Antiskid control method, vehicle, electronic equipment and storage medium

Abstract

The invention discloses an anti-skid control method, a vehicle, electronic equipment and a storage medium, applied to the vehicle, a first motor is used for driving two wheels of a first shaft, a second motor is used for driving a first wheel of a second shaft, and a third motor is used for driving a second wheel of the second shaft; the method comprises the steps that under the condition that at least one wheel of the vehicle slips, target wheel end torque for each wheel is determined; determining a first output torque of the first motor based on the target wheel end torques of the two wheels of the first shaft; determining a second output torque of a second motor based on the target wheel end torque of the first wheel, and determining a third output torque of a third motor based on the target wheel end torque of the second wheel; the first motor is controlled based on the first output torque, the second motor is controlled based on the second output torque, and the third motor is controlled based on the third output torque. The anti-skid control method can effectively restrain vehicle skid, and the method is suitable for a vehicle of a three-motor framework.

Description

Technical Field

[0001] The present application relates to technical fields such as vehicles and vehicle anti-skid, and in particular to an anti-skid control method, a vehicle, an electronic device and a storage medium. Background Art

[0002] When a vehicle is driving, it relies on the torque output by the motor to drive the wheels to move the vehicle forward. However, when the vehicle accelerates, the large motor torque causes the wheels to slip easily. Therefore, most vehicles have control strategies to avoid wheel slip.

[0003] In the related art, the control strategy for avoiding wheel slip includes, for example, obtaining vehicle operating parameters and the actual wheel speed of the vehicle, calculating the wheel slip rate and wheel speed difference based on the vehicle operating parameters and the actual wheel speed, and then judging whether the vehicle has drive slip based on the wheel slip rate and / or wheel speed difference. When the vehicle has drive slip, the driving state of the vehicle is controlled based on the wheel speed difference and the vehicle operating parameters. This method uses ESP (Electronic Stabilty Program, automobile anti-skid system technology) or ABS (Antilock Brake System, braking anti-lock system) hydraulic braking to brake and decelerate the vehicle on one or more wheels, thereby adjusting the wheel end slip rate. This hydraulic braking method has the problems of slow braking speed and loud noise, and the hydraulic braking method wastes energy by applying torque in the opposite direction to eliminate the current excessive torque. Summary of the Invention

[0004] The embodiments of the present application aim to solve at least one of the technical problems in the related art to a certain extent. To this end, the embodiments of the present application aim to provide an anti-skid control method, a vehicle, an electronic device, a storage medium, and a program product.

[0005] An embodiment of the present application provides an anti-skid control method, which is applied to a vehicle, wherein the vehicle includes a first motor, a second motor and a third motor, the first motor being used to drive two wheels of a first shaft, the second motor being used to drive a first wheel of a second shaft, and the third motor being used to drive a second wheel of the second shaft; the method comprising: determining a target wheel-end torque for each wheel in the event that at least one wheel of the vehicle slips; determining a first output torque of the first motor based on the target wheel-end torque of the two wheels of the first shaft; determining a second output torque of the second motor based on the target wheel-end torque of the first wheel, and determining a third output torque of the third motor based on the target wheel-end torque of the second wheel; controlling the first motor based on the first output torque, controlling the second motor based on the second output torque, and controlling the third motor based on the third output torque, so as to perform drive anti-skid control on the vehicle.

[0006] Exemplarily, determining the target wheel end torque for each wheel includes: determining the target wheel end torque for each wheel based on slip data of each wheel of the vehicle, working parameters of each wheel, and driving parameters of the vehicle.

[0007] Exemplarily, the method of determining the target wheel-end torque for each wheel based on the slip data of each wheel of the vehicle, the working parameters of each wheel and the driving parameters of the vehicle includes: determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the driving parameters of the vehicle; determining the wheel-end cumulative torque for each wheel based on the slip data of each wheel, the working parameters of each wheel and the driving parameters of the vehicle; determining the wheel-end additional torque for each wheel based on the working parameters of each wheel and the driving parameters of the vehicle; and determining the target wheel-end torque for each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque and the wheel-end additional torque, and a combination thereof.

[0008] Exemplarily, determining the first output torque of the first motor based on the target wheel-end torques of the two wheels of the first shaft includes: determining the minimum target wheel-end torque from the target wheel-end torques of the two wheels of the first shaft; and determining the first output torque of the first motor based on the minimum target wheel-end torque.

[0009] Exemplarily, the method further includes: determining the current slip of each wheel based on the current wheel speed of each wheel and the vehicle driving speed; determining the slip difference of each wheel based on the current slip and target slip of each wheel, and using the slip difference of each wheel as the slip data of each wheel.

[0010] Exemplarily, the method of determining the target wheel-end torque of each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque and the wheel-end additional torque, and their combination, includes: obtaining the initial wheelbase of each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque and the wheel-end additional torque, and their combination; and determining the target wheel-end torque of each wheel based on a comparison result of the initial wheelbase with a motor wheelbase limit.

[0011] Exemplarily, the driving parameters of the vehicle include the longitudinal acceleration of the vehicle; determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the driving parameters of the vehicle includes: determining a first associated parameter based on the slip data of each wheel and the longitudinal acceleration of the vehicle; determining the wheel-end proportional torque of each wheel based on the first associated parameter and the slip data of each wheel.

[0012] Exemplarily, the working parameters of each wheel include the actual wheel-end torque of each wheel and the slip state parameters of each wheel, and the driving parameters of the vehicle include the longitudinal acceleration of the vehicle; the wheel-end cumulative torque for each wheel is determined based on the slip data of each wheel, the working parameters of each wheel and the driving parameters of the vehicle, including: when the slip state parameters indicate that each wheel is slipping for the first time, the wheel-end cumulative torque of each wheel is determined based on the longitudinal acceleration of the vehicle and the actual wheel-end torque of each wheel; when the slip state parameters indicate that each wheel is slipping continuously, the relationship between the previous wheel-end cumulative torque of each wheel and the previous wheel-end proportional torque meets a preset relationship, and the slip data of the wheel is greater than a preset threshold, the previous wheel-end cumulative torque is used as the current wheel-end cumulative torque; otherwise, the current wheel-end cumulative torque of each wheel is determined based on the slip data of each wheel, the longitudinal acceleration of the vehicle and the previous wheel-end cumulative torque.

[0013] Exemplarily, determining the wheel-end cumulative torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel-end torque of each wheel includes: determining the wheel-end reference torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel-end torque of each wheel; and selecting one of the wheel-end reference torque and the wheel-end actual torque as the wheel-end cumulative torque of each wheel.

[0014] Exemplarily, the method of determining the wheel-end accumulated torque of each wheel based on the slip data of each wheel, the vehicle longitudinal acceleration and the previous wheel-end accumulated torque includes: determining a first associated sub-parameter based on the slip data of each wheel and the vehicle longitudinal acceleration; determining a second associated sub-parameter based on the accelerator pedal depth data; determining a second associated parameter based on the first associated sub-parameter and the second associated sub-parameter; and determining the current wheel-end accumulated torque of each wheel based on the second associated parameter, the slip data of each wheel and the previous wheel-end accumulated torque.

[0015] Exemplarily, the working parameters of each wheel include wheel acceleration, and the driving parameters of the vehicle include vehicle longitudinal acceleration; determining the wheel-end additional torque for each wheel based on the working parameters of each wheel and the driving parameters of the vehicle includes: determining a third associated parameter based on the wheel acceleration and the vehicle longitudinal acceleration when the wheel acceleration increases over time; and determining the wheel-end additional torque for each wheel based on the third associated parameter and the wheel acceleration.

[0016] Exemplarily, the method further includes: correcting the target wheel-end torque of the second wheel based on the target wheel-end torque and the target differential torque of the first wheel, wherein the target differential torque is used to limit the torque difference between the target wheel-end torque of the first wheel and the target wheel-end torque of the second wheel.

[0017] Exemplarily, the target wheel-end torque of the second wheel is corrected based on the target wheel-end torque and the target differential torque of the first wheel, including: adding the target wheel-end torque and the target differential torque of the first wheel to obtain a torque sum value; determining the minimum value from the target wheel-end torque of the second wheel and the torque sum value as the corrected target wheel-end torque of the second wheel.

[0018] Exemplarily, the target differential torque is determined in the following manner: based on the vehicle speed and the vehicle driving mode, a basic differential torque is determined; when the adhesion coefficients of the road surface on which the two wheels of the second shaft are located are consistent, the basic differential torque is determined as the target differential torque; when the adhesion coefficients of the road surface on which the two wheels of the second shaft are located are inconsistent, the target differential torque is determined based on the basic differential torque and the split differential torque, wherein the split differential torque represents the existence of differential torque between the two wheels of the second shaft due to the inconsistent adhesion coefficients of the road surface on which the two wheels of the second shaft are located.

[0019] Exemplarily, the split differential torque is obtained in the following manner: determining a split differential torque gain value and a ramp split torque gain value according to a vehicle driving mode; determining a first split differential torque based on the length of time the two wheels of the second axle travel on a road with inconsistent adhesion coefficients, the vehicle driving speed and the split differential torque gain value; determining a second split differential torque based on the road slope on which the two wheels of the second axle are located, the vehicle driving speed and the ramp split torque gain value; obtaining the split differential torque based on at least one of the first split differential torque and the second split differential torque and a combination thereof.

[0020] Exemplarily, after the target wheel-end torque of the second wheel is corrected, the method further includes: correcting the target wheel-end torque of the second wheel based on a torque slope threshold.

[0021] Exemplarily, the target wheel-end torque of the second wheel is corrected based on the torque slope threshold, including: subtracting the previous wheel-end torque of the second wheel from the torque slope threshold to obtain a lower torque limit; adding the previous wheel-end torque of the second wheel to the torque slope threshold to obtain an upper torque limit; determining a maximum value from the target wheel-end torque of the second wheel and the torque lower limit, and determining a minimum value from the maximum value and the torque upper limit, and using the minimum value as the corrected target wheel-end torque of the second wheel.

[0022] Another embodiment of the present application provides a vehicle, which is used to implement the steps of the above method.

[0023] Another embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method of any of the above embodiments when executing the computer program.

[0024] Another embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method of any of the above embodiments are implemented.

[0025] Another embodiment of the present application provides a computer program product, which includes instructions. When the instructions are executed by a processor of a computer device, the computer device is enabled to perform the steps of the method of any of the above embodiments.

[0026] In the above embodiment, if at least one wheel of the vehicle slips, a target wheel-end torque for each wheel is determined; a first output torque of the first motor is determined based on the target wheel-end torques of the two wheels of the first shaft; a second output torque of the second motor is determined based on the target wheel-end torque of the first wheel, and a third output torque of the third motor is determined based on the target wheel-end torque of the second wheel; the first motor is controlled based on the first output torque, the second motor is controlled based on the second output torque, and the third motor is controlled based on the third output torque to perform drive anti-slip control on the vehicle. The anti-slip control method of the present invention can effectively suppress vehicle slip and is applicable to vehicles with a three-motor architecture. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 A flow chart of a control strategy for avoiding wheel slip provided in an embodiment of the present application;

[0028] Figure 2 A flow chart of another control strategy for preventing wheel slip provided in an embodiment of the present application;

[0029] Figure 3 A flow chart of the anti-skid control method provided in an embodiment of the present application;

[0030] Figure 4 A flowchart for calculating the slip data of each wheel provided in an embodiment of the present application;

[0031] Figure 5 A flow chart for determining a target wheel-end torque for each wheel provided in an embodiment of the present application;

[0032] Figure 6 A flowchart for determining the wheel end cumulative torque for each wheel provided in an embodiment of the present application;

[0033] Figure 7Another flow chart for determining the wheel-end cumulative torque of each wheel provided in an embodiment of the present application;

[0034] Figure 8 Another flow chart for determining the target wheel-end torque of each wheel provided in an embodiment of the present application;

[0035] Figure 9 A flowchart of calculating the first output torque of each motor according to the slip difference provided in an embodiment of the present application;

[0036] Figure 10 A flowchart for calculating target differential torque provided in an embodiment of the present application;

[0037] Figure 11 A flowchart for calculating split differential torque provided in an embodiment of the present application;

[0038] Figure 12 A flowchart of calculating the final output torque of the rear wheel motor considering the differential effect provided in an embodiment of the present application;

[0039] Figure 13 A flow chart of a vehicle anti-skid control strategy provided in an embodiment of the present application;

[0040] Figure 14 A block diagram of an electronic device provided in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0041] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0042] When a vehicle is driving, it relies on the torque output by the motor to drive the wheels to move the vehicle forward. However, when the vehicle accelerates, the large motor torque causes the wheels to slip easily. Therefore, most vehicles have control strategies to avoid wheel slip.

[0043] In some examples, such as Figure 1As shown, the control strategy for avoiding wheel slip includes, for example, obtaining vehicle operating parameters and the actual wheel speed of the vehicle, calculating the wheel slip rate and wheel speed difference based on the vehicle operating parameters and the actual wheel speed, and then determining whether the vehicle has drive slip based on the wheel slip rate and / or wheel speed difference. When the vehicle has drive slip, the driving state of the vehicle is controlled based on the wheel speed difference and the vehicle operating parameters. This method uses ESP (Electronic Stabilty Program, automobile anti-skid system technology) or ABS (Antilock Brake System, braking anti-lock system) hydraulic braking to brake and decelerate a single wheel or multiple wheels of the vehicle, thereby adjusting the wheel end slip rate. This hydraulic braking method has the problems of slow braking speed and loud noise, and the hydraulic braking method wastes energy by applying torque in the opposite direction to eliminate the current excessive torque.

[0044] In other examples, such as Figure 2 As shown, the control strategy for avoiding wheel slip also includes determining the basic torque of each wheel based on the accelerator pedal opening and the vehicle fault level, then determining the additional anti-slip torque and / or additional yaw torque of the vehicle, and then adjusting each basic torque based on the additional anti-slip torque and / or additional yaw torque, and outputting the required torque of each wheel. The method of determining the drive control strategy based on the required torque of the wheel and the maximum output torque of each hub motor relies on the architecture of four-wheel side / hub motors, and realizes wheel-end drive anti-slip by independently controlling the torque of the four-wheel motors, but is not suitable for a three-motor architecture.

[0045] Based on this, the present application proposes an anti-skid control method, which realizes drive anti-skid control that is more suitable for the three-motor four-wheel drive vehicle architecture through low-selective torque control of the two front wheels and independent control of the wheel-side motors of the two rear wheels.

[0046] Figure 3 This is a flow chart of an anti-skid control method according to an embodiment of the present application.

[0047] like Figure 3 As shown, the anti-skid control method includes steps S301-S304. The anti-skid control method is applied to a vehicle, which includes a first motor, a second motor, and a third motor. The first motor is used to drive two wheels of a first shaft, the second motor is used to drive a first wheel of a second shaft, and the third motor is used to drive a second wheel of the second shaft.

[0048] S301 : When at least one wheel of a vehicle slips, determine a target wheel-end torque for each wheel.

[0049] S302 : Determine a first output torque of the first motor based on target wheel-end torques of two wheels of the first shaft.

[0050] S303 , determining a second output torque of the second motor based on the target wheel-end torque of the first wheel, and determining a third output torque of the third motor based on the target wheel-end torque of the second wheel.

[0051] S304 , controlling the first motor based on the first output torque, controlling the second motor based on the second output torque, and controlling the third motor based on the third output torque to perform drive anti-slip control on the vehicle.

[0052] For example, when a vehicle is driving, the torque output by the motor drives the wheels to move the vehicle forward. However, when the vehicle is accelerating, the motor torque is large, which makes the wheels prone to slipping. Therefore, anti-skid measures need to be taken when the vehicle wheels slip. For example, the target wheel-end torque for each wheel can be determined, and driving is achieved based on the target wheel-end torque to avoid wheel slipping and achieve the purpose of anti-skid.

[0053] For example, the present application uses a three-motor four-wheel drive vehicle with a single front motor and dual rear motors as an example. The front two wheels of the vehicle with a three-motor architecture share a first motor, while the rear two wheels are each driven by a second motor and a third motor. After determining the target wheel-end torque corresponding to each wheel based on relevant vehicle data, a first output torque for the first motor is determined based on the target wheel-end torque of the two front wheels at the front wheel end. A second output torque of the second motor and a third output torque of the third motor corresponding to each rear wheel are determined based on the target wheel-end torque of the two rear wheels at the rear wheel end. Finally, anti-slip drive control is performed on the first motor based on the first output torque, anti-slip drive control is performed on the second motor based on the second output torque, and anti-slip drive control is performed on the third motor based on the third output torque.

[0054] As an example, the first shaft corresponds to the front wheel end, the second shaft corresponds to the rear wheel end, the first motor is used to simultaneously drive the two wheels coaxially arranged at the front wheel end, the second motor is used to drive the first wheel at the rear wheel end, and the third motor is used to drive the second wheel at the rear wheel end.

[0055] This application adopts a separate anti-skid control strategy for the front and rear wheels, which improves the vehicle response speed and control accuracy compared to a single hydraulic brake, and solves the problem that the four-motor control strategy cannot adapt to the three-motor architecture.

[0056] In one example, a target wheel-end torque for each wheel can be determined based on the slip data of each wheel, the operating parameters of each wheel, and the vehicle's driving parameters. The following describes in detail how to determine the target wheel-end torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the vehicle's driving parameters.

[0057] As an example, Figure 4As shown, the anti-skid control method further includes S401-S402.

[0058] S401 : Determine the current slip of each wheel based on the current wheel speed of each wheel and the vehicle speed.

[0059] S402 : Determine the slip difference of each wheel based on the current slip amount and the target slip amount of each wheel, and use the slip difference of each wheel as the slip data of each wheel.

[0060] The target slip amount is associated with at least one of a road adhesion coefficient, a vehicle speed, an accelerator pedal depth, and a road slope.

[0061] For example, when a vehicle is accelerating and skidding is detected, the anti-skid control strategy of the present application is implemented. Of course, the anti-skid control strategy of the present application can also be implemented in real time before a skid occurs. Whether the vehicle is skidding can be determined based on experience or factors such as the amount of skid. For example, when skidding is detected, the current amount of skid of each wheel is first determined based on the current wheel speed of each wheel and the vehicle's speed.

[0062] As an example, the current slip is recorded as λ and the current wheel speed is recorded as n 轮 , the vehicle speed is recorded as v 车 The current slip of each wheel is obtained by subtracting the current wheel speed from the vehicle speed, as shown in the following formula 1:

[0063] λ=n 轮 -v 车 (Formula 1)

[0064] The current wheel speed of each wheel may be inconsistent, so the current slip of each wheel needs to be calculated. Then, based on the current slip of each wheel and the target slip, the slip difference of each wheel is determined, and the slip difference of each wheel is used as the slip data of each wheel. The target slip can be denoted as λ t , target slip λ t The target slip amount λ is associated with at least one of the road adhesion coefficient, vehicle speed, accelerator pedal depth, and road slope. For example, the target slip amount λ is obtained by looking up the table based on the road adhesion coefficient, vehicle speed, accelerator pedal depth, and road slope and adding the slip components. t , as shown in Formula 2 below:

[0065] λ t =map{μ}+map{v 车}+map{v 车 ,x p}+map{θ}(Formula 2)

[0066] Where μ represents the road adhesion coefficient, x p represents the accelerator pedal depth, θ represents the road slope, and map{} represents the table lookup based on the content in {}.

[0067] Based on the current slip and target slip of each wheel, the slip difference of each wheel is determined, as shown in the following formula 3:

[0068] Δλ=λ-λ t (Formula 3)

[0069] Where Δλ represents the slip difference. The slip difference of each wheel is the slip data of each wheel.

[0070] Next, the target wheel-end torque for each wheel is determined based on the slip data of each wheel of the vehicle, the operating parameters of each wheel, and the driving parameters of the vehicle.

[0071] As an example, Figure 5 As shown, based on the slip data of each wheel of the vehicle, the working parameters of each wheel and the driving parameters of the vehicle, the target wheel end torque for each wheel is determined, including S501-S504.

[0072] S501 : Determine the wheel end proportional torque of each wheel based on the slip data of each wheel and the driving parameters of the vehicle.

[0073] S502 : Determine the wheel end cumulative torque for each wheel based on the slip data of each wheel, the working parameters of each wheel, and the driving parameters of the vehicle.

[0074] S503 : Determine the wheel-end additional torque for each wheel based on the working parameters of each wheel and the driving parameters of the vehicle.

[0075] S504 : Determine a target wheel end torque for each wheel based on at least one of the wheel end proportional torque, the wheel end cumulative torque, and the wheel end additional torque, and a combination thereof.

[0076] Exemplarily, the slip data for each wheel includes a slip difference for each wheel, and the vehicle's driving parameters include the vehicle's longitudinal acceleration. The wheel-end proportional torque for each wheel is determined based on the slip data for each wheel and the vehicle's driving parameters. For example, the wheel-end proportional torque for each wheel is determined based on the slip difference for each wheel and the vehicle's longitudinal acceleration. The operating parameters for each wheel include, for example, the actual wheel-end torque for each wheel and a slip state parameter for each wheel. Based on the slip data for each wheel, the operating parameters for each wheel, and the vehicle's driving parameters, the wheel-end cumulative torque for each wheel is determined. For example, the wheel-end cumulative torque for each wheel is determined based on the slip difference for each wheel, the actual wheel-end torque for each wheel, the slip state parameter for each wheel, and the vehicle's longitudinal acceleration. Furthermore, the wheel-end additional torque for each wheel is determined based on the operating parameters for each wheel and the vehicle's driving parameters.

[0077] Three aspects of torque are calculated for each wheel, namely, the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque of each wheel. Finally, based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque, and a combination thereof, a target wheel-end torque for each wheel is determined. For example, according to actual conditions, one with a larger weight or a larger influence among the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque is selected as the target wheel-end torque, or the selected one is further processed to obtain the target wheel-end torque, or a combination of two or three of the three is used as the target wheel-end torque, or the two or three combinations are further processed to obtain the target wheel-end torque.

[0078] In another example, the initial wheelbase of each wheel can be determined based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque, or a combination thereof. The target wheelbase torque of each wheel is determined based on a comparison between the initial wheelbase and the motor wheelbase limit. For ease of understanding, this application combines the three torque limits to obtain a total wheelbase torque limit for each wheel. This total wheelbase torque limit is then determined as the initial wheelbase for each wheel. The initial wheelbase is then further restricted to obtain the target wheelbase torque for each wheel.

[0079] As an example, the driving parameters of the vehicle include the longitudinal acceleration of the vehicle; based on the slip data of each wheel and the driving parameters of the vehicle, the wheel-end proportional torque of each wheel is determined, including: based on the slip data of each wheel and the longitudinal acceleration of the vehicle, a first associated parameter associated with the torque and slip data is determined; based on the first associated parameter and the slip data of each wheel, the wheel-end proportional torque of each wheel is determined.

[0080] For example, the wheel end proportional torque is T p , the vehicle longitudinal acceleration is a x , according to the slip difference Δλ of each wheel and the vehicle longitudinal acceleration ax , determine the first correlation parameter associated with the torque and slip data, and record the first correlation parameter as k p , the first associated parameter k p It can be obtained by looking up the table, and then based on the first association parameter k p The wheel end proportional torque of each wheel is determined by the slip difference Δλ of each wheel, as shown in the following formula 4 and formula 5:

[0081] k p =map{a x ,Δλ}(Formula 4)

[0082] T p =(-1)*k p *Δλ(Formula 5)

[0083] Wheel end proportional torque T p A negative value indicates that the torque needs to be reduced when slipping occurs.

[0084] As an example, Figure 6 As shown, based on the slip data of each wheel, the working parameters of each wheel and the driving parameters of the vehicle, the wheel end cumulative torque for each wheel is determined, including:

[0085] S601 : When the slip state parameter indicates that each wheel is slipping for the first time, determine the wheel end accumulated torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel end torque of each wheel.

[0086] S602, when the slip state parameters indicate that each wheel is continuously slipping, the relationship between the previous wheel-end accumulated torque of each wheel and the previous wheel-end proportional torque meets the preset relationship, and the wheel slip data is greater than the preset threshold, the previous wheel-end accumulated torque is used as the current wheel-end accumulated torque.

[0087] S603 : Otherwise, determine the current wheel end accumulated torque of each wheel based on the slip data of each wheel, the longitudinal acceleration of the vehicle and the previous wheel end accumulated torque.

[0088] For example, the working parameters of each wheel include the actual wheel end torque of each wheel and the slip state parameter of each wheel. The driving parameters of the vehicle include the longitudinal acceleration of the vehicle. The wheel end cumulative torque is denoted as T i , the wheel end cumulative torque T is divided into three cases i For discussion, as shown in the following formula 6:

[0089]

[0090] In the first case, when the vehicle first slips, according to the vehicle longitudinal acceleration a x and the actual wheel end torque T of each wheel 轮Determine the wheel end cumulative torque T i .

[0091] In the second case, if the slip state parameter indicates that each wheel is continuously slipping, and the relationship between the previous wheel end cumulative torque and the previous wheel end proportional torque of each wheel meets the preset relationship, and the wheel slip data is greater than the preset threshold, that is, the wheel end cumulative torque T at the previous moment is met. i t-1 Proportional torque T of the wheel end at the previous moment p t-1 (negative number) is less than or equal to zero, and the slip difference Δλ is greater than zero. At this time, the wheel end cumulative torque T i The cumulative wheel end torque T at the previous moment i t-1 The same, remains unchanged. That is, if the wheel end cumulative torque T at the previous moment i t-1 Proportional torque T of the wheel end at the previous moment p t -1 The sum is less than or equal to zero, indicating the wheel end proportional torque T p t-1 The absolute value of the wheel end torque T i t-1 Big, T p t-1 (negative number) and T i t-1 If the sum is still negative, it means that the torque reduction control at the previous moment is sufficient, and there is no need to adjust the wheel end cumulative torque T i , keep T i T i t-1 .

[0092] The third case is when the first two cases are not met, which means that the vehicle is slipping more and more seriously. At this time, it is necessary to reduce T i At this time, the current wheel-end accumulated torque of each wheel can be determined based on the slip data of each wheel, the longitudinal acceleration of the vehicle and the previous wheel-end accumulated torque.

[0093] As an example, in the first case (initial slip), the wheel-end cumulative torque of each wheel is determined based on the vehicle longitudinal acceleration and the actual wheel-end torque of each wheel, including: determining the wheel-end reference torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel-end torque of each wheel; selecting one of the wheel-end reference torque and the wheel-end actual torque as the wheel-end cumulative torque of each wheel.

[0094] For example, as shown in the first sub-formula in Formula 6, when the slip state parameter indicates that each wheel is in initial slip, the wheel end reference torque of each wheel is determined based on the vehicle longitudinal acceleration and the actual wheel end torque of each wheel. x and the actual wheel end torque T of each wheel 轮 The wheel end reference torque is obtained by looking up the table, which is recorded as map{a x ,T 轮}, select one of the wheel end reference torque and the wheel end actual torque as the wheel end cumulative torque of each wheel. For example, you can select the wheel end reference torque map{a x ,T 轮} and the actual wheel end torque T 轮 The smaller one is taken as the wheel end cumulative torque T i .

[0095] As an example, Figure 7 As shown, in the third case, based on the slip data of each wheel, the longitudinal acceleration of the vehicle and the previous wheel end cumulative torque, the wheel end cumulative torque of each wheel is determined, including:

[0096] S701: Determine a first associated sub-parameter based on the slip data of each wheel and the longitudinal acceleration of the vehicle.

[0097] S702: Determine a second associated sub-parameter based on the accelerator pedal depth data.

[0098] S703: Determine a second association parameter based on the first association sub-parameter and the second association sub-parameter.

[0099] S704 : Determine the current wheel-end accumulated torque of each wheel based on the second associated parameter, the slip data of each wheel, and the previous wheel-end accumulated torque.

[0100] For example, the first associated sub-parameter is associated with torque and slip data, the second associated sub-parameter is associated with torque and slip data, and the third associated parameter is associated with torque and slip data. As shown in the third sub-formula of formula 6, when the slip parameters do not meet the above two conditions, the wheel end cumulative torque of each wheel is determined based on the slip data of each wheel, the longitudinal acceleration of the vehicle, and the previous wheel end cumulative torque. For example, first, based on the slip difference Δλ of each wheel and the longitudinal acceleration a of the vehicle, the wheel end cumulative torque of each wheel is determined. x , look up the table to get the first associated sub-parameter map{a x ,Δλ}, according to the accelerator pedal depth x p Look up the table to get the second associated sub-parameter map{x p}, map the first associated sub-parameter {a x ,Δλ} and the second associated sub-parameter map{x p} multiply to get the second associated parameter k i , the second associated parameter k i The calculation formula is shown in Formula 7 below:

[0101] k i =map{a x ,Δλ}*map{x p}(Formula 7)

[0102] As shown in the third sub-formula of Formula 6, based on the second correlation parameter k i , the slip difference of each wheel Δλ and the previous wheel end cumulative torque T i t-1 , determine the current wheel end cumulative torque T of each wheel i ,

[0103] In another example, the wheel-end additional torque for each wheel is determined according to the working parameters of each wheel and the driving parameters of the vehicle.

[0104] As an example, based on the working parameters of each wheel and the driving parameters of the vehicle, the wheel-end additional torque for each wheel is determined, including: when the wheel acceleration increases over time, based on the wheel acceleration and the longitudinal acceleration of the vehicle, determining a third associated parameter associated with the torque and the wheel acceleration; based on the third associated parameter and the wheel acceleration, determining the wheel-end additional torque for each wheel.

[0105] For example, the working parameters of each wheel include wheel acceleration a 轮 , the vehicle's driving parameters include the vehicle's longitudinal acceleration a x , at wheel acceleration a 轮 As time goes by, the wheel acceleration a 轮 and the vehicle longitudinal acceleration a x Look up the table to get the third associated parameter, and record the third associated parameter as map{a 轮 ,a x}, based on the third associated parameter map{a x ,a 轮} and wheel acceleration a 轮 Determine the additional wheel end torque T for each wheel x , wheel end additional torque T x The calculation formula is shown in Formula 8 below:

[0106]

[0107] in, represents the vehicle longitudinal acceleration a x The differential of If it is greater than zero, it means that the wheel acceleration increases with time. If the wheel acceleration does not increase with time, the wheel end additional torque T x is zero.

[0108] After calculating the wheel-end proportional torque, wheel-end cumulative torque and wheel-end additional torque of each wheel according to the above formula, the target wheel-end torque of each wheel is determined based on these three torques.

[0109] As an example, Figure 8 As shown, based on at least one of the wheel end proportional torque, the wheel end cumulative torque and the wheel end additional torque and a combination thereof, determining the target wheel end torque for each wheel includes:

[0110] S801: Obtain an initial wheelbase of each wheel based on at least one of a wheel-end proportional torque, a wheel-end accumulated torque, and a wheel-end additional torque, and a combination thereof.

[0111] For example, one or more of the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque may be added together to obtain the initial wheel width of each wheel. Of course, in some cases, the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque may be assigned different weights, and the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque may be multiplied by their respective weights before being added together.

[0112] S802 : Determine a target wheel-end torque for each wheel based on a comparison result between the initial wheelbase and the motor wheelbase limit.

[0113] The initial wheel track of each wheel is limited based on the motor wheel track limit to obtain the target wheel end torque of each wheel, wherein the initial wheel track of each wheel at the front wheel end is limited by the wheel track limit of the first motor, and the initial wheel track of the wheel at the rear wheel end is limited by the wheel track limit of the second motor and the third motor corresponding to the wheel.

[0114] For example, the three torque limits are summed, i.e., the wheel end proportional torque, the wheel end cumulative torque, and the wheel end additional torque are summed to obtain the initial wheel width of each wheel, and the result is limited according to the upper and lower limits of the motor output torque to obtain the target wheel end torque of each wheel. The target wheel end torque T c The calculation formula is shown in Formula 9 below:

[0115] T c =min{max{T p +T i +T x ,T min},T max}(Formula 9)

[0116] It should be noted that the target wheel end torque T cFor each wheel, there are four target wheel end torques T c Because there is only one motor at the front wheel end, the upper and lower limits Tmin and Tmax of the motor output torque for the front two wheels are the same. The upper and lower limits of the motor output torque are determined by the motor itself. The upper and lower limits of the output torque of the first motor are used to limit the initial wheelbase of the two wheels at the front wheel end, and the upper and lower limits of the output torque of the second and third motors corresponding to the rear wheels are used to limit the initial wheelbase of the two wheels at the rear wheel end.

[0117] As an example, based on the target wheel-end torques of the two wheels of the first shaft, the first output torque of the first motor is determined, including: determining the minimum target wheel-end torque from the target wheel-end torques of the two wheels of the first shaft; and determining the first output torque for the first motor based on the minimum target wheel-end torque.

[0118] For example, to address the problem of inconsistent target wheel-end torques of the two front wheels, the present application adopts a method of selecting a lower front axle wheel-end torque limit, that is, selecting the lower of the target wheel-end torques Tc of the two front wheels to determine the first output torque of the first motor at the front wheel end. This can prevent excessive motor torque from causing the wheel with a smaller wheel-end torque limit to slip. Therefore, the first output torque of the first motor is shown in the following formula 10:

[0119] T F =min{T c_FL ,T c_FR}*2(Formula 10)

[0120] Among them, the subscript FL represents the front left wheel, FR represents the front right wheel, T F is the first output torque of the first motor.

[0121] For example, the first wheel of the second axle can be the left rear wheel, and the second wheel can be the right rear wheel, or vice versa. The target wheel-end torque corresponding to the left rear wheel is used as the second output torque of the second motor, and the target wheel-end torque corresponding to the right rear wheel is used as the third output torque of the third motor, as shown in Formula 11 below:

[0122] T RL =T c_RL ,T RR =T c_RR (Formula 11)

[0123] Among them, the subscript RL represents the rear left wheel and RR represents the rear right wheel.

[0124] Figure 9 This is a flow chart of calculating the first output torque of each motor based on the slip difference in one embodiment of the present application.

[0125] like Figure 9As shown, first, the P control wheel-end torque limit (i.e., the wheel-end proportional torque of each wheel) is calculated based on the slip difference and longitudinal acceleration. The I control wheel-end torque limit (i.e., the wheel-end cumulative torque of each wheel) is calculated based on the actual wheel-end torque, longitudinal acceleration, slip difference, and slip state parameters. The additional wheel-end torque limit (i.e., the wheel-end additional torque of each wheel) is calculated based on information such as wheel acceleration and longitudinal acceleration. The wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque are summed to obtain the wheel-end torque limit of each wheel (i.e., the initial wheel width of each wheel). Finally, the front axle wheel-end torque limit is selected to calculate the first output torque of the front axle motor; the wheel-end torque limits corresponding to the left and right rear wheels are used as the first output torques of the left and right rear motors.

[0126] This application also takes into account the influence of differential torque, corrects the output torque of the two motors on the rear axle, and calculates the final second output torque and third output torque.

[0127] As an example, the anti-skid control method also includes: for the first wheel and the second wheel of the second axle, when the first wheel is the left rear wheel, the second wheel is the right rear wheel, and when the first wheel is the right rear wheel, the second wheel is the left rear wheel, and based on the target wheel end torque and the target differential torque of the first wheel, the target wheel end torque of the second wheel is corrected, wherein the target differential torque is used to limit the torque difference between the target wheel end torque of the first wheel and the target wheel end torque of the second wheel.

[0128] For example, in order to avoid vehicle instability caused by excessive differential between different wheel ends, the present application also corrects the target wheel end torque of the rear wheel end based on the target differential torque. It should be noted that this correction is only for the two rear wheels at the rear wheel end.

[0129] To correct the target wheel end torque of the second wheel at the rear wheel end, it is necessary to first obtain the target differential torque.

[0130] As an example, Figure 10 As shown, the target differential torque is determined by:

[0131] S1001, determining a basic differential torque based on a vehicle speed and a vehicle driving mode.

[0132] S1002 : When the adhesion coefficients of the road surfaces on which the two wheels of the second axle are located are consistent, the basic differential torque is determined as the target differential torque.

[0133] S1003: When the adhesion coefficients of the roads on which the two wheels of the second axle are located are inconsistent, a target differential torque is determined based on the basic differential torque and the split differential torque.

[0134] The split differential torque indicates that the two wheels of the second axle have different adhesion coefficients to the road, which results in a differential torque between the two wheels of the second axle. The two wheels of the second axle include a first wheel and a second wheel.

[0135] For example, according to the vehicle speed v 车 and vehicle driving mode D mod , look up the table to get the basic differential torque T b , the calculation formula is shown in Formula 12 below:

[0136] T b =map{v 车 ,D mod}(Formula 12)

[0137] Among them, vehicle driving modes generally include the following, and of course other modes may also be included:

[0138] 1) Economic mode (ECO mode) aims to reduce fuel consumption by optimizing engine and transmission operation. It's suitable for low- and medium-speed driving, such as daily commuting. However, at high speeds, wind resistance is greater, so the fuel savings are less pronounced. Enabling this mode may result in a slight decrease in power.

[0139] 2) Sport mode: This mode focuses on enhancing vehicle performance, increasing engine speed and response to provide more powerful power. It is suitable for wide, flat roads and situations requiring quick overtaking. However, activating this mode may significantly increase fuel consumption.

[0140] 3) Standard mode (NORMAL mode): This mode is a balance between the economic mode and the sports mode, providing moderate power and economy.

[0141] 4) Snow mode (SNOW mode): This mode reduces the risk of vehicle skidding when driving on snow or snow-covered roads by limiting the engine output torque and the transmission reduction ratio.

[0142] In addition, there are off-road modes such as TRAIL and ROCK, which are suitable for specific driving conditions and road conditions. Different models may provide different driving modes.

[0143] When the adhesion coefficients of the road surface on which the first wheel and the second wheel are located are consistent, the basic differential torque is determined as the target differential torque. The consistency of the adhesion coefficients of the road surface on which the first wheel and the second wheel are located indicates that the wheels at the rear end are on a uniform road surface. In this case, the basic differential torque T b As the target differential torque T 差动 .

[0144] In the case where the adhesion coefficients of the road surfaces on which the first wheel and the second wheel are located are inconsistent, that is, the first wheel and the second wheel are located on an opposite road surface, it can be understood that the opposite road surface is a road surface with a high adhesion coefficient on one side and a road surface with a low adhesion coefficient on the other side, resulting in different adhesion coefficients of the road surfaces on which the two rear wheels are located. In this case, the target differential torque is determined based on the basic differential torque and the opposite differential torque. The target differential torque is calculated as shown in the following formula 13:

[0145]

[0146] Among them, T 对开 Indicates split differential torque.

[0147] As an example, Figure 11 As shown, the split differential torque is obtained by:

[0148] S1101, determining an off-cab differential torque gain value and a ramp off-cab torque gain value according to a vehicle driving mode.

[0149] S1102 : Determine a first split differential torque based on the length of time the two wheels of the second axle travel on a road surface with inconsistent adhesion coefficients, the vehicle travel speed, and a split differential torque gain value.

[0150] S1103: Determine a second split differential torque based on the road gradient of the two wheels of the second shaft, the vehicle speed, and the ramp split torque gain value.

[0151] S1104 , obtaining a split differential torque based on at least one of the first split differential torque and the second split differential torque, and a combination thereof.

[0152] For example, different split differential torque gain values k are determined according to different vehicle driving modes. 对开 , and determine different ramp-on torque gain values k according to different vehicle driving modes 坡道 The length of time t that each wheel at the rear end travels on a road with inconsistent adhesion coefficients is 对开 , vehicle speed v 车 , split differential torque gain value k 对开 , look up the table to get the first pair of differential torque, the first pair of differential torque = map{t 对开 ,v 车}*k 对开 According to the road slope θ of each wheel at the rear end, the vehicle speed v 车 , ramp opening torque gain value k 坡道 , the second pair of differential torque is obtained by looking up the table, the second pair of differential torque = map{θ,v 车}*k 坡道Based on actual conditions, an important or influential split differential torque can be selected from the first split differential torque and the second split differential torque as the final split differential torque. In one example, the first split differential torque and the second split differential torque can be added together to obtain the final split differential torque. The final split differential torque calculation formula is shown in Formula 14 below:

[0153] T 对开 =map{t 对开 ,v 车}*k 对开 +map{θ,v 车}*k 坡道 (Formula 14)

[0154] Among them, T 对开 represents the split differential torque, t 对开 Indicates the length of time the vehicle enters the split-way condition.

[0155] If the rear wheels of the vehicle are on an open road, the target differential torque T 差动 The basic differential torque T b and split differential torque T 对开 If the rear wheels of the vehicle are on a uniform road surface, the target differential torque T 差动 The basic differential torque T b .

[0156] After determining the target differential torque for the first and second wheels at the rear wheel ends, the target wheel end torque for the second wheel is corrected based on the target wheel end torque and the target differential torque of the first wheel.

[0157] As an example, based on the target wheel-end torque and target differential torque of the first wheel, the target wheel-end torque of the second wheel is corrected, including: adding the target wheel-end torque and the target differential torque of the first wheel to obtain a torque sum value; determining the minimum value from the target wheel-end torque and the torque sum value of the second wheel, and using the minimum value as the corrected target wheel-end torque of the second wheel.

[0158] For example, taking the first wheel as the right rear wheel and the second wheel as the left rear wheel as an example, based on the differential torque limit T 差动 , further correct the target output torque of the left and right rear motors to ensure that the output torque difference between the left and right rear motors does not exceed the T corresponding to the rear axle 差动 Taking the left rear wheel as an example, the corrected target wheel end torque is obtained after the differential torque limit, and the calculation formula is shown in the following equation 15:

[0159] T c_RL,lim =min{T c_RL ,T 差动 +Tc_RR}(Formula 15)

[0160] Taking the left rear wheel (second wheel) as an example, when correcting the target wheel end torque of the left rear wheel, the differential torque limit T is first calculated. 差动 , set the differential torque limit T 差动 The target wheel end torque T of the right rear wheel (first wheel) c_RR Add them together to get the torque and value, and compare them with the target wheel end torque T of the left rear wheel c_RL The minimum value is taken as the corrected target wheel end torque T of the left rear wheel. c_RL,lim .

[0161] As an example, after the target wheel end torque of the second wheel is corrected, the anti-skid control method further includes: correcting the target wheel end torque of the second wheel based on a torque slope threshold.

[0162] For example, when the motor torque is reduced due to differential torque limitation, the torque reduction slope needs to be limited to ensure that the torque does not decrease too quickly and to ensure that the second output torque is not negative.

[0163] As an example, based on the torque slope threshold, the target wheel-end torque of the second wheel is corrected, including: subtracting the wheel-end torque before the second wheel from the torque slope threshold to obtain a lower torque limit value; adding the wheel-end torque before the second wheel and the torque slope threshold to obtain an upper torque limit value; determining the maximum value from the target wheel-end torque of the second wheel and the torque lower limit value, and determining the minimum value from the maximum value and the torque upper limit value, and using the minimum value as the corrected target wheel-end torque of the second wheel.

[0164] For example, taking the left rear wheel (second wheel) as an example, the wheel end torque of the left rear wheel before, that is, the wheel end torque of the left rear wheel at the previous moment T c_RL,lim t-1 , and the torque slope threshold T slope Subtract and get the torque lower limit value T c_RL,lim t-1 -T slope , torque slope threshold T slope is a preset value, and the torque slope thresholds corresponding to the last two wheels are the same. c_RL,lim t-1 and torque slope threshold T slope Add them together to get the torque upper limit value T c_RL,lim t-1 +T slope, determine the maximum value from the target wheel-end torque of the second wheel and the torque lower limit, and determine the minimum value from the maximum value and the torque upper limit, and use the minimum value as the corrected target wheel-end torque of the second wheel, as shown in Formula 16 below:

[0165] T lim(RL) =min{max{T c_RL,lim ,T c_RL,lim t-1 -T slope},T c_RL,lim t-1 +T slope}(Formula 16)

[0166] The above differential torque and slope correction are all for the rear wheels and do not involve the front wheels.

[0167] Finally, the first motor at the front wheel end is controlled for anti-slip driving according to the obtained first output torque at the front wheel end, and the corrected target wheel end torque at the rear wheel end is used as the second output torque and the third output torque, and the second motor and the third motor corresponding to each rear wheel are controlled for anti-slip driving respectively.

[0168] Figure 12 This is a flow chart of calculating the final output torque of the rear wheel motor considering the differential effect in one embodiment of the present application.

[0169] like Figure 12 As shown, the first output torque derived from the slip difference is processed, taking into account the influence of vehicle speed, driving mode, and split-wheel operation. The second and third output torques of the left and right rear motors are then modified to avoid vehicle instability due to excessive differentials. If the vehicle is not in split-wheel operation, the base differential torque limit is determined by searching the corresponding lookup table based on vehicle speed and driving mode. If the vehicle is in split-wheel operation, different split differential torque gains and ramp split torque gains are further selected based on different driving modes to calculate the split differential torque limit. Finally, the torque difference between the two rear axle motors is controlled, and the slope of the change is limited to determine the final output torque of each rear wheel motor.

[0170] This application aims to eliminate the problem of vehicle deviation when driving on uniform roads and on opposite sides of the road. The above-mentioned differential torque limitation control strategy considering the opposite side working conditions can avoid vehicle instability caused by excessive differential.

[0171] Figure 13 This is a flow chart of a vehicle anti-skid control strategy according to an embodiment of the present application.

[0172] like Figure 13As shown in the figure, the slip difference is calculated based on information such as wheel speed, vehicle speed, road adhesion coefficient, accelerator pedal depth, and slope. The output torque of each motor is calculated based on this slip difference. The output torque of the two rear axle motors is corrected to account for the influence of differential torque to calculate the final output torque. Finally, based on the final output torques obtained for each of the three motors, each is controlled to output its own final output torque, achieving anti-slip control for a three-motor four-wheel drive vehicle.

[0173] The present application also proposes a vehicle.

[0174] In this embodiment, the vehicle is used to implement the steps of the above anti-skid control method.

[0175] The present application also proposes a computer-readable storage medium.

[0176] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above anti-skid control method are implemented.

[0177] Figure 14 A block diagram of an electronic device provided in accordance with an embodiment of the present application.

[0178] An embodiment of the present application provides an electronic device including a memory and a processor. The memory stores a computer program, and the processor implements the above-mentioned anti-skid control method when executing the computer program.

[0179] like Figure 14 As shown, for ease of understanding, the embodiment of the present application shows a specific electronic device.

[0180] Electronic device is intended to refer to various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic device may also refer to various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are intended to be examples only and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0181] like Figure 14As shown, the device includes a computing unit 1401, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 1402 or a computer program loaded from a storage unit 1408 into a random access memory (RAM) 1403. Various programs and data required for the operation of the electronic device 1400 can also be stored in the RAM 1403. The computing unit 1401, the ROM 1402, and the RAM 1403 are connected to each other via a bus 1404. An input / output (I / O) interface 1405 is also connected to the bus 1404.

[0182] Multiple components in the electronic device 1400 are connected to the I / O interface 1405, including an input unit 1406, such as a keyboard, a mouse, etc.; an output unit 1407, such as various types of displays, speakers, etc.; a storage unit 1408, such as a magnetic disk, an optical disk, etc.; and a communication unit 1409, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1409 allows the electronic device to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0183] Computing unit 1401 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of computing unit 1401 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Computing unit 1401 executes the various methods described above, such as the anti-skid control method. For example, in some embodiments, the anti-skid control method can be implemented as a computer software program tangibly embodied in a machine-readable medium, such as storage unit 1408. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device via ROM 1402 and / or communication unit 1409. When the computer program is loaded into RAM 1403 and executed by computing unit 1401, the anti-skid control method described above can be executed. Alternatively, in other embodiments, computing unit 1401 can be configured to execute the anti-skid control method by any other suitable means (e.g., via firmware).

[0184] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device, or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device, or apparatus and execute the instructions), or in conjunction with such instruction execution systems, devices, or apparatuses. For purposes of this application, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, device, or apparatus, or in conjunction with such instruction execution systems, devices, or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, 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 otherwise processing it in a suitable manner if necessary, and then storing it in a computer memory.

[0185] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can 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 one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0186] In the description of this application, reference to the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of this application. In this application, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0187] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0188] In addition, the terms "first" and "second" used in the embodiments of the present application are for descriptive purposes only and should not be understood as indicating or implying relative importance, or implicitly indicating the number of technical features indicated in the embodiments. Therefore, the features defined in the embodiments of the present application by terms such as "first" and "second" can explicitly or implicitly indicate that at least one of the features is included in the embodiment. In the description of the present application, the word "multiple" means at least two or two or more, such as two, three, four, etc., unless otherwise clearly and specifically defined in the embodiments.

[0189] In this application, unless otherwise specified or limited in the embodiments, the terms "installed", "connected", "connected", and "fixed" appearing in the embodiments should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection. It can also be a mechanical connection, an electrical connection, etc.; of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two elements, or the interaction between two elements. For those skilled in the art, the specific meanings of the above terms in this application can be understood based on the specific implementation.

[0190] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0191] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An anti-skid control method, characterized in that: The method is applied to a vehicle, the vehicle comprising a first motor, a second motor and a third motor, the first motor being used to drive two wheels of a first shaft, the second motor being used to drive a first wheel of a second shaft, and the third motor being used to drive a second wheel of the second shaft; the method comprising: determining a target wheel-end torque for each wheel when at least one wheel of the vehicle slips; determining a first output torque of the first motor based on target wheel-end torques of two wheels of the first shaft; determining a second output torque of the second motor based on the target wheel-end torque of the first wheel, and determining a third output torque of the third motor based on the target wheel-end torque of the second wheel; The first motor is controlled based on the first output torque, the second motor is controlled based on the second output torque, and the third motor is controlled based on the third output torque to perform drive slip control on the vehicle.

2. The method according to claim 1, characterized in that Determining the target wheel end torque for each wheel includes: A target wheel end torque for each wheel is determined based on the slip data of each wheel of the vehicle, the operating parameters of each wheel, and the driving parameters of the vehicle.

3. The method according to claim 2, characterized in that The determining of the target wheel-end torque for each wheel based on the slip data of each wheel of the vehicle, the operating parameters of each wheel, and the driving parameters of the vehicle includes: Determining the wheel end proportional torque of each wheel based on the slip data of each wheel and the driving parameters of the vehicle; Determining a wheel-end cumulative torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle; Determining a wheel-end additional torque for each wheel based on an operating parameter of each wheel and a driving parameter of the vehicle; A target wheel end torque of each wheel is determined based on at least one of the wheel end proportional torque, the wheel end cumulative torque, and the wheel end additional torque, and a combination thereof.

4. The method according to claim 1, wherein The determining the first output torque of the first motor based on the target wheel-end torques of the two wheels of the first shaft includes: determining a minimum target wheel-end torque from the target wheel-end torques of the two wheels of the first shaft; A first output torque of the first motor is determined based on the minimum target wheel-end torque.

5. The method according to claim 2, characterized in that The method further comprises: Determining a current slip of each wheel based on the current wheel speed of each wheel and the vehicle speed; Based on the current slip amount and the target slip amount of each wheel, a slip amount difference of each wheel is determined, and the slip amount difference of each wheel is used as the slip data of each wheel.

6. The method according to claim 3, characterized in that The determining of the target wheel end torque of each wheel based on at least one of the wheel end proportional torque, the wheel end cumulative torque and the wheel end additional torque, and a combination thereof, comprises: obtaining an initial wheelbase of each wheel based on at least one of the wheel end proportional torque, the wheel end cumulative torque and the wheel end additional torque, and a combination thereof; Based on the comparison result between the initial wheelbase and the motor wheelbase limit, a target wheel-end torque of each wheel is determined.

7. The method according to claim 3, characterized in that The vehicle's driving parameters include the vehicle's longitudinal acceleration; determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the vehicle's driving parameters includes: determining a first correlation parameter based on the slip data of each wheel and the longitudinal acceleration of the vehicle; The wheel end proportional torque of each wheel is determined based on the first associated parameter and the slip data of each wheel.

8. The method according to claim 3, characterized in that The operating parameters of each wheel include the actual wheel end torque of each wheel and the slip state parameter of each wheel, and the driving parameters of the vehicle include the longitudinal acceleration of the vehicle; and determining the wheel end cumulative torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle includes: When the slip state parameter indicates that each wheel is experiencing initial slip, determining the wheel end cumulative torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel end torque of each wheel; When the slip state parameter indicates that each wheel is continuously slipping, the relationship between the previous wheel end accumulated torque and the previous wheel end proportional torque of each wheel satisfies a preset relationship, and the wheel slip data is greater than a preset threshold, the previous wheel end accumulated torque is used as the current wheel end accumulated torque; Otherwise, the current wheel end cumulative torque of each wheel is determined based on the slip data of each wheel, the vehicle longitudinal acceleration and the previous wheel end cumulative torque.

9. The method according to claim 8, characterized in that Determining the wheel end cumulative torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel end torque of each wheel includes: Determining a wheel-end reference torque of each wheel based on the vehicle longitudinal acceleration and the actual wheel-end torque of each wheel; One of the wheel-end reference torque and the wheel-end actual torque is selected as the wheel-end accumulated torque of each wheel.

10. The method according to claim 8, characterized in that The determining of the wheel end accumulated torque of each wheel based on the slip data of each wheel, the longitudinal acceleration of the vehicle and the previous wheel end accumulated torque includes: determining a first associated sub-parameter based on the slip data of each wheel and the longitudinal acceleration of the vehicle; determining a second associated sub-parameter based on the accelerator pedal depth data; determining a second association parameter based on the first association sub-parameter and the second association sub-parameter; The current wheel end accumulated torque of each wheel is determined based on the second associated parameter, the slip data of each wheel and the previous wheel end accumulated torque.

11. The method according to claim 3, characterized in that The operating parameters of each wheel include wheel acceleration, and the driving parameters of the vehicle include vehicle longitudinal acceleration. Determining the wheel-end additional torque for each wheel based on the operating parameters of each wheel and the driving parameters of the vehicle includes: determining a third correlation parameter based on the wheel acceleration and the vehicle longitudinal acceleration when the wheel acceleration increases over time; A wheel end additional torque for each wheel is determined based on the third associated parameter and the wheel acceleration.

12. The method according to any one of claims 1 to 11, characterized in that The method further comprises: The target wheel end torque of the second wheel is corrected based on the target wheel end torque and the target differential torque of the first wheel, wherein the target differential torque is used to limit the torque difference between the target wheel end torque of the first wheel and the target wheel end torque of the second wheel.

13. The method according to claim 12, characterized in that The correcting process of the target wheel-end torque of the second wheel based on the target wheel-end torque and the target differential torque of the first wheel includes: Adding the target wheel-end torque and the target differential torque of the first wheel to obtain a torque sum value; A minimum value is determined from the target wheel-end torque of the second wheel and the torque sum value as the corrected target wheel-end torque of the second wheel.

14. The method according to claim 12, characterized in that The target differential torque is determined by: determining a base differential torque based on a vehicle speed and a vehicle driving mode; In a case where the adhesion coefficients of the roads on which the two wheels of the second shaft are located are consistent, determining the basic differential torque as the target differential torque; In the case where the adhesion coefficients of the road surface on which the two wheels of the second shaft are located are inconsistent, the target differential torque is determined based on the basic differential torque and the split differential torque, wherein the split differential torque represents the existence of differential torque between the two wheels of the second shaft due to the inconsistent adhesion coefficients of the road surface on which the two wheels of the second shaft are located.

15. The method according to claim 14, characterized in that The split differential torque is obtained by: Determining a split differential torque gain value and a ramp split torque gain value according to a vehicle driving mode; determining a first split differential torque based on a length of time that the two wheels of the second shaft travel on a road surface with inconsistent adhesion coefficients, a vehicle travel speed, and the split differential torque gain value; determining a second split differential torque based on the road gradient of the two wheels of the second shaft, the vehicle speed, and the ramp split torque gain value; The split differential torque is obtained based on at least one of the first split differential torque and the second split differential torque, and a combination thereof.

16. The method according to claim 12, characterized in that After correcting the target wheel-end torque of the second wheel, the method further includes: Based on the torque slope threshold, the target wheel end torque of the second wheel is corrected.

17. The method according to claim 16, characterized in that The correcting process of the target wheel-end torque of the second wheel based on the torque slope threshold includes: Subtracting the wheel end torque before the second wheel from the torque slope threshold to obtain a torque lower limit; Adding the wheel end torque before the second wheel and the torque slope threshold to obtain a torque upper limit value; A maximum value is determined from the target wheel end torque of the second wheel and the torque lower limit value, and a minimum value is determined from the maximum value and the torque upper limit value, and the minimum value is used as the corrected target wheel end torque of the second wheel.

18. A vehicle, characterized in that: The vehicle is used to implement the steps of the method according to any one of claims 1 to 17.

19. An electronic device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and is characterized in that when the processor executes the computer program, the steps of the method described in any one of claims 1 to 17 are implemented.

20. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 17 are implemented.

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