Driving anti-skid control method and system, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a driving anti-slip control method and system, electronic equipment, a storage medium and a vehicle. The driving anti-slip control method comprises the steps that wheels are in a slip state; anti-slip control parameters are obtained to control the target slip wheel, the anti-slip control parameters are obtained through calculation based on the target slip state of the target slip wheel, and the target slip state is determined based on the slip amount error and the wheel acceleration value of the target slip wheel. According to the method, the control requirement when the wheel speed is in different slip amount deviations can be considered when the wheel slips, and the slip amount error and the wheel acceleration value of the target slip wheel are synthesized when the target slip wheel is controlled through the anti-slip control parameters, so that the method adapts to driving anti-slip control of different road surfaces, and more slip state control is considered.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a driving anti-skid control method, an electronic device, a computer-readable storage medium, a driving anti-skid control system and a vehicle. Background Art

[0002] In the related technologies, the existing drive anti-skid control technology has poor adaptability. When the wheel slips, it only considers the slip deviation, and does not consider the control requirements when the wheel speed is at different slip deviations. When the target slipping wheel is controlled by the slip control parameters, it fails to adapt to the drive anti-skid control of different road surfaces and cannot take into account the control of more slip states. Summary of the Invention

[0003] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a drive anti-skid control method that can take into account the control requirements when the wheel speed is at different slip deviations during wheel slip. This method integrates the slip error and wheel acceleration value of the target slipping wheel when controlling the target slipping wheel through anti-skid control parameters, thereby adapting drive anti-skid control to different road conditions and taking into account a wider range of slip state control.

[0004] A second object of the present invention is to provide an electronic device.

[0005] A third object of the present invention is to provide a computer-readable storage medium.

[0006] A fourth object of the present invention is to provide a drive anti-skid control system.

[0007] A fifth object of the present invention is to provide a vehicle.

[0008] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a drive anti-skid control method, including: the wheel is in a slipping state; obtaining an anti-skid control parameter to control the target slipping wheel, wherein the anti-skid control parameter is calculated based on the target slipping state of the target slipping wheel, and the target slipping state is determined based on the slip error and wheel acceleration value of the target slipping wheel.

[0009] According to the drive anti-skid control method of an embodiment of the present invention, when the wheel slips, the control requirements when the wheel speed is at different slip deviations are considered. The wheel has multiple different slip states. The target slip state is determined by comprehensively considering the slip error and wheel acceleration value of the target slipping wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the target slipping wheel is controlled according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more slip state controls.

[0010] In some embodiments, when the slip error and the wheel acceleration value meet the preset slip state entry conditions, the target slip state is the corresponding preset slip state; the anti-skid control parameter is obtained based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

[0011] In some embodiments, the preset slip state includes a first slip state; the preset slip state entry condition corresponding to the first slip state includes the slip error exceeding a first slip error threshold and the wheel acceleration value reaching a first wheel acceleration threshold; in the first slip state, the slip error tends to increase.

[0012] In some embodiments, the preset slip state also includes a second slip state; the preset slip state entry conditions corresponding to the second slip state include the slip error reaching a second slip error threshold and the wheel acceleration value being less than a second wheel acceleration threshold, the second slip error threshold being greater than the first slip error threshold, and the second wheel acceleration threshold being less than the first wheel acceleration threshold; in the second slip state, the slip error shows a decreasing trend.

[0013] In some embodiments, the preset slip state also includes a third slip state; the preset slip state entry condition corresponding to the third slip state includes that the absolute value of the slip error is less than a third slip error threshold and the wheel acceleration value is less than a third wheel acceleration threshold, the third slip error threshold is less than the first slip error threshold, and the third wheel acceleration threshold is less than the second wheel acceleration threshold; in the third slip state, the slip error fluctuates within the range of (±S), where S=the third slip error threshold.

[0014] In some embodiments, the preset slip state includes a fourth slip state; the preset slip state entry condition corresponding to the fourth slip state includes the slip error being less than or equal to a fourth slip error threshold, and the fourth slip error threshold being less than (-S), where S=the third slip error threshold.

[0015] In some embodiments, the anti-skid control parameter is obtained based on a first control parameter and a second control parameter; the first control parameter and the second control parameter are obtained based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

[0016] In some embodiments, the first control parameter is the sum of a first proportional coefficient and a second proportional coefficient; the second control parameter is the sum of a first integral coefficient and a second integral coefficient; the anti-skid control parameter is obtained by proportional-integral calculation based on the first control parameter and the second control parameter; the first proportional coefficient and the first integral coefficient are obtained based on the mapping relationship between the slip error and the reference vehicle speed query, and the second proportional coefficient and the second integral coefficient are obtained based on the mapping relationship between the road adhesion peak coefficient and the reference vehicle speed query.

[0017] In some embodiments, when the slip error is between two adjacent preset slip states, the target slip state is a slip transition state; the anti-skid control parameter is obtained based on the slip error, the road adhesion peak coefficient, the reference vehicle speed and the slip state weight.

[0018] In some embodiments, the slip state weight includes a first weight and a second weight, wherein the first weight and the second weight are weights corresponding to two adjacent preset slip states, and the sum of the first weight and the second weight is 1; wherein, in the two adjacent preset slip states corresponding to the slip transition state, the closer the slip amount error is to the preset slip state, the greater the corresponding slip state weight.

[0019] In some embodiments, two adjacent preset slip states include a first reference slip state and a second reference slip state; the anti-skid control parameters are obtained based on the control parameters of the first reference slip state, the control parameters of the second reference slip state, and the first weight and the second weight; the control parameters of the first reference slip state and the control parameters of the second reference slip state are both obtained based on the slip error of the target slip wheel.

[0020] In some embodiments, the control parameter of the first reference slip state is obtained by querying a first mapping relationship corresponding to the first reference slip state based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

[0021] In some embodiments, the control parameters of the first reference slip state include a third proportional coefficient; the first mapping relationship includes a first proportional coefficient mapping relationship, the first proportional coefficient mapping relationship is a mapping relationship between the slip error, the reference vehicle speed and the proportional coefficient in the first reference slip state, and the third proportional coefficient is obtained by querying the first proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

[0022] In some embodiments, the control parameters of the first reference slip state also include a third integral coefficient; the first mapping relationship also includes a first integral coefficient mapping relationship, and the first integral coefficient mapping relationship is a mapping relationship between the road adhesion peak coefficient, the reference vehicle speed and the integral coefficient under the first reference slip state; the third integral coefficient is obtained by querying the first integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

[0023] In some embodiments, the control parameter of the second reference slip state is obtained by querying a second mapping relationship corresponding to the second reference slip state based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

[0024] In some embodiments, the control parameters of the second reference slip state include a fourth proportional coefficient; the second mapping relationship includes a second proportional coefficient mapping relationship, the second proportional coefficient mapping relationship is a mapping relationship between the slip error, the reference vehicle speed and the proportional coefficient in the second reference slip state, and the fourth proportional coefficient is obtained by querying the second proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

[0025] In some embodiments, the control parameters of the second reference slip state also include a fourth integral coefficient; the second mapping relationship also includes a second integral coefficient mapping relationship, and the second integral coefficient mapping relationship is a mapping relationship between the road adhesion peak coefficient, the reference vehicle speed and the integral coefficient under the second reference slip state; the fourth integral coefficient is obtained by querying the second integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

[0026] In some embodiments, the anti-skid control parameter is obtained by proportional-integral calculation of a target proportional term coefficient and a target integral term coefficient; the target proportional term coefficient is obtained based on a third proportional coefficient, the first weight, a fourth proportional coefficient and the second weight; the target integral term coefficient is obtained based on a third integral coefficient, the first weight, a fourth integral coefficient and the second weight.

[0027] In some embodiments, the slip transition state includes a first transition state, wherein the first transition state is a slip state in which the slip error is between a second slip state and a third slip state; the first reference slip state is the second slip state, and the second reference slip state is the third slip state; the first weight is obtained based on the slip error of the target slipping wheel, the slip error exit threshold of the second slip state, and the slip error entry threshold of the third slip state.

[0028] In some embodiments, the slip transition state includes a second transition state, wherein the second transition state is a slip state in which the slip error is between a third slip state and a fourth slip state; the first reference slip state is the third slip state, and the second reference slip state is the fourth slip state; the first weight is obtained based on the slip error of the target slipping wheel, the slip error entry threshold of the third slip state, and the third slip error threshold of the fourth slip state.

[0029] In some embodiments, the reference vehicle speed is obtained by performing a Kalman filter process based on the wheel speeds of all wheels of the vehicle.

[0030] In some embodiments, the driving anti-skid control method further includes: exiting the skid control on the target skidding wheel when the driving torque of the target skidding wheel returns to the driver's required driving torque.

[0031] A second aspect of the present invention provides an electronic device comprising: at least one processor; a memory communicatively connected to the at least one processor; the memory storing a computer program executable by the at least one processor, wherein the at least one processor implements the drive anti-skid control method described in the above embodiment when executing the computer program.

[0032] According to the electronic device of the embodiment of the present invention, the corresponding drive anti-skid control program can be stored in the memory. When implementing the drive anti-skid control, the target skid state is determined by comprehensively considering the slip error and wheel acceleration value of the target skidding wheel. The anti-skid control parameters are obtained by calculating the target skidding state, and the target skidding wheel is controlled according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more skidding state controls.

[0033] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed, the drive anti-skid control method described in the above embodiment is implemented.

[0034] The fourth aspect of the present invention provides a drive anti-skid control system, including a sensor component, a controller and an anti-skid execution component. The controller is connected to the sensor component and the anti-skid execution component to implement the drive anti-skid control method described in the above embodiment.

[0035] According to the drive anti-skid control system of an embodiment of the present invention, when the wheel slips, the sensor component obtains the slip error and wheel acceleration value of the target slipping wheel, considers the control requirements when the wheel speed is at different slip deviations, and determines the target slip state by comprehensively considering the slip error and wheel acceleration value of the target slipping wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the controller controls the anti-skid execution component according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more slip state controls.

[0036] A fifth aspect of the present invention provides a vehicle, which includes the electronic device described in the above embodiment, or the vehicle includes the drive anti-skid control system described in the above embodiment.

[0037] According to the vehicle of the embodiment of the present invention, when the wheel slips, the control requirements when the wheel speed is at different slip deviations are taken into consideration. The wheel has multiple different slip states. The target slip state is determined by comprehensively considering the slip error and the wheel acceleration value of the target slip wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the target slip wheel is controlled according to the anti-skid control parameters, thereby adapting to the driving anti-skid control on different road surfaces and taking into account more slip state controls.

[0038] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which: Figure 1 is a flow chart of a driving anti-skid control method according to one embodiment of the present invention; Figure 2 is a schematic diagram of different slip states according to one embodiment of the present invention; Figure 3 is a flow chart of a driving anti-skid control step according to one embodiment of the present invention; Figure 4 is a flow chart of intervention sign identification steps according to one embodiment of the present invention; Figure 5 is a flow chart of a wheel slip state identification step according to one embodiment of the present invention; Figure 6 is a flowchart of steps for obtaining anti-skid control parameters according to one embodiment of the present invention; Figure 7 is a structural block diagram of an electronic device according to an embodiment of the present invention; Figure 8is a structural block diagram of a drive anti-skid control system according to one embodiment of the present invention; Figure 9 is a structural block diagram of a vehicle according to one embodiment of the present invention; Figure 10 is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0040] Reference numerals: 300 vehicles; Electronic device 100; driving anti-skid control system 200; Processor 101; memory 102; sensor component 201; controller 202; anti-skid execution component 203. DETAILED DESCRIPTION

[0041] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0042] In existing technologies, motor-driven vehicles experience rapid torque loading, and the peak torque and power of the motors are generally greater than those of traditional fuel vehicles. This results in drive wheel slip being more common than on fuel vehicles on roads with the same adhesion coefficient. Drive anti-skid control technology utilizes the adhesion characteristics between the tire and the road surface to adjust the wheel's rotational state, maintaining high adhesion both longitudinally and laterally. For this reason, drive anti-skid control technology is gaining increasing attention. The drive anti-skid control function should be able to promptly control the slipping wheels before they cause the vehicle to skid or spin out, maximizing the ground adhesion coefficient and maintaining vehicle stability.

[0043] The existing drive anti-skid control technology has poor adaptability. When the wheel slips, it only considers the slip deviation, and does not consider the control requirements when the wheel speed is at different slip deviations. When the target slipping wheel is controlled by the slip control parameter, it fails to adapt to the drive anti-skid control on different road surfaces. It cannot solve the problem well because the anti-skid control parameter does not consider the different control requirements of the wheel speed at large slip deviation, small slip deviation and steady-state slip deviation, cannot adapt to slip control on different road surfaces, and is difficult to apply to non-steady-state and steady-state control.

[0044] In order to solve the above problems, an embodiment of the first aspect of the present invention provides a drive anti-skid control method, which can consider the control requirements when the wheel speed is at different slip deviations when the wheel slips, and comprehensively control the slip error and wheel acceleration value of the target slipping wheel through the anti-skid control parameters, so as to adapt to the drive anti-skid control of different road surfaces and take into account more slip state controls.

[0045] Reference below Figure 1 A driving anti-skid control method according to an embodiment of the first aspect of the present invention is described. Figure 1As shown, the method at least includes steps S1 and S2.

[0046] Step S1: The wheels are in a slipping state.

[0047] Specifically, when a vehicle's wheels are in a slipping state, they slide unnecessarily relative to the ground. This can lead to loss of vehicle control and, in extreme cases, an accident. Therefore, when a wheel is in a slipping state, it is necessary to control the slipping wheel to restore grip and ensure safe driving. When the actual wheel slip (i.e., the difference between the wheel speed and the theoretical vehicle speed) exceeds the target slip value, which is a preset slip value, the wheel is determined to be in a slipping state and intervention is required to restore grip to the slipping wheel.

[0048] Step S2: obtaining anti-skid control parameters to control the target slipping wheel.

[0049] The anti-skid control parameter is obtained by calculation based on the target skidding state of the target skidding wheel, and the target skidding state is determined based on the slip error and wheel acceleration value of the target skidding wheel.

[0050] Specifically, after determining that the wheel is in a slipping state, the slip error and wheel acceleration value of the target slipping wheel are obtained, and the target slipping state is determined based on the slip error and wheel acceleration value of the target slipping wheel; the target slipping wheel can be understood as the slipping wheel among multiple wheels of the vehicle, and the target slipping wheel can be one wheel in the vehicle or multiple wheels. When the target slipping wheel is multiple wheels, each slipping wheel needs to be controlled; the wheel slip error refers to the difference between the actual slip of the wheel and the target slip during driving of the vehicle; the wheel acceleration is related to the wheel speed, and the wheel acceleration value can be obtained by differentiating the wheel speed, and the wheel acceleration reflects the change in wheel speed.

[0051] After determining the target slip state, anti-skid control parameters are calculated based on the target slip state to control the target slipping wheel. Anti-skid control parameters are key values used in vehicle anti-skid control to regulate and control wheel slip, ensuring vehicle safety and stability. Proper adjustment of anti-skid control parameters can effectively reduce wheel slip and improve vehicle traction. For example, anti-skid control parameters can be PI parameters (proportional and integral parameters). PI parameters are widely used to adjust the drive wheels in drive anti-skid control. PI torque output is calculated using these parameters to control the target slipping wheel, ensuring optimal traction for the vehicle under various road conditions.

[0052] According to the drive anti-skid control method of an embodiment of the present invention, when the wheel slips, the control requirements when the wheel speed is at different slip deviations are considered. The wheel has multiple different slip states. The target slip state is determined by comprehensively considering the slip error and wheel acceleration value of the target slipping wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the target slipping wheel is controlled according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more slip state controls.

[0053] In some embodiments, when the slip error and the wheel acceleration value meet the preset slip state entry conditions, the target slip state is the corresponding preset slip state; the anti-skid control parameters are obtained based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

[0054] Specifically, according to the variation range of the slip error and the wheel acceleration value, the wheel slip can be divided into a plurality of different slip states. Different slip states have different preset entry conditions. When the slip error and the wheel acceleration value meet the preset slip state entry conditions, the target slip state can be set to the corresponding preset slip state.

[0055] Dynamically adjusting anti-skid control parameters based on slip error, peak road adhesion coefficient, and reference vehicle speed enables more efficient and adaptable anti-skid control. Slip error is the difference between the actual wheel slip and the target slip. It measures the degree of deviation between the current slip state and the desired slip state and is an important basis for adjusting control parameters. The peak road adhesion coefficient represents the maximum friction coefficient between the tire and the road surface, reflecting the road's grip. The peak road adhesion coefficient varies for different road surfaces (such as dry, wet, and icy). The reference vehicle speed forms the basis for anti-skid control parameters, ensuring that anti-skid control is based on accurate vehicle speed information.

[0056] For example, existing drive anti-slip control systems often use fuzzy controllers (not limited to combinations with other controllers). The fuzzy inference rules and membership functions in these controllers rely on empirical data. Improper selection can lead to poor control performance or instability. Debugging requires extensive data matching, lengthening the calibration cycle in actual projects. Fuzzy controllers also require significant computational and controller storage space.

[0057] Existing anti-slip control methods use the slip rate difference ΔSx as the control error input into the PI control process. However, these PI parameters do not account for the varying control requirements of wheel speeds experiencing large slip deviations, small slip deviations, and steady-state slip deviations, making them difficult to apply to both non-steady-state and steady-state control. Furthermore, existing anti-slip control methods fail to effectively address the frequent changes in wheel slip state caused by complex road conditions, operating conditions, and variable driver operation. Using only one set of PI parameters results in untimely feedback and slow convergence.

[0058] The present invention provides a drive anti-skid control method for an electric four-wheel drive vehicle, comprising: identifying whether wheel drive anti-skid control needs to be activated; when the drive anti-skid control function is activated, using a PI controller to converge a slip error to 0, controlling an actual slip to a target slip, and ensuring vehicle driving stability.

[0059] like Figure 2 As shown, during the control process, wheel slip conditions can be divided into five states based on the slip error and wheel acceleration variation range: the first slip state, the second slip state, the third slip state, the fourth slip state, and the transition state. Different PI parameters are set for the first, second, third, and fourth slip states. A table lookup is performed using the slip error and the reference vehicle speed, and a table lookup is performed using the road adhesion peak coefficient and the reference vehicle speed. The two table values are added together to obtain the PI parameters for the corresponding stage. For the transition state, between the second and third slip states, or between the third and fourth slip states, the PI parameters for the transition state are dynamically weighted and adjusted, resulting in a transitional PI process. The slip states are not strictly executed in the order of the first, second, third, and fourth slip states; they may also be executed in the order of the first, second, fourth, and third slip states. The present invention drives anti-skid control and uses a PI control algorithm with adaptive multi-state switching. The method is simple, the setting of each state conforms to the actual skid control target, and is easy to understand and debug. The switching of different states is adjusted through parameter fusion to solve the problem of parameter transition conversion, and can be applied to non-steady-state and steady-state control. Multiple states are set according to the actual situation of wheel slip, and adaptive switching realizes refined coverage of parameters, which can adapt to various road surfaces.

[0060] In some embodiments, the preset slip state includes a first slip state; the preset slip state entry condition corresponding to the first slip state includes the slip error exceeding the first slip error threshold and the wheel acceleration value reaching the first wheel acceleration threshold; in the first slip state, the slip error tends to increase.

[0061] Specifically, the preset slip state includes a first slip state, which can be understood as the state when the wheel just starts to slip, such as Figure 2 As shown, the wheel slip error is large, the wheel acceleration value is large, and even under the action of inertia, the slip error tends to increase, and the wheel acceleration value will continue to increase. Therefore, when the slip error exceeds the first slip error threshold and the wheel acceleration value reaches the first wheel acceleration threshold, it enters the first slip state; the first slip error threshold can be understood as a value set to determine whether the slip error meets the first slip state, and the first wheel acceleration threshold can be understood as a value set to determine whether the wheel acceleration value meets the first slip state.

[0062] In some embodiments, the preset slip state also includes a second slip state; the preset slip state entry conditions corresponding to the second slip state include the slip error reaching a second slip error threshold and the wheel acceleration value being less than the second wheel acceleration threshold, the second slip error threshold being greater than the first slip error threshold, and the second wheel acceleration threshold being less than the first wheel acceleration threshold; in the second slip state, the slip error shows a decreasing trend.

[0063] Specifically, the preset slip state includes a second slip state, which can be understood as a slip state in which the wheel gradually approaches the target slip amount through adjustment after slipping for a period of time. Figure 2 As shown, in the second slip state, the wheel slip gradually decreases and tends to decrease, approaching the target slip, and the wheel acceleration value decreases. Therefore, when the slip error reaches the second slip error threshold and the wheel acceleration value is less than the second wheel acceleration threshold, the second slip state is entered; the second slip error threshold can be understood as a value set to determine whether the slip error meets the second slip state, and the second slip error threshold is greater than the first slip error threshold; the second wheel acceleration threshold can be understood as a value set to determine whether the wheel acceleration value meets the second slip state, and the second wheel acceleration threshold is less than the first wheel acceleration threshold.

[0064] In some embodiments, the preset slip state further includes a third slip state; the preset slip state entry conditions corresponding to the third slip state include the absolute value of the slip error being less than a third slip error threshold and the wheel acceleration value being less than a third wheel acceleration threshold, the third slip error threshold being less than the first slip error threshold, and the third wheel acceleration threshold being less than the second wheel acceleration threshold; in the third slip state, the slip error fluctuates within a range of (±S), where S = the third slip error threshold. In some embodiments, as Figure 2 As shown, with the target slip amount as a reference, S can be a positive deviation, -S can be a negative deviation, and the actual slip amount fluctuates around the target slip amount.

[0065] Specifically, the preset slip state includes the third slip state, which can be understood as a situation where the slip error fluctuates slightly, that is, the actual slip is close to the target slip. At this stage, the actual slip can be fine-tuned, that is, in a weak adjustment state, so that the actual slip is close to the target slip. Figure 2As shown, in the third slip state, the actual slip amount is close to the target slip amount. Therefore, the third slip state is entered when the absolute value of the slip error is less than the third slip error threshold and the wheel acceleration value is less than the third wheel acceleration threshold; the third slip error threshold can be understood as a value set for judging whether the slip error satisfies the third slip state, and the third wheel acceleration threshold can be understood as a value set for judging whether the wheel acceleration value satisfies the third slip state. The third slip error threshold is less than the first slip error threshold, and the third wheel acceleration threshold is less than the second wheel acceleration threshold; in the third slip state, the slip error fluctuates within the range of (±S), S=third slip error threshold, that is, when the slip error is within the range of (±S), it is confirmed that the vehicle has entered the third slip state.

[0066] In some embodiments, the preset slip state also includes a fourth slip state; the preset slip state entry condition corresponding to the fourth slip state includes that the slip error is less than or equal to a fourth slip error threshold, and the fourth slip error threshold is less than (-S), where S=the third slip error threshold.

[0067] Specifically, the preset slip state includes a fourth slip state, which can be understood as an over-adjustment in the third slip state, causing the actual slip to deviate from the lower limit of the target slip, and requiring a larger adjustment amount to restore the actual slip to near the target slip, which corresponds to a strong adjustment state. Figure 2 As shown, at this time, the slip error is a negative deviation. In the fourth slip state, the actual slip is lower than the target slip lower limit. Therefore, the fourth slip state is entered when the slip error is less than or equal to the fourth slip error threshold. Since the fourth slip error threshold is less than (-S), that is, the fourth slip state is entered when the slip error is less than the lower limit of the third slip error threshold. That is, due to overshoot, the negative deviation is larger. The fourth slip error threshold can be understood as a value set to determine whether the slip error satisfies the fourth slip state.

[0068] For example, electric four-wheel drive vehicles can quickly adjust the torque of the drive motor to control the drive wheel slip. According to the tire's μ-s (friction coefficient - slip ratio) characteristics, when a wheel slips, the tire longitudinal force initially increases linearly with increasing actual slip, then begins to decrease. The corresponding wheel acceleration also increases initially, then decreases as actual slip decreases. When the wheel speed is controlled to the target slip, the error between wheel acceleration and slip approaches zero, indicating that the wheel is stable. When the motor's reduced torque is less than the required wheel drive torque, the wheel slip error becomes negative, requiring the motor to increase torque to maintain a stable wheel slip.

[0069] In this regard, the previous solution of simply using a set of PI parameters can be subdivided into five states for switching control according to the slip error and wheel acceleration changes. This can solve the situation of rapid changes in road adhesion, make adaptive adjustments based on the slip state, and conveniently and reliably solve the problems of refined calibration and working condition coverage.

[0070] Reference below Figure 3 The driving anti-slip control steps of the embodiment of the present invention are described with examples, and the specific contents are as follows.

[0071] Step S3, start.

[0072] Step S4, wheel slip intervention sign identification; determine whether the actual slip exceeds the target slip. If the actual slip exceeds the target slip, the drive anti-skid control function is activated.

[0073] Step S5, wheel slip state identification; determine the wheel slip state at this time according to the slip error of the driving wheel and the wheel acceleration value, divide the slip state into five states, and perform adaptive adjustment.

[0074] Step S6, calculating the PI parameters for different slip states; performing a table lookup using the slip error and the reference vehicle speed, and performing a table lookup using the road adhesion peak coefficient and the reference vehicle speed, and adding the two table values to obtain the PI parameters for this stage.

[0075] Step S7: processing of the transition state.

[0076] Step S8, exiting the slip control; determining whether the motor torque driving the anti-skid control has recovered to the motor torque required by the driver, if so, exiting the slip control, otherwise continuing to execute steps S6 and S7.

[0077] Step S9, end.

[0078] Figure 3 The steps for identifying the wheel slip intervention sign are as follows: Figure 4 The specific contents are as follows.

[0079] Step S001: Obtain the four-wheel speeds using wheel speed sensors.

[0080] Specifically, the wheel speed sensors are used to obtain the four wheel speeds Vi (i=fl, fr, rl, rr; fl, fr, rl, rr correspond to the four wheels of the vehicle respectively), and the wheel speed Vi unit is: m / s.

[0081] Step S002: Process the four-wheel speeds to obtain a reference vehicle speed.

[0082] Specifically, a Kalman filter process is performed on the four-wheel speeds to obtain a reference vehicle speed Vref, where the unit of the reference vehicle speed Vref is m / s.

[0083] Step S003: Calculate the actual slip of the four wheels.

[0084] Specifically, the actual four-wheel slip Vslip_i = the four-wheel speed Vi - the reference vehicle speed Vref, and the unit of the four-wheel slip Vslip_i is m / s.

[0085] Step S004: identifying a wheel slip intervention sign.

[0086] Specifically, the actual slip amount Vslip_i of the four wheels>the target slip amount V TSF When the wheel slip intervention flag is determined, the drive anti-skid control function is activated, where V TSF The goal is to control the wheel slip rate within 20% by looking up the table based on the peak adhesion coefficient of the road surface and the reference vehicle speed.

[0087] Figure 3 The steps for identifying the wheel slip state are as follows: Figure 5 The specific contents are as follows.

[0088] Step S005: Calculation of slip difference.

[0089] Specifically, the difference between the actual slip and the target slip is input as the slip error into a PI controller, which can also be a PID (Proportional-Integral-Derivative) controller, or an MPC (Model Predictive Control).

[0090] Step S006: calculating the wheel acceleration value.

[0091] Specifically, the wheel acceleration values are obtained by performing differential filtering on the four wheel speeds.

[0092] Step S007: identifying a first slip state.

[0093] Specifically, the current slip state is determined based on the slip error and wheel acceleration of the slipping wheel (driving wheel). The first slip state is the initial slip state, where the wheel rapidly slips at a high acceleration, the wheel acceleration reaches the first wheel acceleration threshold, and the slip exceeds the first slip error threshold. The typical value of the first wheel acceleration threshold is: 25-35m / s 2 The typical value of the first slip error threshold is: slip error Verr+0.5m / s.

[0094] Step S008: Identification of the second slip state.

[0095] Specifically, the second slip state is the stage where the wheel quickly recovers to the target slip with a large slip error. At this time, the slip error reaches the second slip error threshold and the wheel acceleration is less than the second wheel acceleration threshold. The typical value of the second wheel acceleration threshold is: 8~12m / s 2 The typical value of the second slip error threshold is: 1.5×slip error Verr+1m / s, and the typical value for exiting the second slip state is: slip error Verr+1m / s.

[0096] Step S009: Identification of the third slip state.

[0097] Specifically, the slip error in the third slip state is small, but is adjusted around the target slip. The absolute value of the slip error is less than the third slip error threshold and the wheel acceleration value does not exceed the third wheel acceleration threshold. The slip error fluctuates within a preset error range. The third slip error threshold is 0.5 m / s, the typical value of the preset error range is [-0.5 m / s, +0.5 m / s], and the typical value of the third wheel acceleration threshold is 2 m / s. 2 .

[0098] Step S0010: Identification of the fourth slip state.

[0099] Specifically, during the fourth slip, the actual slip deviates from the target slip downward, corresponding to the stressed regulation state, the slip error is less than or equal to the fourth slip error threshold, the fourth slip error threshold is less than the lower limit of the third slip error threshold, and a typical value of the lower limit of the third slip error threshold is -0.5 m / s.

[0100] Step S0011, identification of transition state.

[0101] Specifically, in addition to the above slip states, the actual slip amount is also in a "neutral" period between the second slip state and the third slip state, and the actual slip amount is also in a "neutral" period between the third slip state and the fourth slip state.

[0102] In some embodiments, the anti-skid control parameter is obtained based on a first control parameter and a second control parameter; the first control parameter and the second control parameter are obtained based on a slip error, a road adhesion peak coefficient, and a reference vehicle speed.

[0103] Specifically, the anti-skid control parameter can be a PI parameter, the first control parameter is a proportional coefficient, and the second control parameter is an integral coefficient. The first control parameter and the second control parameter are obtained by querying the corresponding mapping relationship table through the slip error, the road adhesion peak coefficient and the reference vehicle speed, and the anti-skid control parameter is obtained through the first control parameter and the second control parameter.

[0104] In some embodiments, the first control parameter is the sum of the first proportional coefficient and the second proportional coefficient; the second control parameter is the sum of the first integral coefficient and the second integral coefficient; the anti-skid control parameter is obtained by proportional integral calculation based on the first control parameter and the second control parameter; the first proportional coefficient and the first integral coefficient are obtained based on the mapping relationship between the slip error and the reference vehicle speed query, and the second proportional coefficient and the second integral coefficient are obtained based on the mapping relationship between the road adhesion peak coefficient and the reference vehicle speed query.

[0105] Specifically, when calculating the anti-skid control parameter, the first proportional coefficient and the first integral coefficient are first obtained by querying the corresponding mapping relationship between the slip error and the reference vehicle speed, and then the second proportional coefficient and the second integral coefficient are obtained by querying the corresponding mapping relationship between the road adhesion peak coefficient and the reference vehicle speed; the first proportional coefficient and the second proportional coefficient are added together to obtain the first control parameter, and the first integral coefficient and the second integral coefficient are added together to obtain the second control parameter. The anti-skid control parameter is obtained by performing proportional-integral calculation on the first control parameter and the second control parameter.

[0106] For example, refer to the following Figure 6 The steps of obtaining anti-skid control parameters of the present invention are described with examples, and the specific contents are as follows.

[0107] Step S012: query the mapping relationship to obtain a proportional coefficient.

[0108] Specifically, the first proportional coefficient Kp1_j (j=slip state 1, 2, 3, 4) is output by querying the corresponding mapping relationship between the slip error Verr and the reference vehicle speed Vref, and the second proportional coefficient Kp2_j is output by querying the corresponding mapping relationship between the road adhesion peak coefficient and the reference vehicle speed Vref.

[0109] Step S013: query the mapping relationship to obtain the integral coefficient.

[0110] Specifically, the first integral coefficient Ki1_j (j=slip state 1, 2, 3, 4) is output by querying the mapping relationship between the slip error Verr and the reference vehicle speed Vref. The second integral coefficient Ki2_j is output by querying the mapping relationship between the road adhesion peak coefficient and the reference vehicle speed Vref.

[0111] Step S014: output proportional and integral coefficients.

[0112] Specifically, the first proportional coefficient Kp1_j+the second proportional coefficient Kp2_j obtains the final proportional coefficient Kpj, that is, the first control parameter; the first integral coefficient Ki1_j+the second integral coefficient Ki2_j obtains the final integral coefficient Kij, that is, the second control parameter.

[0113] In some embodiments, when the slip error is between two adjacent preset slip states, the target slip state is a slip transition state; the anti-skid control parameter is obtained based on the slip error, the road adhesion peak coefficient, the reference vehicle speed and the slip state weight.

[0114] Specifically, when the slip error is between two adjacent preset slip states, the target slip state is the slip transition state, such as Figure 2 As shown, the slip transition state is between the second slip state and the third slip state, or the slip transition state is between the third slip state and the fourth slip state. When the target slip state is the slip transition state, the anti-skid control parameters are obtained through the slip error, the road adhesion peak coefficient, the reference vehicle speed and the slip state weight.

[0115] In some embodiments, the slip state weight includes a first weight and a second weight, the first weight and the second weight are weights corresponding to two adjacent preset slip states, and the sum of the first weight and the second weight is 1; wherein, in the two adjacent preset slip states corresponding to the slip transition state, the closer the slip amount error is to the preset slip state, the greater the corresponding slip state weight.

[0116] Specifically, the first weight and the second weight in the slip state weight are the weights of adjacent preset slip states in the slip transition state. For example, when the slip transition state is between the second slip state and the third slip state, the first weight can be the weight of the second slip state, and the second weight can be the weight of the third slip state.

[0117] During the slip transition state, dynamic weighted adjustment of the anti-slip control parameters is performed to implement transitional processing of the anti-slip control parameters. When the slip transition state is between the second and third slip states, if the current slip error approaches the second slip state, the second slip state is given a higher weight; if it approaches the third slip state, the third slip state is given a higher weight. When the slip transition state is between the third and fourth slip states, if the slip error approaches the third slip state, the third slip state is given a higher weight; if it approaches the fourth slip state, the fourth slip state is given a higher weight.

[0118] In some embodiments, two adjacent preset slip states include a first reference slip state and a second reference slip state; the anti-skid control parameters are obtained based on the control parameters of the first reference slip state, the control parameters of the second reference slip state, and the first weight and the second weight; the control parameters of the first reference slip state and the control parameters of the second reference slip state are both obtained based on the slip error of the target slipping wheel.

[0119] Specifically, if the slip transition state is between the second and third slip states, the first reference slip state corresponds to the second slip state, and the second reference slip state corresponds to the third slip state. If the slip transition state is between the third and fourth slip states, the first reference slip state corresponds to the third slip state, and the second reference slip state corresponds to the fourth slip state. Control parameters for the first and second reference slip states are obtained based on the slip error of the target slipping wheel. Anti-slip control parameters are derived using the control parameters for the first and second reference slip states, along with the first and second weights.

[0120] In some embodiments, the control parameter of the first reference slip state is obtained by querying a first mapping relationship corresponding to the first reference slip state based on the slip error, the road adhesion peak coefficient, and the reference vehicle speed.

[0121] Specifically, after determining that the first reference slip state is the second slip state or the third slip state, the control parameters of the first reference slip state are obtained by querying the first mapping relationship corresponding to the first reference slip state through the slip error, road adhesion peak coefficient and reference vehicle speed. The first mapping relationship can be understood as the mapping relationship between the slip error, road adhesion peak coefficient and reference vehicle speed and the control parameters in the first reference slip state.

[0122] In some embodiments, the control parameters of the first reference slip state include a third proportional coefficient; the first mapping relationship includes a first proportional coefficient mapping relationship, the first proportional coefficient mapping relationship is a mapping relationship between the slip error, the reference vehicle speed and the proportional coefficient in the first reference slip state, and the third proportional coefficient is obtained by querying the first proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

[0123] Specifically, since the anti-skid control parameters are obtained based on the control parameters of the first reference skid state, the control parameters of the second reference skid state, and the first weight and the second weight, and the control parameters of the first reference skid state are obtained by the proportional parameter and the integral parameter, it is necessary to obtain the proportional parameter in the first reference skid state, that is, the third proportional coefficient; the first mapping relationship includes the first proportional coefficient mapping relationship, and the first proportional coefficient mapping relationship is the mapping relationship corresponding to the first proportional coefficient and the slip error and the reference vehicle speed. After determining the first reference skid state, the third proportional coefficient is obtained by querying the first proportional coefficient mapping relationship through the slip error and the reference vehicle speed.

[0124] In some embodiments, the control parameters of the first reference slip state also include a third integral coefficient; the first mapping relationship also includes a first integral coefficient mapping relationship, and the first integral coefficient mapping relationship is a mapping relationship between the road adhesion peak coefficient, the reference vehicle speed and the integral coefficient under the first reference slip state; the third integral coefficient is obtained by querying the first integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

[0125] Specifically, since the anti-skid control parameters are obtained based on the control parameters of the first reference skid state, the control parameters of the second reference skid state, and the first weight and the second weight, and the control parameters of the first reference skid state are obtained by the proportional parameter and the integral parameter, it is necessary to obtain the integral parameter in the first reference skid state, that is, the third integral coefficient; the first mapping relationship includes the first integral coefficient mapping relationship, and the first integral coefficient mapping relationship is the mapping relationship corresponding to the first integral coefficient and the road adhesion peak coefficient and the reference vehicle speed. After determining the first reference skid state, the third integral coefficient is obtained by querying the first integral coefficient mapping relationship through the road adhesion peak coefficient and the reference vehicle speed.

[0126] In some embodiments, the control parameter of the second reference slip state is obtained by querying a second mapping relationship corresponding to the second reference slip state based on the slip error, the road adhesion peak coefficient, and the reference vehicle speed.

[0127] Specifically, after determining that the second reference slip state is the third slip state or the fourth slip state, the control parameters of the second reference slip state are obtained by querying the second mapping relationship corresponding to the second reference slip state through the slip error, road adhesion peak coefficient and reference vehicle speed. The second mapping relationship can be understood as the mapping relationship between the slip error, road adhesion peak coefficient and reference vehicle speed and the control parameters in the second reference slip state.

[0128] In some embodiments, the control parameters of the second reference slip state include a fourth proportional coefficient; the second mapping relationship includes a second proportional coefficient mapping relationship, the second proportional coefficient mapping relationship is a mapping relationship between the slip error, the reference vehicle speed and the proportional coefficient in the second reference slip state, and the fourth proportional coefficient is obtained by querying the second proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

[0129] Specifically, since the anti-skid control parameters are obtained based on the control parameters of the first reference skid state, the control parameters of the second reference skid state, and the first weight and the second weight, and the control parameters of the second reference skid state are obtained by the proportional parameter and the integral parameter, it is necessary to obtain the proportional parameter in the second reference skid state, that is, the fourth proportional coefficient; the second mapping relationship includes the second proportional coefficient mapping relationship, and the second proportional coefficient mapping relationship is the mapping relationship corresponding to the second proportional coefficient and the slip error and the reference vehicle speed. After determining the second reference skid state, the fourth proportional coefficient is obtained by querying the second proportional coefficient mapping relationship through the slip error and the reference vehicle speed.

[0130] In some embodiments, the control parameters of the second reference slip state also include a fourth integral coefficient; the second mapping relationship also includes a second integral coefficient mapping relationship, and the second integral coefficient mapping relationship is a mapping relationship between the road adhesion peak coefficient, the reference vehicle speed and the integral coefficient under the second reference slip state; the fourth integral coefficient is obtained by querying the second integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

[0131] Specifically, since the anti-skid control parameters are obtained based on the control parameters of the first reference skid state, the control parameters of the second reference skid state, and the first weight and the second weight, and the control parameters of the second reference skid state are obtained by the proportional parameter and the integral parameter, it is necessary to obtain the integral parameter in the second reference skid state, that is, the fourth integral coefficient; the second mapping relationship includes the second integral coefficient mapping relationship, and the second integral coefficient mapping relationship is a mapping relationship corresponding to the second integral coefficient and the road adhesion peak coefficient and the reference vehicle speed. After determining the second reference skid state, the fourth integral coefficient is obtained by querying the second integral coefficient mapping relationship through the road adhesion peak coefficient and the reference vehicle speed.

[0132] In some embodiments, the anti-skid control parameter is obtained by proportional-integral calculation of the target proportional term coefficient and the target integral term coefficient; the target proportional term coefficient is obtained based on the third proportional coefficient, the first weight, the fourth proportional coefficient and the second weight; the target integral term coefficient is obtained based on the third integral coefficient, the first weight, the fourth integral coefficient and the second weight.

[0133] Specifically, the target proportional term coefficient can be understood as the proportional term coefficient in the current slip state, and the target integral term coefficient can be understood as the integral term coefficient in the current slip state. The anti-slip control parameter is obtained by performing proportional integral calculation on the target proportional term coefficient and the target integral term coefficient; in the slip transition state, the target proportional term coefficient is calculated based on the third proportional coefficient, the first weight, the fourth proportional coefficient and the second weight, and the target integral term coefficient is calculated based on the third integral coefficient, the first weight, the fourth integral coefficient and the second weight.

[0134] In some embodiments, the slip transition state includes a first transition state, the first transition state is a slip state in which the slip error is between the second slip state and the third slip state; the first reference slip state is the second slip state, and the second reference slip state is the third slip state; the first weight is obtained based on the slip error of the target slipping wheel, the slip error exit threshold of the second slip state and the slip error entry threshold of the third slip state.

[0135] For example, the first transition state can be understood as a slip state where the slip error is between the second and third slip states. In this case, the first reference slip state is the second slip state, and the second reference slip state is the third slip state. When the slip error is between the second and third slip states, the target proportional term coefficient is: Kp_2,3 = a×Kp_2 + (1-a)×Kp_3; Among them, Kp_2,3 is the target proportional coefficient, a is the first weight, Kp_2 is the third proportional coefficient, (1-a) is the second weight, and Kp_3 is the fourth proportional coefficient.

[0136] When the slip error is between the second slip state and the third slip state, the target integral term coefficient is: Ki_2,3 = a×Ki_2 + (1-a)×Ki_3; Wherein, Ki_2,3 is the target integral coefficient, a is the first weight, Ki_2 is the third integral coefficient, (1-a) is the second weight, and Kp_3 is the fourth integral coefficient; First weight a = (slip error Verr - slip error entry threshold for the third slip state) / (slip error exit threshold for the second slip state - slip error entry threshold for the third slip state); The typical value of the slip error entry threshold in the third slip state is 0.5 m / s, and the typical value of the slip error exit threshold in the second slip state is 1.0 m / s.

[0137] In some embodiments, the slip transition state includes a second transition state, the second transition state is a slip state in which the slip error is between the third slip state and the fourth slip state; the first reference slip state is the third slip state, and the second reference slip state is the fourth slip state; the first weight is obtained based on the slip error of the target slipping wheel, the slip error entry threshold of the third slip state and the third slip error threshold of the fourth slip state.

[0138] For example, the second transition state can be understood as a slip state where the slip error is between the third and fourth slip states. In this case, the first reference slip state is the third slip state, and the second reference slip state is the fourth slip state. When the slip error is between the third and fourth slip states, the target proportional term coefficient is: Kp_3, 4 = a×Kp_3 + (1-a)×Kp_4; Among them, Kp_3,4 is the target proportional coefficient, a is the first weight, Kp_3 is the third proportional coefficient, (1-a) is the second weight, and Kp_4 is the fourth proportional coefficient.

[0139] When the slip error is between the second slip state and the third slip state, the target integral term coefficient is: Ki_3,4 = a×Ki_3 + (1-a)×Ki_4; Wherein, Ki_3,4 is the target integral coefficient, a is the first weight, Ki_3 is the third integral coefficient, (1-a) is the second weight, and Ki_4 is the fourth integral coefficient; First weight a=(slip error Verr - third slip error threshold for the fourth slip state) / (slip error entry threshold for the third slip state - third slip error threshold for the fourth slip state); The typical value of the third slip error threshold value in the fourth slip state is -1.0 m / s, and the typical value of the slip error entry threshold value in the third slip state is 0.5 m / s.

[0140] After the target proportional term coefficient and target integral term coefficient are calculated, the PI torque is calculated according to the following formula: ; in, is the target torque, is the target proportional term coefficient, is the slip error, is the target integral term coefficient.

[0141] In some embodiments, the reference vehicle speed is obtained by performing a Kalman filter process based on the wheel speeds of all wheels of the vehicle.

[0142] Specifically, the Kalman filter is a recursive optimal state estimator whose core advantages lie in real-time performance, low computational complexity, and robustness to noise. Directly acquiring wheel speeds from sensors can lead to control misjudgments. However, processing wheel speeds using a Kalman filter to obtain a reference speed effectively suppresses noise and reduces sensor errors.

[0143] In some embodiments, the driving anti-skid control method further includes: exiting the slip control on the target slipping wheel when the driving torque of the target slipping wheel recovers to the driver's required driving torque.

[0144] Specifically, when slippage is detected in one or some wheels, drive anti-skid control is performed to prevent the wheels from slipping further. At the same time, the slip error and wheel acceleration value of each wheel are continuously monitored. When it is confirmed that the driving torque of the target slipping wheel has smoothly transitioned to the driving torque that meets the driver's needs, the slip control of the target slipping wheel is exited.

[0145] A second aspect of the present invention provides an electronic device, such as Figure 7 As shown, the electronic device 100 includes at least one processor 101 and a memory 102 .

[0146] Among them, at least one processor 101 is connected to the memory 102, and the memory 102 stores a computer program that can be executed by the at least one processor 101. When the at least one processor 101 executes the computer program, the drive anti-skid control method is implemented.

[0147] According to the electronic device of the embodiment of the present invention, the corresponding drive anti-skid control program can be stored in the memory. When implementing the drive anti-skid control, the target skid state is determined by comprehensively considering the slip error and wheel acceleration value of the target skidding wheel. The anti-skid control parameters are obtained by calculating the target skidding state, and the target skidding wheel is controlled according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more skidding state controls.

[0148] A third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which implements a drive anti-skid control method when the computer program is executed.

[0149] A fourth aspect of the present invention provides a drive anti-skid control system, such as Figure 8 As shown, the driving anti-skid control system 200 includes: a sensor component 201 , a controller 202 and an anti-skid execution component 203 .

[0150] The controller 202 is connected to the sensor component 201 and the anti-skid execution component 203 to implement the driving anti-skid control method.

[0151] According to the drive anti-skid control system of an embodiment of the present invention, when the wheel slips, the sensor component obtains the slip error and wheel acceleration value of the target slipping wheel, considers the control requirements when the wheel speed is at different slip deviations, and determines the target slip state by comprehensively considering the slip error and wheel acceleration value of the target slipping wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the controller controls the anti-skid execution component according to the anti-skid control parameters, thereby adapting to the drive anti-skid control of different road surfaces and taking into account more slip state controls.

[0152] A fifth aspect of the present invention provides a vehicle, such as Figure 9 As shown, the vehicle 300 includes: an electronic device 100; or Figure 10 As shown, the vehicle 300 includes a driving anti-skid control system 200 .

[0153] According to the vehicle of the embodiment of the present invention, when the wheel slips, the control requirements when the wheel speed is at different slip deviations are taken into consideration. The wheel has multiple different slip states. The target slip state is determined by comprehensively considering the slip error and the wheel acceleration value of the target slip wheel. The anti-skid control parameters are obtained by calculating the target slip state, and the target slip wheel is controlled according to the anti-skid control parameters, thereby adapting to the driving anti-skid control on different road surfaces and taking into account more slip state controls.

[0154] In the description of this specification, any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present invention includes additional implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present invention belong.

[0155] The logic and / or steps represented in a flowchart or otherwise described herein, for example, can be considered a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" is any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (not exhaustive) of computer-readable media include: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0156] It should be understood that various components of the present invention may be implemented using hardware, software, firmware, or a combination thereof. In the aforementioned embodiments, multiple steps or methods may be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any of the following technologies known in the art, or a combination thereof, may be used: a discrete logic circuit having logic gates for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gates, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0157] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0158] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.

[0159] The storage medium mentioned above may be a read-only memory, a magnetic disk, or an optical disk, etc. Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and are not to be construed as limiting the present invention. Persons skilled in the art may make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0160] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, substrate, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, exemplary expressions of the above terms do not necessarily refer to the same embodiment or example.

[0161] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A drive anti-skid control method, characterized in that: include: The wheels are in a slipping state; Anti-skid control parameters are obtained to control the target slipping wheel, wherein the anti-skid control parameters are calculated based on a target slipping state of the target slipping wheel, and the target slipping state is determined based on a slip error and a wheel acceleration value of the target slipping wheel.

2. The driving anti-slip control method according to claim 1, characterized in that: When the slip error and the wheel acceleration value satisfy a preset slip state entry condition, the target slip state is the corresponding preset slip state; The anti-skid control parameter is obtained based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

3. The driving anti-slip control method according to claim 2, characterized in that: The preset slip state includes a first slip state; The preset slip state entry condition corresponding to the first slip state includes the slip error exceeding a first slip error threshold and the wheel acceleration value reaching a first wheel acceleration threshold; In the first slip state, the slip error tends to increase.

4. The driving anti-slip control method according to claim 3, characterized in that: The preset slip state also includes a second slip state; The preset slip state entry condition corresponding to the second slip state includes: the slip error reaches a second slip error threshold and the wheel acceleration value is less than a second wheel acceleration threshold, the second slip error threshold is greater than the first slip error threshold, and the second wheel acceleration threshold is less than the first wheel acceleration threshold; In the second slip state, the slip error shows a decreasing trend.

5. The driving anti-slip control method according to claim 2, characterized in that: The preset slip state includes a third slip state; The preset slip state entry condition corresponding to the third slip state includes that the absolute value of the slip error is less than a third slip error threshold and the wheel acceleration value is less than a third wheel acceleration threshold, the third slip error threshold is less than the first slip error threshold, and the third wheel acceleration threshold is less than the second wheel acceleration threshold; In the third slip state, the slip error fluctuates within a range of (±S), where S=a third slip error threshold.

6. The driving anti-slip control method according to claim 2, characterized in that: The preset slip state includes a fourth slip state; The preset slip state entry condition corresponding to the fourth slip state includes the slip error being less than or equal to a fourth slip error threshold, and the fourth slip error threshold being less than (-S), where S=the third slip error threshold.

7. The driving anti-skid control method according to any one of claims 2 to 6, characterized in that: The anti-slip control parameter is obtained based on the first control parameter and the second control parameter; The first control parameter and the second control parameter are obtained based on the slip error, the road adhesion peak coefficient, and the reference vehicle speed.

8. The driving anti-slip control method according to claim 7, characterized in that: The first control parameter is the sum of a first proportional coefficient and a second proportional coefficient; The second control parameter is the sum of the first integral coefficient and the second integral coefficient; The anti-slip control parameter is obtained by performing proportional-integral calculation based on the first control parameter and the second control parameter; The first proportional coefficient and the first integral coefficient are obtained based on a mapping relationship between the slip error and the reference vehicle speed query, and the second proportional coefficient and the second integral coefficient are obtained based on a mapping relationship between the road adhesion peak coefficient and the reference vehicle speed query.

9. The driving anti-slip control method according to claim 1, characterized in that: When the slip error is between two adjacent preset slip states, the target slip state is a slip transition state; The anti-skid control parameter is obtained based on the slip error, the road adhesion peak coefficient, the reference vehicle speed and the skid state weight.

10. The driving anti-skid control method according to claim 9, characterized in that: The slip state weight includes a first weight and a second weight, the first weight and the second weight are weights corresponding to two adjacent preset slip states, and the sum of the first weight and the second weight is 1; Among the two adjacent preset slip states corresponding to the slip transition state, the closer the slip amount error is to the preset slip state, the greater the corresponding slip state weight is.

11. The driving anti-slip control method according to claim 10, characterized in that: The two adjacent preset slip states include a first reference slip state and a second reference slip state; The anti-skid control parameter is obtained based on the first reference skid state control parameter, the second reference skid state control parameter, the first weight, and the second weight; The control parameter of the first reference slip state and the control parameter of the second reference slip state are both obtained based on the slip error of the target slipping wheel.

12. The driving anti-slip control method according to claim 11, characterized in that: The control parameter of the first reference slip state is obtained by querying a first mapping relationship corresponding to the first reference slip state based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

13. The driving anti-skid control method according to claim 12, characterized in that: The control parameter of the first reference slip state includes a third proportional coefficient; The first mapping relationship includes a first proportional coefficient mapping relationship, which is a mapping relationship between a slip error, a reference vehicle speed, and a proportional coefficient in the first reference slip state. The third proportional coefficient is obtained by querying the first proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

14. The driving anti-slip control method according to claim 13, characterized in that: The control parameter of the first reference slip state further includes a third integral coefficient; The first mapping relationship further includes a first integral coefficient mapping relationship, which is a mapping relationship between a road adhesion peak coefficient, a reference vehicle speed, and an integral coefficient under the first reference slip state; The third integral coefficient is obtained by querying the first integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

15. The driving anti-slip control method according to claim 11, characterized in that: The control parameter of the second reference slip state is obtained by querying a second mapping relationship corresponding to the second reference slip state based on the slip error, the road adhesion peak coefficient and the reference vehicle speed.

16. The driving anti-slip control method according to claim 15, characterized in that: The control parameter of the second reference slip state includes a fourth proportional coefficient; The second mapping relationship includes a second proportional coefficient mapping relationship, which is a mapping relationship between the slip error, the reference vehicle speed and the proportional coefficient in the second reference slip state. The fourth proportional coefficient is obtained by querying the second proportional coefficient mapping relationship based on the slip error and the reference vehicle speed.

17. The driving anti-skid control method according to claim 16, characterized in that: The control parameter of the second reference slip state further includes a fourth integral coefficient; The second mapping relationship further includes a second integral coefficient mapping relationship, where the second integral coefficient mapping relationship is a mapping relationship between a road adhesion peak coefficient, a reference vehicle speed, and an integral coefficient under the second reference slip state; The fourth integral coefficient is obtained by querying the second integral coefficient mapping relationship based on the road adhesion peak coefficient and the reference vehicle speed.

18. The driving anti-skid control method according to any one of claims 11 to 17, characterized in that: The anti-slip control parameter is obtained by performing proportional-integral calculation on the target proportional term coefficient and the target integral term coefficient; The target proportional term coefficient is obtained based on the third proportional coefficient, the first weight, the fourth proportional coefficient and the second weight; The target integral term coefficient is obtained based on the third integral coefficient, the first weight, the fourth integral coefficient, and the second weight.

19. The driving anti-skid control method according to any one of claims 11 to 17, characterized in that: The slip transition state includes a first transition state, wherein the first transition state is a slip state in which the slip error is between a second slip state and a third slip state; The first reference slip state is the second slip state, and the second reference slip state is the third slip state; The first weight is obtained based on a slip amount error of the target slipping wheel, a slip amount error exit threshold value in the second slip state, and a slip amount error entry threshold value in the third slip state.

20. The driving anti-skid control method according to any one of claims 11 to 17, characterized in that: The slip transition state includes a second transition state, wherein the second transition state is a slip state in which the slip error is between a third slip state and a fourth slip state; The first reference slip state is the third slip state, and the second reference slip state is the fourth slip state; The first weight is obtained based on the slip amount error of the target slipping wheel, the slip amount error entry threshold value for the third slip state, and the third slip amount error threshold value for the fourth slip state.

21. The driving anti-slip control method according to claim 2 or 9, characterized in that: The reference vehicle speed is obtained by performing Kalman filtering based on the wheel speeds of all wheels of the vehicle.

22. The driving anti-skid control method according to any one of claims 1 to 6, characterized in that: The driving anti-skid control method further includes: When the driving torque of the target slipping wheel returns to the driver's required driving torque, the slip control on the target slipping wheel is exited.

23. An electronic device, characterized in that: include: at least one processor; a memory communicatively coupled to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, and when the at least one processor executes the computer program, the drive anti-skid control method according to any one of claims 1 to 22 is implemented.

24. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the drive anti-skid control method according to any one of claims 1 to 22 is implemented.

25. A driving anti-skid control system, characterized in that: It comprises a sensor component, a controller and an anti-skid execution component, wherein the controller is connected to the sensor component and the anti-skid execution component, and is used to implement the driving anti-skid control method according to any one of claims 1 to 22.

26. A vehicle, characterized in that: The vehicle includes the electronic device according to claim 23, or the vehicle includes the driving anti-skid control system according to claim 25.

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