business functions and handle hardware-based tasks.

[0124] Figure 5 Only one memory is shown in the image; of course, multiple memory can be configured as needed.

[0125] like 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 this embodiment, the input / output device 54 is used to perform the transmission and reception of data or signaling such as motor speed and motor acceleration as described in the embodiment.

[0126] Processor 51 may be a controller, CPU, general-purpose processor, DSP, ASIC, FPGA, or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with the embodiments of this application. Processor 51 may also be a combination that implements computing functions, such as including one or more microprocessor combinations, a combination of DSP and microprocessor, etc.

[0127] In practical applications, the various components of an electronic device are coupled together through a bus system 53. This bus system 53 may include, in addition to a data bus, a power bus, a control bus, and a status signal bus. However, for clarity, in... Figure 5 The various buses are all labeled as Bus System 53. For ease of representation, in... Figure 5 The image shown is only schematic.

[0128] It should be noted that in practical applications, the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can 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 gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0129] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be 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), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memories described in the embodiments of this application are intended to include, but are not limited to, these and any other suitable types of memory.

[0130] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer, implements the method or steps executed by the vehicle central coordinated motion controller in the above embodiments.

[0131] This application also provides a computer program product that, when executed by a computer, implements the method or steps of the vehicle central coordinated motion controller described above.

[0132] This application also provides a vehicle; please refer to [link / reference]. Figure 6 , Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. For example... Figure 6 As shown, the vehicle may include the drive anti-slip control device described in the previous embodiments. The vehicle may also include multiple wheels, a seat, an onboard power supply, electrical equipment, etc.

[0133] It should be noted that, for the sake of simplicity, each of the above-described embodiments of the drive anti-slip control method is described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to this application.

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

[0135] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0136] Although this application has been described herein in conjunction with various embodiments, those skilled in the art, by reviewing the accompanying drawings, the disclosure, and the appended claims, will understand and implement other variations of the disclosed embodiments in carrying out this application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple instances. While different dependent claims may recite certain measures, this does not imply that these measures cannot be combined to produce a good effect.

[0137] Those skilled in the art will understand that all or part of the steps in the various methods of any of the above-described embodiments of the anti-slip control method can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage device, which may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a disk, or an optical disk, etc.

[0138] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of a drive anti-skid control method, device, computer-readable storage medium, and vehicle of this application. The descriptions of the embodiments above are intended to help understand the methods and core ideas of this application. At the same time, for those skilled in the art, based on the ideas of a drive anti-skid control method, device, computer-readable storage medium, and vehicle of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

[0139] Those skilled in the art will recognize that, in one or more of the examples above, the functions described in this application can be implemented using hardware, software, firmware, or any combination thereof. When implemented in 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. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transmission of a computer program from one place to another. Storage media can be any available medium accessible to a general-purpose or special-purpose computer.

[0140] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above description is only a specific embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of this application should be included within the scope of protection of this application.

Claims

1. A method for controlling anti-slip driving, characterized in that, The method includes: With no wheel slippage on the target vehicle, obtain at least one of the target vehicle's motor acceleration or the first slip rate of the wheel. If it is determined that the target wheel of the target vehicle has a tendency to slip based on at least one of the motor acceleration or the first slip rate, the traction control system TCS is activated, and the target vehicle's wheel is driven to perform anti-slip control through the TCS. The step of determining that the target wheel of the target vehicle has a slipping tendency based on at least one of the motor acceleration or the first slip rate includes: 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, then it is determined that the target wheel of the target vehicle has a slipping tendency. Before activating the TCS, the method further includes: If the wheel speed sensor status, vehicle speed status, brake pedal sensor status, and accelerator pedal status meet the TCS enabling conditions, it is determined that the TCS is not faulty. The TCS enabling conditions include normal wheel speed sensor status, normal vehicle speed status, normal brake pedal status, and normal accelerator pedal status.

2. The method according to claim 1, characterized in that, The method of driving anti-slip control for the wheels of the target vehicle includes: If it is determined that the target vehicle is experiencing single-axle slippage, then the wheels of the target vehicle are controlled to drive anti-slip according to the first control method; If it is determined that the target vehicle is experiencing dual-axle slippage, then the wheels of the target vehicle are controlled to prevent slippage using the second control method.

3. The method according to claim 2, characterized in that, The step of controlling the wheels of the target vehicle to prevent slippage according to the first control method includes: If the target wheel is determined to be the first front wheel, the braking torque value of the first front wheel is increased to the first braking torque value, 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. If the target wheel is determined to be 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.

4. The method according to claim 2, characterized in that, The method of driving anti-skid control of the target vehicle's wheels according to the first control method further includes: If it is determined that the target wheel includes a first front wheel and a second front wheel, then the motor torque values ​​of the first front wheel and the second front wheel are reduced to a fifth motor torque value, the motor torque value of the first rear wheel is increased to a sixth motor torque value, and the motor torque value of the second rear wheel is increased to a seventh motor torque value. If it is determined that the target wheel includes a first rear wheel and a second rear wheel, then the motor torque value of the first rear wheel is reduced to an eighth motor torque value, the motor torque value of the second rear wheel is reduced to a ninth motor torque value, and the motor torque values ​​of the first front wheel and the second front wheel are increased to a tenth motor torque value.

5. The method according to claim 2, characterized in that, The method of driving anti-skid control of the target vehicle's wheels according to the second control method includes: If it is determined that the target wheel includes the first front wheel, then the braking torque value of the first front wheel is increased by the second braking torque value, the motor torque value of the first rear wheel is reduced to the eleventh motor torque value, and the motor torque value of the second rear wheel is reduced to the twelfth motor torque value. If it is determined that the target wheel includes the first rear wheel, then the motor torque value of the first rear wheel is reduced to the thirteenth motor torque value, and the motor torque values ​​of the first front wheel and the second front wheel are reduced to the fourteenth motor torque value. If the target wheel is determined to include the first front wheel, the second front wheel, the first rear wheel, and the second rear wheel, then the motor torque values ​​of the first front wheel and the second front wheel are reduced to the fifteenth motor torque value, the motor torque value of the first rear wheel is reduced to the sixteenth motor torque value, and the motor torque value of the second rear wheel is reduced to the seventeenth motor torque value.

6. The method according to any one of claims 2-5, characterized in that, The method further includes: After applying anti-slip control to the wheels of the target vehicle, the second slip ratio of each wheel of the target vehicle is obtained. 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 the step of driving anti-slip control on the wheels of the target vehicle is executed; If it is determined that the second slip ratio of each wheel is less than the second preset slip ratio threshold, then the anti-slip control of the target vehicle's wheels is stopped.

7. A drive anti-slip control device, characterized in that, The device includes: The acquisition unit acquires at least one of the motor acceleration or the first slip rate of the wheels of the target vehicle, provided that none of the wheels of the target vehicle are slipping. The processing unit is configured to activate the traction control system (TCS) and perform anti-slip control on the wheels of the target vehicle if it is determined that the target wheel of the target vehicle has a slipping tendency based on at least one of the motor acceleration or the first slip rate. The step of determining that the target wheel of the target vehicle has a slipping tendency based on at least one of the motor acceleration or the first slip rate includes: 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, then it is determined that the target wheel of the target vehicle has a slipping tendency. Before activating the TCS, the following is also included: If the wheel speed sensor status, vehicle speed status, brake pedal sensor status, and accelerator pedal status meet the TCS enabling conditions, it is determined that the TCS is not faulty. The TCS enabling conditions include normal wheel speed sensor status, normal vehicle speed status, normal brake pedal status, and normal accelerator pedal status.

8. A drive anti-slip control device, characterized in that, The method includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, Used to store a computer program, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 6.

10. A vehicle, characterized in that, The vehicle includes the drive anti-skid control device as described in claim 7 or 8.

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