Wheel slip inhibition control method and device, vehicle and storage medium

Abstract

The invention provides a wheel slip suppression control method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that by obtaining the drive axle speed and the drive axle acceleration of the vehicle, a first difference value between the drive axle speed and a first preset speed and a second difference value between the drive axle speed and a second preset speed are calculated; if the first difference value is larger than a preset threshold value, it is judged that the vehicle is in a slip state, a slip torque intervention mark is activated, a target torque slope is determined according to a second difference value between the drive axle speed and a second preset speed, and a slip suppression control strategy is generated according to an intervention request torque corresponding to the target torque slope to conduct slip suppression control. According to the method, the starting time of a slip torque intervention mark can be judged by monitoring the slip state of wheels, so that after the slip torque intervention mark is started, the intervention request torque is calculated in different slip stages and output to the wheel end, and the slip rate of the wheels is reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a control method, device, vehicle, and storage medium for suppressing wheel slip in the field of vehicles. Background Art

[0002] During rapid acceleration or on a smooth road surface with low adhesion, a vehicle will inevitably experience wheel slip. Excessive wheel slip can also lead to difficult vehicle starting, resulting in abnormal tire wear and even vehicle instability. Therefore, how to accurately determine wheel slip and take effective suppression measures has become one of the key issues in improving vehicle safety and stability.

[0003] In related technologies, when wheel slip occurs, usually the ESC (Electronic Stability Control) sends an intervention request and intervention torque to the vehicle controller, and then the vehicle controller sends the intervention torque to the drive motor controller through the CAN (Controller Area Network) bus, and then the drive motor controller performs a torque reduction action according to the intervention torque to reduce wheel slip.

[0004] However, in the above method, the real-time response rate of the ESC control torque is difficult to meet the change rate of the vehicle torque, so it is impossible to control the vehicle to slip in time, and there is an easy risk of driving safety, which needs to be solved urgently. Summary of the Invention

[0005] The present application provides a control method, device, vehicle, and storage medium for suppressing wheel slip. The method can monitor the slip state of the wheel, determine the opening time of the slip torque intervention flag, and calculate the intervention request torque at different slip stages after the slip torque intervention flag is opened, and output it to the wheel end to reduce the wheel slip ratio.

[0006] In a first aspect, a control method for suppressing wheel slip is provided. The method includes: obtaining the driving axle vehicle speed and driving axle acceleration of the vehicle; calculating a first difference between the driving axle vehicle speed and a first preset vehicle speed and a second difference between the driving axle vehicle speed and a second preset vehicle speed. If the first difference is greater than a preset threshold, it is determined that the vehicle is in a slip state, and a slip torque intervention flag is activated; determining a target torque slope according to the second difference between the driving axle vehicle speed and the second preset vehicle speed, and generating a slip suppression control strategy according to the intervention request torque corresponding to the target torque slope, so as to perform slip suppression control according to the slip suppression control strategy.

[0007] Through the above technical solution, by monitoring the slipping state of the wheel, the opening timing of the slip torque intervention flag is judged. After the slip torque intervention flag is opened, the intervention request torque is calculated respectively in different slip stages and output to the wheel end to reduce the wheel slip ratio.

[0008] Combined with the first aspect, in some possible implementation manners, determining the target torque slope according to the second difference between the driving axle vehicle speed and the second preset vehicle speed, and generating a slip suppression control strategy according to the corresponding intervention request torque, includes: if the second difference is greater than the preset threshold, determining the target torque slope according to the first mapping relationship between the second difference and the driving axle acceleration; otherwise, determining the target torque slope according to the second mapping relationship between the second difference and the intervention request torque at the previous moment, where the target torque slope is an increasing torque slope or a decreasing torque slope; generating the slip suppression control strategy according to the first intervention request torque corresponding to the increasing torque slope or according to the second intervention request torque corresponding to the decreasing torque slope.

[0009] Through the above technical solution, based on the determination of the second difference and the driving axle acceleration, the driving state of the vehicle at this time can be determined and real-time torque adjustment can be performed. When the second difference > 0 and the driving axle acceleration ≥ 0, a corresponding decreasing torque slope is obtained by looking up a table based on the second difference and the driving axle acceleration for torque reduction operation, so as to reduce the wheel slip ratio, prevent and gradually correct the slipping phenomenon, and enable the wheel to gradually obtain good grip. At the same time, when the second difference > 0 and the driving axle acceleration < 0, the torque reduction action is stopped, so as to avoid excessive torque intervention and affect the driving experience of the user.

[0010] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the second difference is greater than the preset threshold, and generating the slip suppression control strategy according to the second intervention request torque corresponding to the decreasing torque slope, includes: judging whether the driving axle acceleration is greater than or equal to the preset threshold; if the driving axle acceleration is greater than or equal to the preset threshold, controlling the vehicle to perform a torque reduction action based on the second intervention request torque; if the driving axle acceleration is less than the preset threshold, controlling the vehicle to stop torque reduction and continue to maintain the current torque.

[0011] Through the above technical solution, based on the determination of the second difference and the drive axle acceleration, the driving state of the vehicle can be determined at this time, and real-time torque adjustment can be performed. When the second difference > 0 and the drive axle acceleration ≥ 0, the corresponding torque reduction slope is obtained by looking up the table based on the second difference and the drive axle acceleration for torque reduction operation, thereby reducing the slip rate of the wheels, preventing and gradually correcting the slipping phenomenon, enabling the wheels to gradually obtain good grip. At the same time, when the second difference > 0 and the drive axle acceleration < 0, the torque reduction action is stopped, so as to avoid excessive torque intervention and affect the driving experience of the user.

[0012] Combined with the first aspect and the above implementation manner, in some possible implementation manners, the determining the target torque slope according to the second mapping relationship between the second difference and the intervention request torque at the previous moment includes: determining whether the drive axle acceleration is less than or equal to the preset threshold; if the drive axle acceleration is less than or equal to the preset threshold, determining the torque increase slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a torque increase action based on the first intervention request torque corresponding to the torque increase slope; if the drive axle acceleration is greater than the preset threshold, determining the torque reduction slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

[0013] Through the above technical solution, torque increase or torque reduction control is performed based on the positive and negative conditions of the second difference and the drive axle acceleration, so as to ensure that the vehicle can operate safely and efficiently, provide a good driving experience, and at the same time ensure that the vehicle can maintain the best driving performance and safety under various driving conditions.

[0014] Combined with the first aspect and the above implementation manner, in some possible implementation manners, after controlling the vehicle to perform a torque increase action based on the first intervention request torque corresponding to the torque increase slope, it further includes: determining whether the drive axle acceleration continues to be less than or equal to the preset threshold; if the drive axle acceleration continues to be less than or equal to the preset threshold, determining whether the first intervention request torque is greater than the vehicle request torque; if the first intervention request torque is greater than the vehicle request torque, closing the slipping torque intervention flag.

[0015] Through the above technical solution, when the second difference ≤ 0, the drive axle acceleration ≤ 0, and the first intervention request torque is greater than the vehicle request torque, it indicates that the amount of torque that the system attempts to reduce exceeds the current required power output at this time. Completely executing according to the intervention request may cause the vehicle to lose necessary power, thus seriously affecting driving safety and driving experience. Therefore, the slip torque intervention flag is turned off to prevent insufficient vehicle power caused by excessive intervention, and at the same time ensure that the system can flexibly respond to various complex driving scenarios, ultimately achieving the purpose of improving driving safety and optimizing driving experience.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, after determining whether the drive axle acceleration continues to be less than or equal to the preset threshold, it further includes: if the drive axle acceleration is greater than the preset threshold, continue to execute the step of determining the torque reduction slope based on the second difference and the intervention request torque at the previous moment, and controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

[0017] Through the above technical solution, based on the phenomenon that the actual operating state of the vehicle is unstable or slipping, the torque is appropriately reduced to prevent the vehicle from slipping more severely and ensure the stable operation of the vehicle.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, after controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, it further includes: determining whether a third difference between the drive axle vehicle speed after torque control and the second preset vehicle speed is greater than the preset threshold; if the third difference is greater than the preset threshold, use the third difference as the second difference, and execute the step of determining the target torque slope according to the first mapping relationship between the second difference and the drive axle acceleration, otherwise, continue to execute the step of determining whether the drive axle acceleration is less than or equal to the preset threshold.

[0019] Through the above technical solution, when the second difference is greater than 0, it indicates that the vehicle may have a high risk of slipping. At this time, performing a torque reduction operation helps to prevent slipping, improve the stability and safety of the vehicle, and optimize the overall driving experience.

[0020] In a second aspect, a control device for suppressing wheel slip is provided, and the device includes:

[0021] An acquisition module, configured to acquire the drive axle vehicle speed and drive axle acceleration of the vehicle;

[0022] A calculation module, configured to calculate a first difference between the drive axle vehicle speed and a first preset vehicle speed and a second difference between the drive axle vehicle speed and a second preset vehicle speed. If the first difference is greater than the preset threshold, it is determined that the vehicle is in a slipping state, and a slip torque intervention flag is activated;

[0023] A control module, configured to determine a target torque slope according to a second difference between the driving axle vehicle speed and the second preset vehicle speed, and generate an anti-slip control strategy according to an intervention request torque corresponding to the target torque slope, so as to perform anti-slip control according to the anti-slip control strategy.

[0024] In combination with the second aspect, in some possible implementation manners, the control module includes:

[0025] A determination unit, configured to determine the target torque slope according to a first mapping relationship between the second difference and the driving axle acceleration if the second difference is greater than the preset threshold, otherwise, determine the target torque slope according to a second mapping relationship between the second difference and the intervention request torque at the previous moment, where the target torque slope is an upward torque slope or a downward torque slope;

[0026] A generation unit, configured to generate the anti-slip control strategy according to a first intervention request torque corresponding to the upward torque slope or according to a second intervention request torque corresponding to the downward torque slope.

[0027] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the generation unit includes:

[0028] A first judgment sub-unit, configured to judge whether the driving axle acceleration is greater than or equal to the preset threshold;

[0029] A first control sub-unit, configured to control the vehicle to perform a torque reduction action based on the second intervention request torque if the driving axle acceleration is greater than or equal to the preset threshold;

[0030] A second control sub-unit, configured to control the vehicle to stop torque reduction and continue to maintain the current torque if the driving axle acceleration is less than the preset threshold.

[0031] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the determination unit includes:

[0032] A second judgment sub-unit, configured to judge whether the driving axle acceleration is less than or equal to the preset threshold;

[0033] A third control sub-unit, if the driving axle acceleration is less than or equal to the preset threshold, determines the upward torque slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform an upward torque action based on the first intervention request torque corresponding to the upward torque slope;

[0034] The fourth control subunit, if the drive axle acceleration is greater than the preset threshold, determines the torque reduction slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

[0035] Combined with the second aspect and the above implementation manners, in some possible implementation manners, after controlling the vehicle to perform a torque increase action based on the first intervention request torque corresponding to the torque increase slope, the third control subunit further includes:

[0036] The first judgment component is used to judge whether the drive axle acceleration continues to be less than or equal to the preset threshold;

[0037] The second judgment component is used to judge whether the first intervention request torque is greater than the vehicle request torque if the drive axle acceleration continues to be less than or equal to the preset threshold;

[0038] The third judgment component is used to turn off the slip torque intervention flag if the first intervention request torque is greater than the vehicle request torque.

[0039] Combined with the second aspect and the above implementation manners, in some possible implementation manners, after judging whether the drive axle acceleration continues to be less than or equal to the preset threshold, the first judgment component further includes:

[0040] The control component is used to continue to execute the steps of determining the torque reduction slope based on the second difference and the intervention request torque at the previous moment and controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope if the drive axle acceleration is greater than the preset threshold.

[0041] Combined with the second aspect and the above implementation manners, in some possible implementation manners, after controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, the fourth control subunit further includes:

[0042] The fourth judgment component judges whether the third difference between the drive axle vehicle speed after torque control and the second preset vehicle speed is greater than the preset threshold;

[0043] The fifth judgment component, if the third difference is greater than the preset threshold, uses the third difference as the second difference and executes the step of determining the target torque slope according to the first mapping relationship between the second difference and the drive axle acceleration, otherwise, continues to execute the step of judging whether the drive axle acceleration is less than or equal to the preset threshold.

[0044] In a third aspect, a vehicle is provided, including the control method for wheel slip suppression described in the above embodiments.

[0045] Fourthly, a computer program product is provided, which includes computer program code that, when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect described above.

[0046] Fifthly, a computer-readable storage medium is provided, which stores computer program code that, when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect described above. Description of the Drawings

[0047] Figure 1 It is a schematic flowchart of the control method for wheel slip suppression provided by the embodiment of the present application;

[0048] Figure 2 It is a schematic flowchart of the slip timing judgment and intervention torque calculation for slip suppression in an embodiment of the present application;

[0049] Figure 3 It is a schematic block diagram of the control device for wheel slip suppression provided by the embodiment of the present application;

[0050] Figure 4 It is a schematic structural diagram of the vehicle provided by the embodiment of the present application. Detailed Embodiments

[0051] Next, the technical solutions in the present application will be clearly and elaborately described with reference to the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0052] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0053] With the popularization of new energy vehicles, there are significant differences between their power systems and traditional internal combustion engine vehicles, which has led to changes in driving characteristics. Among them, the high torque output characteristic of the electric drive system not only provides acceleration performance but also brings the problem that the wheels are more likely to slip. This problem is particularly obvious during starting, sudden acceleration, or on slippery roads. To avoid the problem of vehicle acceleration slip, usually, the ESC monitors the wheel slip rate using the wheel speed. When the wheels slip excessively, the ESC first sends an intervention request and intervention torque to the vehicle controller. The vehicle controller then sends the intervention torque to the drive motor controller through the CAN bus, and the drive motor controller reduces the output torque. After the output torque is reduced, the wheel speed will also decrease, thus avoiding vehicle slip. However, the above method still has the following problems:

[0054] (1) The torque control time of the ESC is about 100 ms, and it performs well on traditional fuel vehicles (for traditional fuel vehicles, the vehicle power depends on the engine output, and the torque changes smoothly and is not prone to sudden changes). However, on new energy vehicles, since the motor accelerates very quickly and the torque changes extremely fast, when the traditional ESC starts torque control, the wheels have often slipped for some time, making it impossible to accurately monitor the slip rate of the four wheels, resulting in the reaction rate of the ESC being difficult to meet the torque change rate of new energy vehicles;

[0055] (2) The power output during acceleration and starting of traditional fuel vehicles is progressive. The common torque transmission path needs to pass through the torque converter, transmission, differential, and output shaft. The power transmission speed is slower than that of new energy vehicles, and there is a torque converter as a buffer in the torque transmission path, so the driving wheels slip less frequently; for new energy vehicles, due to the simple structure of the transmission of new energy vehicles, the motor power is directly transmitted to the driving wheels through a simple speed-changing structure, and the torque is transmitted quickly. The driving wheels can obtain a large driving force when starting, especially when accelerating with a large throttle on a low-adhesion road surface, the driving wheels will quickly slip.

[0056] Therefore, based on the above existing problems, it is necessary to judge the wheel slip situation in advance and take effective suppression measures to suppress wheel slip to improve vehicle safety and stability.

[0057] Figure 1 It is a schematic flowchart of a control method for suppressing wheel slip provided by an embodiment of the present application.

[0058] Exemplarily, as Figure 1 shown, the method includes:

[0059] In step S101, obtain the driving axle vehicle speed and driving axle acceleration of the vehicle.

[0060] Specifically, to avoid interference from various factors such as road surface condition changes and driving behaviors, which may cause wheel slippage, affecting vehicle handling stability, or even reducing vehicle safety and increasing the driving safety risk for users, it is necessary to accurately determine the wheel slippage intervention timing and take effective suppression measures. Therefore, to address the problem of insufficient ESC response rate, the active anti-skid control function adopted in the embodiments of this application embeds an independent torque control algorithm in the original motor controller MCU (Microcontroller Unit) in a packaged manner, and by calculating the vehicle body speed in real time, monitoring the wheel slippage state, accurately determining the wheel slippage timing, enabling the slippage torque intervention flag, and calculating the intervention torque separately according to different slippage stages, thereby effectively reducing the wheel slip ratio. Moreover, the torque control is no longer distributed through the vehicle controller and the ESC system, thus shortening the control cycle (from 100 ms to 10 ms).

[0061] Specifically, first, the wheel speed sensors collect the vehicle speed information and acceleration information of the four wheels in real time, and obtain the vehicle body reference speed based on the collected vehicle speed information and acceleration information of the four wheels. Second, obtain the first offset value (offset value 1) and the second offset value (offset value 2) based on the vehicle speed, then add the vehicle body reference speed and the first offset value to obtain the first preset speed (preset speed 1), that is, preset speed 1 = vehicle body reference speed + offset value 1, and add the vehicle body reference speed and the second offset value to obtain the second preset speed (preset speed 2), that is, preset speed 2 = vehicle body reference speed + offset value 2, and preset speed 1 is greater than preset speed 2. Third, obtain the drive axle speed and drive axle acceleration of the vehicle. Among them, the drive axle speed is obtained by converting the drive axle motor speed, transmission ratio, drive axle reduction ratio, and wheel radius, that is, (motor speed × 60 × tire rolling radius (m)) / (transmission ratio × drive axle motor speed × 1000 × 2π), or calculated by the average value of the measured values of the drive axle left and right wheel speed sensors. The specific calculation method can be selected according to different vehicle models and will not be specifically limited here.

[0062] It should be noted that both the offset value 1 and the offset value 2 in the embodiments of this application are obtained through calibration tests under the ice surface skidding condition of the vehicle. Since the ice surface skidding condition test is the most difficult, if the test is successful under the ice surface skidding condition, it indicates that the offset value 1 and the offset value 2 can also be applicable to other low adhesion road surface conditions. At the same time, the preset speed 1 obtained by adding the calibrated offset value 1 in the embodiments of this application to the vehicle body reference speed will neither cause vehicle yaw nor false triggering when the vehicle is not skidding. Similarly, the preset speed 2 obtained by adding the offset value 2 to the vehicle body reference speed will neither cause vehicle yaw nor false triggering when the vehicle is not skidding.

[0063] In step S102, calculate the first difference between the drive axle vehicle speed and the first preset vehicle speed and the second difference between the drive axle vehicle speed and the second preset vehicle speed. If the first difference is greater than the preset threshold, it is determined that the vehicle is in a skidding state, and the skidding torque intervention flag is activated.

[0064] The preset threshold can be set by those skilled in the art according to actual skidding suppression test requirements, or obtained through a limited number of computer simulations, and no specific limitation is made here.

[0065] Specifically, as Figure 2 shown, after obtaining the drive axle vehicle speed, preset vehicle speed 1, and preset vehicle speed 2 of the vehicle, further calculate the first difference Δ1 between the drive axle vehicle speed and preset vehicle speed 1, that is, Δ1 = V 驱动桥车速 - V 预设车速 1, and the second difference Δ2 between the drive axle vehicle speed and preset vehicle speed 2, that is, Δ2 = V 驱动桥车速 - V 预设车速 2. Then, judge the first difference Δ1 to determine whether the vehicle is in a skidding state. If the first difference Δ1 is greater than the preset threshold (for example, 0), that is, when Δ1 > 0, it can be determined that the vehicle is in a skidding state. At this time, it is necessary to activate the skidding torque intervention flag to suppress the skidding of the vehicle, so as to restore the normal contact between the wheels and the ground and increase the driving stability of the vehicle. If the first difference Δ1 is less than or equal to the preset threshold, that is, when Δ1 ≤ 0, it can be determined that the vehicle is not in a skidding state, and there is no need to activate the skidding torque intervention flag, and the vehicle still travels at the current vehicle speed.

[0066] Thus, when it is determined that the wheels are skidding through the first difference Δ1 between the drive axle vehicle speed and preset vehicle speed 1, the skidding torque intervention flag can be activated in time to cope with the skidding conditions in different stages, thereby ensuring the safety and controllability of the vehicle.

[0067] In step S103, determine the target torque slope according to the second difference between the drive axle vehicle speed and the second preset vehicle speed, and generate a skidding suppression control strategy according to the intervention request torque corresponding to the target torque slope, so as to perform skidding suppression control according to the skidding suppression control strategy.

[0068] Optionally, in an embodiment of the present application, a target torque slope is determined according to a second difference between the driving axle vehicle speed and a second preset vehicle speed, and a slip suppression control strategy is generated according to a corresponding intervention request torque, including: if the second difference is greater than a preset threshold, determining the target torque slope according to a first mapping relationship between the second difference and the driving axle acceleration; otherwise, determining the target torque slope according to a second mapping relationship between the second difference and the intervention request torque at the previous moment, where the target torque slope is a torque increasing slope or a torque decreasing slope; generating a slip suppression control strategy according to a first intervention request torque corresponding to the torque increasing slope or a second intervention request torque corresponding to the torque decreasing slope.

[0069] Optionally, in an embodiment of the present application, the second difference is greater than a preset threshold, and a slip suppression control strategy is generated according to a second intervention request torque corresponding to the torque decreasing slope, including: determining whether the driving axle acceleration is greater than or equal to a preset threshold; if the driving axle acceleration is greater than or equal to the preset threshold, controlling the vehicle to perform a torque decreasing action based on the second intervention request torque; if the driving axle acceleration is less than the preset threshold, controlling the vehicle to stop decreasing the torque and continue to maintain the current torque.

[0070] Specifically, as Figure 2 shown, after determining that the vehicle is in a slipping state and activating the slip torque intervention flag, the second difference △2 and the driving axle acceleration a 驱动桥 are further determined, and the target torque slope is obtained by looking up Table 1 based on the second difference △2 and a 驱动桥 , where this table is obtained through a large number of test measurements on road surfaces such as ice, compacted snow, soft snow, dirt road, gravel road, sand, and mud, which represent different adhesion coefficients.

[0071] Specifically, if the second difference △2 is greater than a preset threshold (such as 0) and the driving axle acceleration is greater than or equal to a preset threshold (such as 0), that is, △2>0 and a 驱动桥 ≥0, at this time, the target torque slope can be determined according to the first mapping relationship between the second difference △2 and a 驱动桥 . Since the vehicle is in a slipping state at this time, the target torque slope determined based on the first mapping relationship between the second difference △2 and a 驱动桥 is a torque decreasing slope. Thus, a slip suppression control strategy is generated according to the second intervention request torque corresponding to the torque decreasing slope, and the vehicle is controlled to perform a torque decreasing action based on the second intervention request torque to perform slip suppression control on the vehicle.

[0072] Furthermore, if the second difference △2 is greater than a preset threshold (such as 0) and the driving axle acceleration is less than a preset threshold (such as 0), that is, △2>0 and a 驱动桥When < 0, it indicates that although the vehicle is in a skidding state, the drive axle speed is continuously decreasing at this time, that is, the vehicle or some of its components are decelerating. At this time, the torque reduction operation can be stopped and the current torque can be maintained to avoid excessive torque intervention and affect the user's driving experience.

[0073] Among them, the above first mapping relationship can be obtained from Table 1. That is to say, when △2 > 0 and a 驱动桥 ≥ 0, the corresponding torque reduction slope can be obtained by looking up Table 1 based on the second difference △2 and a 驱动桥

[0074] Table 1

[0075]

[0076]

[0077] For example, as shown in Table 1, when △2 = 10 and a 驱动桥 = 50, the corresponding torque reduction slope at this time is 0.1. Thus, a skid suppression control strategy can be generated based on the second intervention request torque corresponding to this torque reduction slope, and the vehicle can be controlled to perform a torque reduction operation based on the second intervention request torque, so as to perform skid suppression control on the vehicle. Among them, as can be seen from Table 1, the larger △2 is, the larger the torque reduction slope is, and the larger a 驱动桥 is, the larger the torque reduction slope is.

[0078] Therefore, based on the determination of the second difference △2 and a 驱动桥 , the driving state of the vehicle at this time can be determined, and real-time torque adjustment can be performed. When △2 > 0 and a 驱动桥 ≥ 0, the corresponding torque reduction slope is obtained by looking up Table 1 based on the second difference △2 and a 驱动桥 to perform a torque reduction operation, so as to reduce the slip ratio of the wheel, prevent and gradually correct the skidding phenomenon, and gradually enable the wheel to obtain good grip. At the same time, when △2 > 0 and a 驱动桥 < 0, the torque reduction operation is stopped, so as to avoid excessive torque intervention and affect the user's driving experience.

[0079] Optionally, in an embodiment of the present application, determining the target torque slope according to the second mapping relationship between the second difference and the intervention request torque at the previous moment includes: judging whether the drive axle acceleration is less than or equal to a preset threshold; if the drive axle acceleration is less than or equal to the preset threshold, determining an up-torque slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform an up-torque operation based on the first intervention request torque corresponding to the up-torque slope; if the drive axle acceleration is greater than the preset threshold, determining a down-torque slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a down-torque operation based on the second intervention request torque corresponding to the down-torque slope. ​

[0080] Specifically, if the second difference △2 is less than or equal to a preset threshold (e.g., 0), that is, when △2 ≤ 0, it indicates that the vehicle speed is gradually decreasing, but the vehicle still has the risk of continued skidding. Therefore, it is necessary to further control the vehicle to increase or decrease the torque according to the positive or negative value of a 驱动桥 to perform torque increase or torque reduction control on the vehicle.

[0081] Specifically, as Figure 2 shown, if the drive axle acceleration is less than or equal to the preset threshold, that is, a 驱动桥 ≤ 0, it indicates that the actual driving speed of the vehicle is lower than the driving speed set by the system. At this time, in order to make the vehicle reach the preset vehicle speed again, it may be necessary to increase the power output. Therefore, the target torque slope can be determined according to the second mapping relationship between the second difference and the intervention request torque at the previous moment. Since torque needs to be increased, this target torque slope is an up-torque slope. A skid suppression control strategy is generated according to the first intervention request torque corresponding to the up-torque slope, so as to control the vehicle to perform an up-torque action.

[0082] It should be noted that the above second mapping relationship can be obtained through Table 2. That is to say, when △2 ≤ 0 and a 驱动桥 ≤ 0, the corresponding up-torque slope can be obtained by looking up Table 2 based on the second difference △2 and the intervention request torque at the previous moment.

[0083] Table 2

[0084]

[0085] Among them, this table is obtained through a large number of experimental tests on road surfaces with different adhesion coefficients such as ice surfaces, compacted snow surfaces, soft snow surfaces, dirt roads, gravel roads, sandy roads, and muddy roads.

[0086] Furthermore, if the drive axle acceleration is greater than the preset threshold, that is, a 驱动桥 > 0, at this time, it indicates that the actual driving speed of the vehicle is lower than the driving speed set by the system, but the vehicle is still moving forward, that is, the vehicle is decelerating but not reaching the expected speed to prevent the vehicle from skidding again or accelerating excessively. At this time, the target torque slope can be determined according to the second mapping relationship between the second difference △2 and the intervention request torque at the previous moment. Therefore, in order to make the vehicle continue to decelerate, this target torque slope is a down-torque slope. Thus, a skid suppression control strategy is generated according to the second intervention request torque corresponding to the down-torque slope, so as to control the vehicle to perform a down-torque action.

[0087] It should be noted that the above second mapping relationship can be obtained through Table 3. That is to say, when △2 ≤ 0 and a 驱动桥 > 0, the corresponding down-torque slope can be obtained by looking up Table 3 based on the second difference △2 and the intervention request torque at the previous moment.

[0088] Table 3

[0089]

[0090] Among them, this table is obtained through a large number of test measurements on road surfaces with different adhesion coefficients, such as ice surfaces, compacted snow surfaces, soft snow surfaces, dirt roads, gravel roads, sandy soils, and muddy soils.

[0091] Therefore, based on the second difference △2 and the positive or negative situation of a 驱动桥 torque increase or decrease control is performed, so as to ensure that the vehicle can operate safely and efficiently, provide a good driving experience, and also ensure that the vehicle can maintain the best driving performance and safety under various driving conditions.

[0092] Optionally, in an embodiment of the present application, after controlling the vehicle to perform a torque increase action based on the first intervention request torque corresponding to the torque increase slope, it further includes: determining whether the drive axle acceleration continues to be less than or equal to a preset threshold; if the drive axle acceleration continues to be less than or equal to the preset threshold, determining whether the first intervention request torque is greater than the vehicle request torque; if the first intervention request torque is greater than the vehicle request torque, turning off the slip torque intervention flag.

[0093] Specifically, as Figure 2 shown, after generating a slip suppression control strategy according to the first intervention request torque corresponding to the torque increase slope and controlling the vehicle to perform a torque increase action, at this time, to avoid too large a difference between the actual driving speed of the vehicle and the driving speed set by the system, it is necessary to further determine whether a 驱动桥 is still less than or equal to the preset threshold, that is, a 驱动桥 ≤0. If a 驱动桥 ≤0 at this time and the first intervention request torque is greater than the vehicle request torque, it means that there is no longer a slip risk for the vehicle at this time. Therefore, to ensure the user's driving experience, the slip torque intervention flag is turned off to make the vehicle return to the normal driving state, where the vehicle request torque is the execution torque requested by the vehicle controller for the motor at the same moment when suppressing vehicle slip.

[0094] Therefore, when △2≤0 and a 驱动桥 ≤0 and the first intervention request torque is greater than the vehicle request torque, it indicates that the amount of torque that the system attempts to reduce exceeds the current required power output at this time. Completely executing according to the intervention request may cause the vehicle to lose the necessary power, thus seriously affecting driving safety and the driving experience. Therefore, the slip torque intervention flag is turned off to prevent insufficient vehicle power caused by excessive intervention, and at the same time ensure that the system can flexibly respond to various complex driving scenarios, ultimately achieving the purpose of improving driving safety and optimizing the driving experience.

[0095] Optionally, in an embodiment of the present application, after determining whether the drive axle acceleration continues to be less than or equal to a preset threshold, it further includes: if the drive axle acceleration is greater than the preset threshold, continue to execute the step of determining the torque reduction slope based on the second difference and the intervention request torque at the previous moment, and controlling the vehicle to execute a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

[0096] Specifically, as Figure 2 shown, if after controlling the vehicle to execute a torque increase action based on the first intervention request torque corresponding to the torque increase slope, if the drive axle acceleration is still greater than the preset threshold, that is, a 驱动桥 > 0, at this time, it indicates that the vehicle still has a risk of slipping again or over-accelerating. Therefore, the target torque slope can be continuously determined based on the second mapping relationship between the second difference △2 and the intervention request torque at the previous moment. At this time, to make the vehicle continue to decelerate, the target torque slope is the torque reduction slope, so as to generate a slip suppression control strategy according to the second intervention request torque corresponding to the torque reduction slope, and thus control the vehicle to execute a torque reduction action.

[0097] It should be noted that at this time, the vehicle still has a risk of slipping again or over-accelerating, but the second difference △2 is still in a state of being less than the preset threshold, indicating that the slipping risk of the vehicle is not high or there may be situations that may cause slipping or other unstable states. Therefore, the torque reduction slope is still obtained by looking up Table 3 based on the second difference △2 and the intervention request torque at the previous moment.

[0098] Therefore, based on the fact that the actual running state of the vehicle has unstable or slipping phenomena, the torque is appropriately reduced to prevent the vehicle from slipping more severely and ensure the stable operation of the vehicle.

[0099] Optionally, in an embodiment of the present application, after controlling the vehicle to execute a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, it further includes: determining whether the third difference between the drive axle vehicle speed after torque control and the second preset vehicle speed is greater than the preset threshold; if the third difference is greater than the preset threshold, use the third difference as the second difference, and execute the step of determining the target torque slope according to the first mapping relationship between the second difference and the drive axle acceleration, otherwise, continue to execute the step of determining whether the drive axle acceleration is less than or equal to the preset threshold.

[0100] Specifically, as Figure 2As shown, after the vehicle performs a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, if the third difference between the vehicle speed of the drive axle after torque control and the second preset vehicle speed is still greater than the preset threshold at this time, it indicates that the skidding risk of the vehicle is relatively high, and there is a traffic safety risk if it continues to drive. Therefore, it is necessary to continue the torque reduction operation. At this time, the third difference can be used as the second difference, and the step of determining the target torque slope according to the first mapping relationship between the second difference and the drive axle acceleration is returned again. That is to say, from the second difference △2 and a 驱动桥 Obtain the first mapping relationship according to Table 1 and determine the torque reduction slope, so as to generate a skidding suppression control strategy based on the second intervention request torque corresponding to the torque reduction slope, and control the vehicle to perform a torque reduction action based on the second intervention request torque to perform skidding suppression control on the vehicle.

[0101] Furthermore, after the vehicle performs a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, if the second difference △2 ≤ 0 at this time, it indicates that the vehicle speed is gradually decreasing, but the vehicle still has the risk of continuing to skid. Therefore, it is necessary to return to continue the step of judging whether the drive axle acceleration is less than or equal to the preset threshold, that is, further according to a 驱动桥 The positive and negative values of perform torque increase or torque reduction control on the vehicle. The specific determination process has been discussed in the above embodiments. To avoid redundancy, it will not be elaborated here in detail.

[0102] Thus, when the second difference △2 is greater than 0, it indicates that the vehicle may have a relatively high skidding risk. At this time, performing a torque reduction operation helps to prevent skidding, improve the stability and safety of the vehicle, and optimize the overall driving experience.

[0103] Based on the description of the above specific embodiments, the embodiments of the present application can achieve the following beneficial effects:

[0104] (1) The present application can accurately judge the timing of skidding start according to the vehicle speed collected by the sensor, thereby improving the accuracy of skidding suppression and reducing safety risks;

[0105] (2) Compared with the ESC control system, the present application can be implemented in the motor controller, perform signal processing and calculation in the motor controller, thereby reducing the time of signal transmission between multiple controllers and suppressing wheel skidding earlier;

[0106] (3) The present application can accurately calculate the torque boundary of skidding, and while suppressing wheel skidding, improve the power performance of the vehicle.

[0107] In summary, according to the control method for wheel slip suppression in the embodiments of the present application, by obtaining the drive axle vehicle speed and drive axle acceleration of the vehicle, calculating the first difference between the drive axle vehicle speed and the first preset vehicle speed and the second difference between the drive axle vehicle speed and the second preset vehicle speed, if the first difference is greater than the preset threshold, it is determined that the vehicle is in a slip state, and the slip torque intervention flag is activated. The target torque slope is determined according to the second difference between the drive axle vehicle speed and the second preset vehicle speed, and a slip suppression control strategy is generated according to the intervention request torque corresponding to the target torque slope for slip suppression control. This method can monitor the slip state of the wheels, determine the opening timing of the slip torque intervention flag, and calculate the intervention request torque respectively in different slip stages after the slip torque intervention flag is opened and output it to the wheel end to reduce the wheel slip ratio.

[0108] Figure 3 It is a schematic structural diagram of a control device for wheel slip suppression provided by an embodiment of the present application.

[0109] Exemplarily, as Figure 3 shown, the device may include: an acquisition module 100, a calculation module 200, and a control module 300.

[0110] The acquisition module 100 is configured to acquire the drive axle vehicle speed and drive axle acceleration of the vehicle;

[0111] The calculation module 200 is configured to calculate the first difference between the drive axle vehicle speed and the first preset vehicle speed and the second difference between the drive axle vehicle speed and the second preset vehicle speed. If the first difference is greater than the preset threshold, it is determined that the vehicle is in a slip state, and the slip torque intervention flag is activated;

[0112] The control module 300 is configured to determine the target torque slope according to the second difference between the drive axle vehicle speed and the second preset vehicle speed, and generate a slip suppression control strategy according to the intervention request torque corresponding to the target torque slope, so as to perform slip suppression control according to the slip suppression control strategy.

[0113] Optionally, in an embodiment of the present application, the control module 300 includes:

[0114] A determination unit, configured to determine the target torque slope according to the first mapping relationship between the second difference and the drive axle acceleration if the second difference is greater than the preset threshold, otherwise, determine the target torque slope according to the second mapping relationship between the second difference and the intervention request torque at the previous moment, where the target torque slope is an up-torque slope or a down-torque slope;

[0115] A generation unit, configured to generate a slip suppression control strategy according to the first intervention request torque corresponding to the up-torque slope or the second intervention request torque corresponding to the down-torque slope.

[0116] Optionally, in an embodiment of the present application, the generating unit includes:

[0117] A first judgment subunit, configured to judge whether the drive axle acceleration is greater than or equal to a preset threshold;

[0118] A first control subunit, configured to, if the drive axle acceleration is greater than or equal to the preset threshold, control the vehicle to perform a torque reduction action based on a second intervention request torque;

[0119] A second control subunit, configured to, if the drive axle acceleration is less than the preset threshold, control the vehicle to stop torque reduction and continue to maintain the current torque.

[0120] Optionally, in an embodiment of the present application, the determining unit includes:

[0121] A second judgment subunit, configured to judge whether the drive axle acceleration is less than or equal to a preset threshold;

[0122] A third control subunit, if the drive axle acceleration is less than or equal to the preset threshold, determines an up-torque slope based on a second difference and an intervention request torque at the previous moment, and controls the vehicle to perform an up-torque action based on a first intervention request torque corresponding to the up-torque slope;

[0123] A fourth control subunit, if the drive axle acceleration is greater than the preset threshold, determines a down-torque slope based on a second difference and an intervention request torque at the previous moment, and controls the vehicle to perform a down-torque action based on a second intervention request torque corresponding to the down-torque slope.

[0124] Optionally, in an embodiment of the present application, after controlling the vehicle to perform an up-torque action based on a first intervention request torque corresponding to the up-torque slope, the third control subunit further includes:

[0125] A first judgment component, configured to judge whether the drive axle acceleration continues to be less than or equal to the preset threshold;

[0126] A second judgment component, configured to, if the drive axle acceleration continues to be less than or equal to the preset threshold, judge whether the first intervention request torque is greater than the vehicle request torque;

[0127] A third judgment component, configured to, if the first intervention request torque is greater than the vehicle request torque, turn off the slip torque intervention flag.

[0128] Optionally, in an embodiment of the present application, after judging whether the drive axle acceleration continues to be less than or equal to the preset threshold, the first judgment component further includes:

[0129] A control subunit, configured to, if the drive axle acceleration is greater than a preset threshold, continue to execute the steps of determining a torque reduction slope based on a second difference and an intervention request torque at the previous moment, and controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

[0130] Optionally, in an embodiment of the present application, after controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, the fourth control subunit further includes:

[0131] A fourth judgment component, configured to judge whether a third difference between the drive axle vehicle speed after torque control and a second preset vehicle speed is greater than a preset threshold;

[0132] A fifth judgment component, configured to, if the third difference is greater than the preset threshold, use the third difference as the second difference, and execute the step of determining a target torque slope according to a first mapping relationship between the second difference and the drive axle acceleration; otherwise, continue to execute the step of judging whether the drive axle acceleration is less than or equal to the preset threshold.

[0133] In summary, for the control device for wheel slip suppression according to the embodiment of the present application, by obtaining the drive axle vehicle speed and drive axle acceleration of the vehicle, calculating a first difference between the drive axle vehicle speed and a first preset vehicle speed and a second difference between the drive axle vehicle speed and a second preset vehicle speed, if the first difference is greater than the preset threshold, it is determined that the vehicle is in a slip state, and a slip torque intervention flag is activated. A target torque slope is determined according to the second difference between the drive axle vehicle speed and the second preset vehicle speed, and a slip suppression control strategy is generated according to the intervention request torque corresponding to the target torque slope for slip suppression control. This method can monitor the slip state of the wheels, judge the opening time of the slip torque intervention flag, so as to calculate the intervention request torque respectively at different slip stages after the slip torque intervention flag is opened, and output it to the wheel end to reduce the wheel slip ratio.

[0134] Figure 4 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0135] It should be understood that the method introduced above can be applied to Figure 4 the vehicle with the structure shown.

[0136] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor. The memory stores executable program code, and the processor is configured to call and execute the executable program code to execute the wheel slip suppression control method provided by the embodiment of the present application.

[0137] Furthermore, the device further includes: a communication interface 403, configured for communication between the memory 401 and the processor 402.

[0138] In this embodiment, the device can be divided into functional modules according to the above method examples. For example, it can correspond to each functional module, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative and is only a logical function division. There can be other division methods in actual implementation.

[0139] It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module and will not be elaborated here.

[0140] It should be understood that the device provided in this embodiment is used to execute the above control method for wheel slip suppression, so the same effect as the above implementation method can be achieved.

[0141] In the case of adopting an integrated unit, the device can include a processing module and a storage module. Among them, when the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute mutual program codes, etc.

[0142] Among them, the processing module can be a processor 402 or a controller, which can implement or execute various exemplary logic blocks, modules and circuits described in combination with the disclosure of this application. The processor 402 can also be a combination that realizes computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory 401.

[0143] In addition, the device provided in the embodiment of this application can specifically be a chip, a component or a module. The chip can include a connected processor 402 and a memory 401; among them, the memory 401 is used to store instructions. When the processor calls and executes the instructions, the chip can execute the control method for wheel slip suppression provided in the above embodiment.

[0144] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, it causes the computer to execute the above relevant method steps to implement a control method for wheel slip suppression provided in the above embodiment.

[0145] This embodiment also provides a computer program product. When the computer program product runs on a computer, it causes the computer to execute the above relevant steps to implement a control method for wheel slip suppression provided in the above embodiment.

[0146] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0147] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the division of the above function modules is used as an example. In actual applications, the above functions can be allocated to different function modules according to needs, that is, the internal structure of the device is divided into different function modules to complete all or part of the functions described above.

[0148] In the embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0149] The above content is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in this application, and all should be covered by the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

1. A control method for suppressing wheel slip, characterized in that, The method includes: Obtaining the vehicle's drive axle speed and drive axle acceleration; Calculating a first difference between the drive axle speed and a first preset speed and a second difference between the drive axle speed and a second preset speed. If the first difference is greater than a preset threshold, it is determined that the vehicle is in a slipping state, and a slipping torque intervention flag is activated; Determining a target torque slope based on the second difference between the drive axle speed and the second preset speed, and generating a slipping suppression control strategy based on the intervention request torque corresponding to the target torque slope, so as to perform slipping suppression control according to the slipping suppression control strategy.

2. The method according to claim 1, wherein The determining the target torque slope based on the second difference between the drive axle speed and the second preset speed, and generating a slipping suppression control strategy based on the corresponding intervention request torque includes: If the second difference is greater than the preset threshold, determining the target torque slope according to a first mapping relationship between the second difference and the drive axle acceleration; otherwise, determining the target torque slope according to a second mapping relationship between the second difference and the intervention request torque at the previous moment, where the target torque slope is a torque increasing slope or a torque decreasing slope; Generating the slipping suppression control strategy according to the first intervention request torque corresponding to the torque increasing slope or according to the second intervention request torque corresponding to the torque decreasing slope.

3. The method according to claim 2, wherein When the second difference is greater than the preset threshold, the generating the slipping suppression control strategy according to the second intervention request torque corresponding to the torque decreasing slope includes: Judging whether the drive axle acceleration is greater than or equal to the preset threshold; If the drive axle acceleration is greater than or equal to the preset threshold, controlling the vehicle to perform a torque decreasing action based on the second intervention request torque; If the drive axle acceleration is less than the preset threshold, controlling the vehicle to stop decreasing the torque and continue to maintain the current torque.

4. The method according to claim 2, characterized in that, The determining the target torque slope according to the second mapping relationship between the second difference and the intervention request torque at the previous moment includes: Judging whether the drive axle acceleration is less than or equal to the preset threshold; If the drive axle acceleration is less than or equal to the preset threshold, determining the torque increasing slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a torque increasing action based on the first intervention request torque corresponding to the torque increasing slope; If the drive axle acceleration is greater than the preset threshold, determining the torque decreasing slope based on the second difference and the intervention request torque at the previous moment, so as to control the vehicle to perform a torque decreasing action based on the second intervention request torque corresponding to the torque decreasing slope.

5. The method according to claim 4, wherein After controlling the vehicle to perform a torque increasing action based on the first intervention request torque corresponding to the torque increasing slope, it further includes: Judging whether the drive axle acceleration continues to be less than or equal to the preset threshold; If the drive axle acceleration continues to be less than or equal to the preset threshold, judging whether the first intervention request torque is greater than the vehicle's overall request torque; If the first intervention request torque is greater than the vehicle's overall request torque, closing the slipping torque intervention flag.

6. The method according to claim 5, wherein After judging whether the drive axle acceleration continues to be less than or equal to the preset threshold, it further includes: If the acceleration of the drive axle is greater than the preset threshold, continue to execute the step of determining the torque reduction slope based on the second difference and the intervention request torque at the previous moment, and controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope.

7. The method according to claim 4, wherein After controlling the vehicle to perform a torque reduction action based on the second intervention request torque corresponding to the torque reduction slope, it further includes: Judging whether the third difference between the vehicle speed of the drive axle after torque control and the second preset vehicle speed is greater than the preset threshold; If the third difference is greater than the preset threshold, use the third difference as the second difference and execute the step of determining the target torque slope according to the first mapping relationship between the second difference and the acceleration of the drive axle; otherwise, continue to execute the step of judging whether the acceleration of the drive axle is less than or equal to the preset threshold.

8. A control device for suppressing wheel slip, characterized in that, The device includes: An acquisition module for acquiring the vehicle speed and acceleration of the drive axle of the vehicle; A calculation module for calculating the first difference between the vehicle speed of the drive axle and the first preset vehicle speed and the second difference between the vehicle speed of the drive axle and the second preset vehicle speed. If the first difference is greater than the preset threshold, it is determined that the vehicle is in a slipping state and the slipping torque intervention flag is activated; A control module for determining the target torque slope according to the second difference between the vehicle speed of the drive axle and the second preset vehicle speed, and generating a slipping suppression control strategy according to the intervention request torque corresponding to the target torque slope, so as to perform slipping suppression control according to the slipping suppression control strategy.

9. A vehicle, characterized in that, The vehicle includes: the control method for wheel slipping suppression according to any one of claims 1-7 above.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which when executed, implements the method according to any one of claims 1 to 7.

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