Vehicle anti-slip control method, device, system and vehicle

Abstract

The application provides a vehicle anti-slip control method, device, system and vehicle. The method comprises the following steps: acquiring chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip rate and wheel radius of at least one drive wheel of the vehicle, and vehicle speed; determining feedforward control torque according to the adhesion coefficient, the total wheel load and the wheel radius; determining wheel speed deviation according to the target slip rate, the chassis wheel speed and the actual wheel speed; adjusting torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain feedback control torque; and superimposing the two to obtain output torque for vehicle anti-slip control. The method considers wheel dynamic load change and wheel load change caused by the vehicle on a slope road surface, estimates the total wheel load in real time and introduces feedforward control to obtain feedforward control torque, so as to compensate the feedback control and enhance the stability and accuracy of the anti-slip control when the vehicle is on a slope road surface and the load changes.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle control, in particular to a vehicle anti-slip control method, device, system and vehicle. BACKGROUND

[0002] Vehicle anti-slip control technology is the core support of modern automobile safety. When starting, accelerating or driving on low adhesion road surface (such as ice, snow, sand, wet road surface), the driving wheel may spin and slip due to excessive power. This not only wastes power and accelerates tire wear, but also causes the vehicle to lose control. Vehicle anti-slip control technology can inhibit slip by reducing vehicle output torque or applying brake to the slipping wheel, ensuring effective power transmission to the road surface and maintaining the stability and controllability of the vehicle. The real-time and stability of anti-slip control are of great significance to vehicle attitude control and safety.

[0003] When the vehicle drives on the slope of the low adhesion road surface, if the anti-slip control method in the related technology is used, the torque output is insufficient, and the slip control is poor. When the vehicle load changes, such as from empty to full load, the anti-slip control method in the related technology has the problem of lagging acceleration response, and the correction coefficient has overshoot. It cannot prevent and offset disturbances, and the regulation and control of the stability and controllability of the vehicle are not good. SUMMARY

[0004] Embodiments of the present application provide a vehicle anti-slip control method, device, system and vehicle to solve the technical problem that the vehicle anti-slip control in the related technology cannot well regulate and control the stability and controllability of the vehicle under the condition of the slope of the low adhesion road surface and the change of the vehicle load.

[0005] The vehicle anti-slip control method provided by the embodiments of the present application is applied to at least one driving wheel of a vehicle, and the method comprises: acquiring a chassis wheel speed, an actual wheel speed, an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip rate and a wheel radius of the driving wheel, and a vehicle speed of the vehicle; determining a feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius; determining a wheel speed deviation based on the target slip rate, the chassis wheel speed and the actual wheel speed; adjusting a torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain a feedback control torque, the torque deviation being a deviation between the actual wheel end torque and the feedforward control torque; superimposing the feedback control torque and the feedforward control torque to determine an output torque, and performing anti-slip control on the driving wheel by the output torque.

[0006] In an embodiment of the present application, if the vehicle is running on a slope, the total wheel load of the driving wheel is obtained by: obtaining the static wheel load of the driving wheel on the slope, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount; and determining the total wheel load of the driving wheel according to the static wheel load, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount.

[0007] In an embodiment of the present application, the adhesion coefficient of the driving wheel is obtained by: obtaining the actual torque at the wheel end of the driving wheel, the moment of inertia at the wheel end and the angular acceleration of the wheel; determining the inertia torque of the wheel according to the moment of inertia at the wheel end and the angular acceleration of the wheel; deducting the inertia torque of the wheel from the actual torque at the wheel end to obtain the driving torque of the wheel; determining the driving force of the wheel based on the driving torque of the wheel and the wheel radius; and determining the adhesion coefficient according to the total wheel load and the driving force of the wheel.

[0008] In an embodiment of the present application, the target slip ratio of the driving wheel is obtained by: determining the vehicle speed corresponding to a vehicle speed sub-target slip ratio according to the vehicle speed and a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a second preset mapping relationship; and correcting the vehicle speed sub-target slip ratio according to the correction coefficient to obtain the target slip ratio; wherein the first preset mapping relationship includes vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship includes correction coefficients corresponding to different adhesion coefficients.

[0009] In an embodiment of the present application, the wheel speed deviation is determined based on the target slip ratio, the chassis wheel speed and the actual wheel speed by: obtaining a wheel speed slip amount according to the product of the chassis wheel speed and the target slip ratio; compensating the chassis wheel speed by the wheel speed slip amount to obtain the target wheel speed; and determining the wheel speed deviation as the difference between the target wheel speed and the actual wheel speed.

[0010] In an embodiment of the present application, the torque deviation is adjusted by the vehicle speed, the adhesion coefficient and the wheel speed deviation by: determining a first feedback adjustment sub-coefficient corresponding to the vehicle speed according to the vehicle speed and a third preset mapping relationship; determining a second feedback adjustment sub-coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a fourth preset mapping relationship; determining a third feedback adjustment sub-coefficient corresponding to the wheel speed deviation according to the wheel speed deviation and a fifth preset mapping relationship; determining a feedback adjustment coefficient based on the first feedback adjustment sub-coefficient, the second feedback adjustment sub-coefficient and the third feedback adjustment sub-coefficient; and adjusting the torque deviation by the feedback adjustment coefficient; wherein the third preset mapping relationship includes first feedback adjustment sub-coefficients corresponding to different vehicle speeds, the fourth preset mapping relationship includes second feedback adjustment sub-coefficients corresponding to different adhesion coefficients, and the fifth preset mapping relationship includes third feedback adjustment sub-coefficients corresponding to different wheel speed deviations.

[0011] In an embodiment of the present application, the feedback control torque is obtained by adjusting the torque deviation based on the vehicle speed, the adhesion coefficient and the wheel speed deviation, including: matching a feedback adjustment coefficient according to the vehicle speed, the adhesion coefficient and the wheel speed deviation; determining a feedback adjustment torque based on the feedback adjustment coefficient and the wheel speed deviation; superimposing the feedback adjustment torque on the torque deviation to obtain the feedback control torque.

[0012] The embodiment of the present application also provides a vehicle anti-slip control system, which is applied to at least one driving wheel of a vehicle, and the system includes: an acquisition module, configured to acquire a chassis wheel speed, an actual wheel speed, an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio and a wheel radius of the driving wheel, and a vehicle speed of the vehicle; a feedforward control torque determination module, configured to determine a feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius; a wheel speed deviation determination module, configured to determine a wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed; a feedback control torque determination module, configured to obtain a feedback control torque by adjusting a torque deviation based on the vehicle speed, the adhesion coefficient and the wheel speed deviation, the torque deviation being a deviation between the actual wheel end torque and the feedforward control torque; and a control module, configured to superimpose the feedback control torque and the feedforward control torque to determine an output torque, and to perform anti-slip control on the driving wheel by using the output torque.

[0013] The embodiment of the present application also provides a vehicle anti-slip control device, which includes a wheel speed sensor, a driving motor and a chassis domain controller, wherein: the wheel speed sensor is configured to collect a chassis wheel speed of a driving wheel of a vehicle; the chassis domain controller is configured to acquire the chassis wheel speed, and determine an actual wheel speed based on the chassis wheel speed, and to acquire an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio and a wheel radius, and a vehicle speed of the vehicle, determine a feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius, determine a wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed, obtain a feedback control torque by adjusting a torque deviation based on the vehicle speed, the adhesion coefficient and the wheel speed deviation, the torque deviation being a deviation between the actual wheel end torque and the feedforward control torque, and superimpose the feedback control torque and the feedforward control torque to determine an output torque; and the driving motor is configured to perform anti-slip control on the driving wheel according to the output torque.

[0014] The embodiment of the present application also provides an electronic device, including: a memory, which has a computer program stored thereon; and a processor, configured to execute the computer program in the memory to implement the steps of the method in any of the above embodiments.

[0015] The embodiment of the present application also provides a vehicle, which comprises the electronic device described in the above embodiment or performs the steps of the method described in any of the above embodiments.

[0016] The vehicle anti-slip control method, device, system and vehicle provided by the present application obtain chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip rate and wheel radius of at least one drive wheel of the vehicle, and vehicle speed, determine the feedforward control torque according to the adhesion coefficient, total wheel load and wheel radius, determine the wheel speed deviation according to the target slip rate, chassis wheel speed and actual wheel speed, adjust the torque deviation through the vehicle speed, adhesion coefficient and wheel speed deviation to obtain the feedback control torque, superimpose the two as the output torque to perform vehicle anti-slip control, consider the wheel dynamic load change and the wheel load change caused by the vehicle on the slope road surface, estimate the total wheel load in real time and introduce the feedforward control to obtain the feedforward control torque, so as to compensate the feedback control, and enhance the stability and accuracy of the anti-slip control when the vehicle is on the slope road surface and the load changes. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and serve to explain the principles of the present application. It is readily apparent to one of ordinary skill in the art that the accompanying drawings shown only some embodiments of the present application, and other drawings can be obtained from the accompanying drawings without any creative effort.

[0018] In the drawings:

[0019] Figure 1 An application scenario schematic diagram of the vehicle anti-slip control method provided by the embodiment of the present application is shown in the figure.

[0020] Figure 2 A flowchart of the vehicle anti-slip control method provided by the embodiment of the present application is shown in the figure.

[0021] Figure 3 A specific flowchart of the vehicle anti-slip control method provided by the embodiment of the present application is shown in the figure.

[0022] Figure 4 A structure schematic diagram of the vehicle anti-slip control device provided by the embodiment of the present application is shown in the figure.

[0023] Figure 5 A structure schematic diagram of the electronic device provided by the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0024] Following, the advantages and effects of the present application can be easily understood by those skilled in the art from the present description. The present application can also be implemented or applied by other different specific embodiments, and the details in the present description can be modified or changed based on different views and applications without departing from the spirit of the present application. The following embodiments and features in the embodiments can be combined with each other without conflict under the condition that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0025] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concepts of the present application, and the drawings only show the components related to the present application, not the number, shape and size of the components when actually implemented. The shapes, numbers and proportions of the components when actually implemented can be randomly changed, and the layout form of the components can be more complex.

[0026] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details, and in other embodiments, the known structures and devices are shown in the form of block diagrams instead of details to avoid making the embodiments of the present application difficult to understand.

[0027] The inventors found that the vehicle anti-slip control technology in the related art often focuses on the scheme relying on PID feedback control. The anti-slip control using such technology performs well in flat road calibration conditions, but has significant defects in slope and load mutation scenarios. If the vehicle is driving on a low adhesion slope, when the anti-slip function is activated, the PID feedback control does not compensate for the slope resistance, and the control system does not compensate for the insufficient torque output, resulting in poor slip control due to insufficient torque on the slope. When the vehicle load changes, when the vehicle mass change (such as empty / full load switching) is ignored, the acceleration response lag is ≥0.5s when the load suddenly changes, and the correction coefficient overshoot is >25%. If the error is corrected after it occurs, it cannot preventively offset the disturbance.

[0028] In view of this, a vehicle anti-skid control method is proposed, which is a collaborative vehicle anti-skid control method based on slope and load feedforward compensation and PID feedback correction. This method, while applicable to flat roads, is particularly effective for low-traction slope driving conditions and vehicle load changes. It uses feedforward control to output compensation, making the control torque more precise and improving the vehicle's longitudinal stability, resulting in better control of vehicle stability and directional controllability. In low-traction slope driving conditions, the feedforward compensates for changes in total wheel load on the slope, solving the problem of insufficient torque output when the control system is not compensated, leading to poor slip control due to insufficient torque during slope anti-skid operations. In vehicle load changes, the dynamic load changes of the wheels are considered and calculated in real time, and the feedforward compensates for these changes, solving the problems of lag in acceleration response and excessive overshoot of the correction coefficient when the load changes abruptly.

[0029] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating an application scenario of a vehicle anti-skid control method provided in an embodiment of this application. For example... Figure 1 As shown in the diagram, which is a schematic of a car chassis, taking a four-wheeled vehicle as an example, each wheel is equipped with a corresponding wheel speed sensor and drive motor. The lifting torque of the corresponding drive motor is controlled by the chassis domain controller. Using the vehicle anti-skid control method provided in this embodiment, the output torque of the corresponding wheel can be determined, thereby achieving wheel anti-skid control. The wheel speed sensor can be used to calculate wheel speed deviation. Figure 1 The number of wheels, drive motors, and control methods of the drive motors in this embodiment are merely examples and do not limit the vehicle anti-skid control method provided in this embodiment to be applied only to this scenario. For example, the vehicle may not use a chassis domain controller, in which case the controller currently capable of controlling the drive motors can be used to control the lifting torque of the corresponding drive motors. Furthermore, the vehicle may not have a drive motor on every wheel; in this case, the method can be applied to the wheels that are equipped with drive motors, and is not limited to vehicles where every wheel has a drive motor.

[0030] It should be noted that the above scenario is only an example of an application scenario provided by the embodiments of this application. The embodiments of this application do not limit the actual form of various devices, components, etc. included in the scenario. In the specific application of the solution, it can be set according to actual needs.

[0031] The following example illustrates the vehicle anti-skid control method provided in this application by applying it to one drive wheel of a vehicle. Please refer to [link to relevant documentation]. Figure 2 , Figure 2 A schematic flowchart of a vehicle anti-skid control method provided in an embodiment of this application is shown below.Figure 2 As shown, the method comprises the following steps:

[0032] In step S210, the chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip ratio and wheel radius of the drive wheel are obtained, as well as the vehicle speed of the vehicle.

[0033] The chassis wheel speed is the wheel rotation speed directly measured by a wheel speed sensor (such as a Hall effect sensor or a magnetoresistive sensor), which is usually transmitted to the ECU in the form of a pulse signal. The actual wheel speed is the wheel speed corrected by an algorithm, which is closer to the actual rolling speed of the wheel, and is usually calculated in combination with the chassis wheel speed and other sensor data (such as an inertial measurement unit, a steering angle sensor). The above physical quantities can be obtained directly or calculated based on other directly collected parameters.

[0034] The total wheel load includes the static wheel load, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount.

[0035] In an embodiment, if the vehicle is driving on a slope, the total wheel load of the drive wheel is obtained, including: obtaining the static wheel load, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount of the drive wheel on the slope; and determining the total wheel load of the drive wheel according to the static wheel load, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount on the slope.

[0036] As an example, taking a four-wheel drive vehicle as an example, when the whole vehicle is on a flat road, the calculation formula of the static wheel load is:

[0037] Formula (1),

[0038] Formula (2),

[0039] In the formula, , , , are the static wheel loads of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, respectively; is the distance from the center of mass to the rear axle; is the distance from the center of mass to the front axle; is the wheelbase; is the mass of the whole vehicle; is the acceleration of gravity.

[0040] The slope correction of the static wheel load is that when the vehicle is on a slope, the static wheel load is corrected as:

[0041] Formula (3),

[0042] Equation (4),

[0043] wherein, is the distance from the center of mass to the rear axle; is the distance from the center of mass to the front axle; is the wheelbase; is the vehicle mass; is the acceleration due to gravity; is the longitudinal slope angle; is the lateral slope angle; is the height of the center of mass; is the left front wheel static wheel load after slope correction; is the right front wheel static wheel load after slope correction; is the left rear wheel static wheel load after slope correction; is the right rear wheel static wheel load after slope correction, is the wheel track.

[0044] As an example, for a four-wheel drive vehicle, the dynamic load transfer amount due to longitudinal acceleration is:

[0045] Equation (5),

[0046] wherein, is the longitudinal dynamic load transfer amount of the wheel ; is the height of the center of mass; is the longitudinal acceleration; is the vehicle mass; is the wheelbase, represents the wheel (drive wheel), and for a four-wheel drive vehicle, may be , , , wherein, represents the left front, represents the right front, represents the left rear, represents the right rear.

[0047] As an example, the longitudinal acceleration can be low-pass filtered. When the vehicle accelerates, the load is transferred rearward, and the rear wheel load increases, and the front wheel load decreases. When the vehicle decelerates, the load is transferred forward, and the front wheel load increases, and the rear wheel load decreases.

[0048] As an example, for a four-wheel drive vehicle, the dynamic load transfer amount (lateral dynamic load transfer amount) due to lateral acceleration is:

[0049] Equation (6),

[0050] wherein, is the lateral dynamic load transfer amount (lateral dynamic load transfer amount) of the vehicle wheel ; is the wheel track; is the lateral acceleration; is the total vehicle mass, is the center of mass height, represents the vehicle wheel (drive wheel), for example, a four-wheel drive vehicle, may be , , , wherein, represents the front left, represents the front right, represents the rear left, represents the rear right.

[0051] The lateral acceleration is processed by low-pass filtering. When the lateral acceleration is generated by turning, the load is transferred to the outside, i.e. the inner wheel load is small and the outer wheel load is large.

[0052] Based on the above embodiment, when the vehicle is on a slope road section, the total wheel load is obtained by superimposing the static load and the dynamic load. An example of determining method is as follows:

[0053]

[0054] Equation (7),

[0055]

[0056] Equation (8),

[0057]

[0058] Equation (9),

[0059]

[0060] Equation (10),

[0061] wherein, , , , are the total wheel loads of the front left, front right, rear left and rear right wheels, respectively; is the distance from the center of mass to the rear axle; is the distance from the center of mass to the front axle; is the wheelbase; is the total vehicle mass; is the gravitational acceleration; is the longitudinal slope angle; is the transverse slope angle; The height of the center of mass; It is longitudinal acceleration; Wheelbase; This is lateral acceleration.

[0062] In one embodiment, obtaining the adhesion coefficient of the drive wheel includes: obtaining the actual torque at the wheel end, the moment of inertia at the wheel end, and the angular acceleration at the wheel end; determining the moment of inertia torque based on the moment of inertia at the wheel end and the angular acceleration at the wheel end; subtracting the moment of inertia torque from the actual torque at the wheel end to obtain the wheel drive torque; determining the wheel drive force based on the wheel drive torque and the wheel radius; and determining the adhesion coefficient based on the total wheel load and the wheel drive force.

[0063] As an example, the adhesion coefficient utilization rate of each wheel is calculated based on the driving force and vertical load (total wheel load) of each wheel:

[0064] Formula (11),

[0065] In the formula, For wheels The adhesion coefficient; For wheels The wheel drive force; For wheels Vertical load (total wheel load). Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0066] The driving force of each wheel is calculated based on the actual torque at the wheel end of each wheel, the wheel angular acceleration of each wheel, and the tire radius.

[0067] Formula (12),

[0068] In the formula, For wheels Wheel drive force; For wheels The actual torque at the wheel end; For wheels The moment of inertia at the wheel end; For wheels rotational speed, For wheels The angular acceleration can be obtained by adjusting the rotational speed. Differentiation yields; is the wheel radius; represents a wheel (drive wheel), for example, a four-wheel drive vehicle, may be , , , wherein, represents the front left, represents the front right, represents the rear left, represents the rear right.

[0069] Step S220, determining the feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius.

[0070] As an example, the feedforward control torque is determined as follows:

[0071] Equation (13),

[0072] wherein, is the feedforward control torque, the wheel end torque of the maximum available longitudinal ground force; is the total wheel load of the wheel ; is the average radius (i.e. the wheel radius); is the adhesion coefficient of the currently calculated drive wheel ; represents a wheel (drive wheel), for example, a four-wheel drive vehicle, may be , , , wherein, represents the front left, represents the front right, represents the rear left, represents the rear right.

[0073] Step S230, determining the wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed.

[0074] In an embodiment, determining the wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed comprises: obtaining a vehicle speed sub-target slip ratio and a correction coefficient according to the vehicle speed and the adhesion coefficient to determine the target slip ratio, and determining the wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed.

[0075] The target slip ratio can also be determined by the slip ratio of the vehicle. The value range of the target slip ratio is 0 to 1.

[0076] In one embodiment, obtaining the target slip ratio of the drive wheel includes: determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed based on the vehicle speed and a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient based on the adhesion coefficient and a second preset mapping relationship; correcting the vehicle speed sub-target slip ratio based on the correction coefficient to obtain the target slip ratio; wherein, the first preset mapping relationship includes vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship includes correction coefficients corresponding to different adhesion coefficients.

[0077] In one embodiment, determining the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed includes: obtaining the wheel speed slip amount by multiplying the chassis wheel speed and the target slip ratio; compensating the chassis wheel speed with the wheel speed slip amount to obtain the target wheel speed; and determining the difference between the target wheel speed and the actual wheel speed as the wheel speed deviation.

[0078] As an example, the target wheel speed is calculated based on the wheel center speed (chassis wheel speed) and the target slip ratio of the wheel. The target wheel speed is determined as follows:

[0079] Formula (14),

[0080] In the formula, For wheels Target wheel speed; For wheels Wheel center speed (chassis wheel speed); For wheels The target slip ratio; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be , , , ,in, Represents the left front, Represents the right front, Representing the left rear, Represents the right rear.

[0081] As an example, the target slip ratio is obtained by multiplying the vehicle speed and the estimated road adhesion, i.e.:

[0082] Formula (15),

[0083] In the formula, For wheels The target slip ratio; The vehicle speed is the sub-target slip ratio; This is a correction factor; Representing the wheels (drive wheels), taking a four-wheel drive vehicle as an example, It can be 、 、 、 wherein, represents front left, represents front right, represents rear left, represents rear right.

[0084] The first preset mapping relationship and the second preset mapping relationship can be set by those skilled in the art as needed. As an example, the first preset mapping relationship and the second preset mapping relationship are a calibration table. An example of the calibration table is as follows. Table 1 is a first preset mapping relationship table, and Table 2 is a first preset mapping relationship table:

[0085] Table 1

[0086]

[0087] Table 2

[0088]

[0089] For values not directly shown in Table 1 and Table 2, rules such as interpolation method set by those skilled in the art can be used to determine, which will not be repeated here.

[0090] As an example, the wheel speed deviation is calculated according to the actual wheel speed and the target wheel speed of the wheel:

[0091] Formula (16),

[0092] In the formula, is the wheel speed deviation of the wheel; is the actual wheel speed measured by the wheel speed sensor of the wheel; is the target wheel speed of the wheel; represents the wheel (driving wheel), for example, a four-wheel drive vehicle, may be 、 、 、 wherein, represents front left, represents front right, represents rear left, represents rear right. Step S240, adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain a feedback control torque.

[0093] Step S240, adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain a feedback control torque.

[0094] ​​Wherein, the torque deviation is a deviation between the actual torque of the wheel end and the feedforward control torque.

[0095] In an embodiment, the adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation comprises: matching a feedback adjustment coefficient by the vehicle speed, the adhesion coefficient and the wheel speed deviation; and adjusting the torque deviation by the feedback adjustment coefficient and the wheel speed deviation.

[0096] In an embodiment, the adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation comprises: determining a first feedback adjustment sub-coefficient corresponding to the vehicle speed according to the vehicle speed and a third preset mapping relationship; determining a second feedback adjustment sub-coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a fourth preset mapping relationship; determining a third feedback adjustment sub-coefficient corresponding to the wheel speed deviation according to the wheel speed deviation and a fifth preset mapping relationship; determining the feedback adjustment coefficient based on the first feedback adjustment sub-coefficient, the second feedback adjustment sub-coefficient and the third feedback adjustment sub-coefficient; and adjusting the torque deviation by the feedback adjustment coefficient, wherein the third preset mapping relationship comprises the first feedback adjustment sub-coefficients corresponding to different vehicle speeds, the fourth preset mapping relationship comprises the second feedback adjustment sub-coefficients corresponding to different adhesion coefficients, and the fifth preset mapping relationship comprises the third feedback adjustment sub-coefficients corresponding to different wheel speed deviations.

[0097] In an embodiment, before the adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation, the method comprises: determining a first feedback adjustment sub-coefficient corresponding to the vehicle speed according to the vehicle speed and a third preset mapping relationship, the first feedback adjustment sub-coefficient comprising a first proportional sub-coefficient, a first integral sub-coefficient and a first differential sub-coefficient; determining a second feedback adjustment sub-coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a fourth preset mapping relationship, the second feedback adjustment sub-coefficient comprising a second proportional sub-coefficient, a second integral sub-coefficient and a second differential sub-coefficient; determining a third feedback adjustment sub-coefficient corresponding to the wheel speed deviation according to the wheel speed deviation and a fifth preset mapping relationship, the third feedback adjustment sub-coefficient comprising a third proportional sub-coefficient, a third integral sub-coefficient and a third differential sub-coefficient; multiplying the first proportional sub-coefficient, the second proportional sub-coefficient and the third proportional sub-coefficient to obtain a proportional coefficient, multiplying the first differential sub-coefficient, the second differential sub-coefficient and the third differential sub-coefficient to obtain a differential coefficient, and multiplying the first integral sub-coefficient, the second integral sub-coefficient and the third integral sub-coefficient to obtain an integral coefficient; wherein the feedback adjustment coefficient comprises the proportional coefficient, the differential coefficient and the integral coefficient, the third preset mapping relationship comprises the first proportional sub-coefficient, the first integral sub-coefficient and the first differential sub-coefficient corresponding to different vehicle speeds, the fourth preset mapping relationship comprises the second proportional sub-coefficient, the second integral sub-coefficient and the second differential sub-coefficient corresponding to different adhesion coefficients, and the fifth preset mapping relationship comprises the third proportional sub-coefficient, the third integral sub-coefficient and the third differential sub-coefficient corresponding to different wheel speed deviations.

[0098] In an embodiment, the feedback control torque is obtained by adjusting the torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation, comprising: matching a feedback adjustment coefficient according to the vehicle speed, the adhesion coefficient and the wheel speed deviation; determining a feedback adjustment torque based on the feedback adjustment coefficient and the wheel speed deviation; and superimposing the feedback adjustment torque on the torque deviation to obtain the feedback control torque.

[0099] As an example, the feedback control torque is determined as follows:

[0100] The deviation of the wheel end actual torque from the feedforward control torque is taken as the basic torque of the feedback control:

[0101] Formula (17),

[0102] In the formula, is the basic value of the feedback torque, that is, the torque deviation; is the wheel end actual torque; is the feedforward control torque.

[0103] The torque adjustment amount is calculated by PID according to the wheel speed deviation, and added to the basic value to obtain the final feedback control torque, that is,

[0104] Formula (18),

[0105] In the formula, is the feedback control torque; is the basic value of the feedback torque; is the proportional coefficient, which is obtained by multiplying the first proportional sub-coefficient , the second proportional sub-coefficient and the third proportional sub-coefficient according to the vehicle speed, the road adhesion coefficient and the wheel speed deviation through the lookup table values of the calibratable MAP; is the integral coefficient, which is obtained by multiplying the first integral sub-coefficient , the second integral sub-coefficient and the third integral sub-coefficient according to the vehicle speed, the road adhesion coefficient and the wheel speed deviation through the lookup table values of the calibratable MAP; is the differential coefficient, which is obtained by multiplying the first differential sub-coefficient , the second differential sub-coefficient and the third differential sub-coefficient according to the vehicle speed, the road adhesion coefficient and the wheel speed deviation through the lookup table values of the calibratable MAP; is the wheel speed deviation of the wheel ; is the change rate of the wheel speed deviation of the wheel , which can be obtained by taking the derivative of the wheel speed deviation of the wheel . represent a wheel (drive wheel), taking a four-wheel drive vehicle as an example, xx may be , , , wherein, represent left front, represent right front, represent left rear, represent right rear.

[0106] wherein the feedback adjustment torque is determined based on a proportional coefficient, a differential coefficient and an integral coefficient and the current actual wheel speed.

[0107] The third preset mapping relationship, the fourth preset mapping relationship and the fifth preset mapping relationship can be set by those skilled in the art as needed. As an example, the third preset mapping relationship, the fourth preset mapping relationship and the fifth preset mapping relationship are a calibrated table. An example of the calibrated table is as follows. Table 3 is a third preset mapping relationship table, Table 4 is a fourth preset mapping relationship table, and Table 5 is a fifth preset mapping relationship table:

[0108] Table 3

[0109]

[0110] Table 4

[0111]

[0112] Table 5

[0113]

[0114] Step S250, superimpose the feedback control torque and the feedforward control torque to determine the output torque, and perform anti-skid control on the wheel through the output torque.

[0115] Equation (19),

[0116] In the formula, is the feedback control torque; is the feedforward control torque; is the output torque.

[0117] PID (Proportional Integral Differential) parameters refer to the proportional, integral, and differential parameters in a control system, which are used to adjust the output of the controller to achieve system stability and performance optimization. It is an important control method in automatic control. The proportional parameter represents the linear relationship between the controller output and the error, which determines the degree of direct response of the controller to the error. A larger proportional parameter will result in a more rapid response of the controller to the error, but may cause overshoot and oscillation. The integral parameter represents the cumulative response of the controller to the error, which can eliminate steady-state error and improve system stability. A larger integral parameter will result in a stronger cumulative response of the controller to the error, but may delay the response time of the system and cause oscillation. The differential parameter represents the response of the controller to the rate of change of the error, which can reduce the overshoot of the system and improve the response speed of the system. A larger differential parameter will result in a stronger response of the controller to the rate of change of the error, but may increase the noise sensitivity of the system. By adjusting the size and proportion of the PID parameters, the performance of the controller can be optimized according to the characteristics and requirements of the system, so that the system can reach the desired state more quickly and stably.

[0118] The above method is exemplarily described by taking one drive wheel of a vehicle as an example.

[0119] As mentioned above, the drive wheel can be a wheel controlled by a corresponding motor. As an example, the method can be applied to vehicles such as "four-wheel drive" and "two-wheel drive" in a broad sense.

[0120] When the method is applied to a "two-wheel drive" vehicle with four tires, the related parameters of the wheel end in the embodiment can be replaced by the related parameters of the axle end when collecting the anti-slip control parameters, in other words, in such a case, the related parameters of the wheel end mentioned in the embodiment of the application are actually the related parameters of the axle end.

[0121] In another embodiment, the method can also be applied to one or more drive wheels in a vehicle to achieve anti-slip of one or more wheels. Of course, better anti-slip effect can be achieved by applying the method provided in the embodiment to each drive wheel. However, those skilled in the art can choose to apply the anti-slip control method provided in the embodiment to part of the wheels of the vehicle, and apply the anti-slip control method known to those skilled in the art to the other part of the wheels, or choose to apply the anti-slip control method provided in the embodiment to part of the wheels of the vehicle, and not apply the anti-slip control method to the other part of the wheels, or choose to apply the anti-slip control method provided in the embodiment to part of the wheels of the vehicle, and not apply the anti-slip control method to the other part of the wheels, and apply the anti-slip control method known to those skilled in the art to the remaining wheels.

[0122] In another embodiment, the anti-slip control strategy for the wheels can also be switched as needed during vehicle travel, and different anti-slip control strategies can be applied to the same wheel at different travel sections.

[0123] The vehicle anti-slip control method provided in the above embodiment obtains the chassis wheel speed, actual wheel speed, actual wheel end torque, adhesion coefficient, total wheel load, target slip ratio and wheel radius of at least one drive wheel of the vehicle, and the vehicle speed, then determines the feedforward control torque according to the adhesion coefficient, total wheel load and wheel radius, determines the wheel speed deviation based on the target slip ratio, chassis wheel speed and actual wheel speed, then adjusts the torque deviation by the vehicle speed, adhesion coefficient and wheel speed deviation to obtain the feedback control torque, and then superimposes the feedback control torque and the feedforward control torque as the output torque to perform vehicle anti-slip control. By considering the dynamic load change of the wheel and the wheel load change caused by the slope road surface, the total wheel load is estimated in real time, and the feedforward control is introduced to calculate the feedforward control torque according to the real-time wheel load (total wheel load), which compensates the feedback PID control and enhances the stability and accuracy of the anti-slip control system under the control of the slope road surface and load change.

[0124] Specifically:

[0125] (1) Considering the dynamic load change of the wheel and calculating in real time: compensating the dynamic load change of the wheel in the feedforward to solve the problem of acceleration response lag and excessive correction coefficient overshoot when the load changes suddenly.

[0126] (2) Real-time calculation of wheel load on slope: compensating the wheel load change on slope in the feedforward to solve the problem of insufficient torque output when the control system is not compensated, which leads to poor slip control due to insufficient torque on the slope.

[0127] (3) Double-layer collaborative control architecture of feedforward compensation + PID feedback correction: the feedforward control output compensates the amount to make the control torque more accurate and improve the longitudinal stability of the vehicle.

[0128] As an example, please refer to Figure 3 , Figure 3 A specific flowchart of the vehicle anti-slip control method provided in an embodiment of the present application is shown in Figure 3 , which obtains the real-time total wheel load by observing the wheel load, then calculates the target wheel speed and estimates the adhesion coefficient, and finally performs load slope feedforward compensation and PID feedback control based on the current updated parameters to obtain the feedforward control torque and feedback control torque respectively, and superimposes the two to obtain the total torque, and then performs anti-slip control on the wheel.

[0129] In one embodiment, a vehicle anti-skid control device is provided, which is used to perform the vehicle anti-skid control method provided in any of the above embodiments. Taking an application to at least one drive wheel of a vehicle as an example, please refer to... Figure 4 , Figure 4 A schematic diagram of a vehicle anti-skid control system provided in an embodiment of this application is shown below. Figure 4 As shown, the vehicle anti-skid control system 400 includes an acquisition module 410, a feedforward control torque determination module 420, a wheel speed deviation determination module 430, a feedback control torque determination module 440, and a control module 450. Specifically: the acquisition module 410 acquires the chassis wheel speed, actual wheel speed, actual wheel-end torque, coefficient of friction, total wheel load, target slip ratio, and wheel radius of the drive wheels, as well as the vehicle speed; the feedforward control torque determination module 420 determines the feedforward control torque based on the coefficient of friction, total wheel load, and wheel radius; the wheel speed deviation determination module 430 determines the wheel speed deviation based on the target slip ratio, chassis wheel speed, and actual wheel speed; the feedback control torque determination module 440 adjusts the torque deviation using the vehicle speed, coefficient of friction, and wheel speed deviation to obtain the feedback control torque, where the torque deviation is the deviation between the actual wheel-end torque and the feedforward control torque; and the control module 450 superimposes the feedback control torque and the feedforward control torque to determine the output torque and uses the output torque to perform anti-skid control on the drive wheels.

[0130] Specific limitations regarding vehicle anti-skid control systems can be found in the limitations of vehicle anti-skid control methods described above, and will not be repeated here. Each module in the aforementioned vehicle anti-skid control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0131] In this embodiment, the vehicle anti-skid control system is essentially configured with multiple modules to execute the vehicle anti-skid control method in any of the above embodiments. The specific functions and technical effects can be referred to in the above embodiments, and will not be repeated here.

[0132] In an embodiment, a vehicle anti-slip control device is provided, comprising a wheel speed sensor, a drive motor and a chassis domain controller, wherein: the wheel speed sensor is configured to collect a chassis wheel speed of a drive wheel of the vehicle; the chassis domain controller is configured to obtain the chassis wheel speed, and determine an actual wheel speed based on the chassis wheel speed, and obtain an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio and a wheel radius, and a vehicle speed, determine a feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius, determine a wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed, adjust a torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain a feedback control torque, the torque deviation being a deviation between the wheel end actual torque and the feedforward control torque, and superimpose the feedback control torque and the feedforward control torque to determine an output torque; and the drive motor is configured to perform anti-slip control on the drive wheel according to the output torque.

[0133] The specific limitations of the vehicle anti-slip control device can be referred to the limitations of the vehicle anti-slip control method in the above, which will not be repeated here. Each module in the vehicle anti-slip control device described above can be realized by software, hardware and combinations thereof, in whole or in part. Each module described above can be embedded in or independent of the processor in the electronic device in hardware form, or can be stored in the memory in the electronic device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0134] In the embodiment, the vehicle anti-slip control device is essentially provided with a plurality of modules to perform the vehicle anti-slip control method in any of the above embodiments. The specific functions and technical effects can be referred to the above embodiments, which will not be repeated here.

[0135] Referring to Figure 5 , Figure 5 A structural schematic diagram of an electronic device provided by an embodiment of the present application is shown in Figure 5 The embodiment of the present application further provides an electronic device 500, which comprises a processor 501, a memory 502 and a communication bus 503; the communication bus 503 is used to connect the processor 501 and the memory 502; the processor 501 is used to execute a computer program stored in the memory 502, so as to realize the method in any of the above embodiments.

[0136] In an embodiment, a vehicle is provided, which comprises the electronic device provided by any of the above embodiments or the vehicle anti-slip control device provided by any of the above embodiments, or executes the method provided by any of the above embodiments. The specific functions and technical effects of the vehicle can be referred to the above embodiments, which will not be repeated here.

[0137] The embodiment of the present application further provides a computer readable storage medium, which has a computer program stored thereon, and the computer program is used to make a computer execute the method provided in any one of the above embodiments.

[0138] The embodiment of the present application further provides a non-volatile readable storage medium, which has one or more programs stored thereon, and the one or more programs, when applied to a device, can make the device execute the instructions of the steps provided in the embodiment of the present application.

[0139] The embodiment of the present application further provides a computer program product, which comprises a computer program, and the computer program, when executed by a processor, can realize the steps and corresponding contents of the above method embodiment.

[0140] It should be noted that the computer readable medium of the present disclosure can be a computer readable signal medium or a computer readable storage medium or any combination of the above two. The computer readable storage medium may, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared or semiconductor system, device or component, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or component. In the present disclosure, the computer readable signal medium can include a data signal carried in a baseband or as a part of a carrier wave, which carries computer readable program code. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination of the above. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate or transmit a program for use by or in conjunction with an instruction execution system, device or component. The program code contained in the computer readable medium can be transmitted by any suitable medium, including but not limited to an electrical wire, an optical cable, an RF (radio frequency) or the like, or any suitable combination of the above.

[0141] The above computer readable medium can be contained in the above electronic device; or can exist separately and not be assembled into the electronic device.

[0142] Computer program code for carrying out operations of the present disclosure can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0143] The flow diagrams and the block diagrams in the drawings are meant as method and computer program product internal implementation and operational schematics of possible implementations of various embodiments of the present disclosure. In this regard, each block in the flow diagrams and the block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may

[0144] It should be understood that the terms "first" "second" and the like, if any, used in this application are used to distinguish between similar objects and are not necessarily used to designate a particular sequential or chronological order. These terms can be interchanged under appropriate circumstances so that the embodiments of the application described herein can be practiced in other than the illustrated or described order.

[0145] It should be understood that, although the flow chart indicates the order of steps by arrows, the order of these steps can not necessarily be limited by the arrows. Those skilled in the art can perform these steps in other orders according to different implementation scenarios as needed.

[0146] The above embodiments are only illustrative of the principles of the present application and its effects, and are not intended to limit the present application. Any modification or change made by any person skilled in the art without departing from the spirit and scope of the present application shall be covered by the claims of the present application.

Claims

1. A vehicle anti-skid control method characterized by, The method applied to at least one driving wheel of a vehicle, comprising: acquiring a chassis wheel speed, an actual wheel speed, an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio and a wheel radius of the driving wheel, and a vehicle speed of the vehicle, wherein the target slip ratio of the driving wheel is acquired by: determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed according to the vehicle speed and a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a second preset mapping relationship; and correcting the vehicle speed sub-target slip ratio according to the correction coefficient to obtain the target slip ratio; wherein the first preset mapping relationship comprises vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship comprises correction coefficients corresponding to different adhesion coefficients; determining a feedforward control torque based on the adhesion coefficient, the total wheel load and the wheel radius; determining a wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed; adjusting a torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation to obtain a feedback control torque, the torque deviation being a deviation between the actual wheel end torque and the feedforward control torque; superimposing the feedback control torque and the feedforward control torque to determine an output torque, and performing anti-slip control on the driving wheel by the output torque.

2. The vehicle slip control method according to claim 1, characterized by, If the vehicle is running on a slope, the total wheel load of the driving wheel is acquired by: acquiring a static wheel load, a longitudinal dynamic load transfer amount and a lateral dynamic load transfer amount of the driving wheel on the slope; determining the total wheel load of the driving wheel according to the static wheel load, the longitudinal dynamic load transfer amount and the lateral dynamic load transfer amount of the slope.

3. The vehicle slip control method according to claim 1, characterized by, The adhesion coefficient of the driving wheel is acquired by: acquiring an actual wheel end torque, a wheel end moment of inertia and a wheel angular acceleration of the driving wheel; determining a wheel inertia torque according to the wheel end moment of inertia and the wheel angular acceleration; subtracting the wheel inertia torque from the actual wheel end torque to obtain a wheel driving torque; determining a wheel driving force based on the wheel driving torque and the wheel radius; determining the adhesion coefficient according to the total wheel load and the wheel driving force.

4. The vehicle slip control method according to claim 1, characterized by, Determining a wheel speed deviation based on the target slip ratio, the chassis wheel speed and the actual wheel speed, comprising: obtaining a wheel speed slip amount according to a product of the chassis wheel speed and the target slip ratio; compensating the chassis wheel speed by the wheel speed slip amount to obtain a target wheel speed; determining a difference between the target wheel speed and the actual wheel speed as the wheel speed deviation.

5. The vehicle slip control method according to any one of claims 1-4, characterized by, Adjusting a torque deviation by the vehicle speed, the adhesion coefficient and the wheel speed deviation, comprising: determining a first feedback adjustment sub-coefficient corresponding to the vehicle speed according to the vehicle speed and a third preset mapping relationship; determining a second feedback adjustment sub-coefficient corresponding to the adhesion coefficient according to the adhesion coefficient and a fourth preset mapping relationship; determining a third feedback adjustment sub-coefficient corresponding to the wheel speed deviation according to the wheel speed deviation and a fifth preset mapping relationship; determining a feedback adjustment coefficient based on the first feedback adjustment sub-coefficient, the second feedback adjustment sub-coefficient and the third feedback adjustment sub-coefficient; adjusting the torque deviation by the feedback adjustment coefficient; The third preset mapping relationship includes first feedback adjustment sub-coefficients corresponding to different vehicle speeds, the fourth preset mapping relationship includes second feedback adjustment sub-coefficients corresponding to different adhesion coefficients, and the fifth preset mapping relationship includes third feedback adjustment sub-coefficients corresponding to different wheel speed deviations.

6. The vehicle anti-skid control method according to any one of claims 1 to 4, characterized by, The feedback control torque is obtained by adjusting a torque deviation based on the vehicle speed, the adhesion coefficient, and the wheel speed deviation, including: A feedback adjustment coefficient is matched based on the vehicle speed, the adhesion coefficient, and the wheel speed deviation; A feedback adjustment torque is determined based on the feedback adjustment coefficient and the wheel speed deviation; The feedback control torque is obtained by superimposing the feedback adjustment torque on the torque deviation.

7. A vehicle anti-skid control system characterized by comprising: The system is applied to at least one drive wheel of a vehicle, and the system includes: An acquisition module is configured to acquire a chassis wheel speed, an actual wheel speed, an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio, and a wheel radius of the drive wheel, and a vehicle speed of the vehicle. The target slip ratio of the drive wheel is acquired by determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed based on the vehicle speed and a first preset mapping relationship, correcting the vehicle speed sub-target slip ratio based on a correction coefficient corresponding to the adhesion coefficient based on a second preset mapping relationship, and obtaining the target slip ratio. The first preset mapping relationship includes vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship includes correction coefficients corresponding to different adhesion coefficients. A feedforward control torque determination module is configured to determine a feedforward control torque based on the adhesion coefficient, the total wheel load, and the wheel radius. A wheel speed deviation determination module is configured to determine a wheel speed deviation based on the target slip ratio, the chassis wheel speed, and the actual wheel speed. A feedback control torque determination module is configured to obtain a feedback control torque by adjusting a torque deviation based on the vehicle speed, the adhesion coefficient, and the wheel speed deviation. The torque deviation is a deviation between the actual wheel end torque and the feedforward control torque. A control module is configured to determine an output torque by superimposing the feedback control torque and the feedforward control torque, and to perform anti-skid control on the drive wheel by using the output torque.

8. A vehicle slip control device characterized by comprising: The vehicle anti-skid control device includes a wheel speed sensor, a drive motor, and a chassis domain controller, wherein: The wheel speed sensor is configured to collect a chassis wheel speed of a drive wheel of a vehicle. The chassis domain controller is configured to acquire the chassis wheel speed, determine an actual wheel speed based on the chassis wheel speed, acquire an actual wheel end torque, an adhesion coefficient, a total wheel load, a target slip ratio, and a wheel radius, and a vehicle speed of the vehicle, determine a feedforward control torque based on the adhesion coefficient, the total wheel load, and the wheel radius, determine a wheel speed deviation based on the target slip ratio, the chassis wheel speed, and the actual wheel speed, adjust a torque deviation by the vehicle speed, the adhesion coefficient, and the wheel speed deviation to obtain a feedback control torque, the torque deviation being a deviation between the actual wheel end torque and the feedforward control torque, and determine an output torque by superimposing the feedback control torque and the feedforward control torque, wherein acquiring the target slip ratio of the drive wheel comprises: determining a vehicle speed sub-target slip ratio corresponding to the vehicle speed according to a first preset mapping relationship; determining a correction coefficient corresponding to the adhesion coefficient according to a second preset mapping relationship; and correcting the vehicle speed sub-target slip ratio according to the correction coefficient to obtain the target slip ratio; wherein the first preset mapping relationship comprises vehicle speed sub-target slip ratios corresponding to different vehicle speeds, and the second preset mapping relationship comprises correction coefficients corresponding to different adhesion coefficients. The drive motor is configured to perform anti-slip control on the drive wheel according to the output torque.

9. A vehicle characterized by comprising: The vehicle comprises the vehicle anti-slip control device of claim 8 or performs the steps of the method of any one of claims 1 to 6.

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