Vehicle driving anti-skid control method and device, medium and vehicle

Abstract

The invention provides a vehicle driving anti-skid control method and device, a medium and a vehicle. The vehicle driving anti-slip control method comprises the steps that the slip state of wheels is determined; and the driving torque of the wheels is adjusted in a staged mode, so that anti-skid control is achieved. Through the anti-slip control method, integral accumulation can be quickly eliminated, the system stability is enhanced, and the convergence speed of the slip rate is increased.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically to a vehicle drive anti-skid control method, device, medium, and vehicle. Background Technology

[0002] Anti-slip system is an active safety system for automobiles. It ensures that the vehicle can make full use of the ground adhesion to prevent the vehicle from skidding, thereby improving the vehicle's driving acceleration performance and, to a certain extent, improving the vehicle's safety and passability, enabling the vehicle to drive safely and efficiently.

[0003] Existing anti-slip control methods for electric vehicles only include torque increase and decrease, which results in slow convergence of slip ratio and poor system stability. Summary of the Invention

[0004] This application is made in consideration of the above-mentioned problems. This application provides a vehicle drive anti-slip control method, device, medium, and vehicle, which can quickly eliminate integral accumulation, enhance system stability, and improve the convergence speed of the slip ratio.

[0005] According to a first aspect of this application, a vehicle driving anti-skid control method is provided, the vehicle driving anti-skid control method comprising:

[0006] Determine the slippage state of the wheels;

[0007] The driving torque of the wheels is adjusted in stages to achieve anti-slip control.

[0008] In one embodiment of this application, before the staged adjustment of the driving torque of the wheel, the vehicle drive anti-slip control method further includes:

[0009] Based on at least one of the slip state, axle acceleration, and wheel acceleration, the process of wheel slippage is divided into multiple slippage stages.

[0010] In one embodiment of this application, the plurality of sliding stages includes N sliding stages, where 2≤N≤5.

[0011] In one embodiment of this application, the plurality of slip phases includes a second slip phase. When the wheel is in the second slip phase, the wheel is in a slip state and the axle acceleration is greater than or equal to a first acceleration threshold.

[0012] In one embodiment of this application, when in the second slip phase, the staged adjustment of the driving torque of the wheel includes:

[0013] Determine the first torque coefficient;

[0014] The wheel drive torque at the next moment is determined based on the first torque coefficient.

[0015] In one embodiment of this application, determining the first torque coefficient includes:

[0016] Based on the current actual driving torque and the wheel acceleration, the adjustment method of the driving torque in the second slip phase is determined, and the adjustment method includes rapid torque reduction and normal torque reduction;

[0017] When the torque is reduced normally, the preset first fixed value is used as the value of the first torque coefficient;

[0018] When rapidly reducing torque, the first torque coefficient is dynamically determined.

[0019] In one embodiment of this application, determining the adjustment method of the driving torque during the second slip phase based on the current actual driving torque and the wheel acceleration includes:

[0020] When the current actual driving torque is greater than or equal to the first torque threshold and the wheel acceleration satisfies the accumulated wheel speed and overflow wheel speed, the driving torque adjustment method is rapid torque reduction;

[0021] When the current actual driving torque is less than the first torque threshold and / or the wheel acceleration does not meet the cumulative wheel speed and overflow wheel speed, the driving torque adjustment method is normal torque reduction.

[0022] In one embodiment of this application, the method for dynamically determining the value of the first torque coefficient includes:

[0023] Based on the rate of change of the slip ratio, the value of the first torque coefficient corresponding to the rate of change is obtained from the pre-calibrated data corresponding to the rate of change of the slip ratio and the first torque coefficient.

[0024] In one embodiment of this application, the plurality of slip phases includes a fourth slip phase. When the wheel is in the fourth slip phase, the wheel acceleration is less than a second acceleration threshold, the axle acceleration is less than a first acceleration threshold, and the wheel is in a slip state.

[0025] In one embodiment of this application, when in the fourth slip phase, the phased adjustment of the driving torque of the wheel includes:

[0026] Determine the second torque coefficient;

[0027] The wheel drive torque at the next moment is determined based on the second torque coefficient.

[0028] In one embodiment of this application, determining the second torque coefficient includes:

[0029] Based on the current actual driving torque and the wheel acceleration, the adjustment method of the driving torque in the fourth slip phase is determined, and the adjustment method includes rapid torque increase and normal torque increase;

[0030] When the torque is normally increased, the preset second fixed value is used as the value of the second torque coefficient;

[0031] When the torque is rapidly increased, the second torque coefficient is dynamically determined.

[0032] In one embodiment of this application, determining the adjustment method of the drive torque during the fourth slip phase based on the current actual drive torque and the wheel acceleration includes:

[0033] When the current actual driving torque is less than or equal to the third torque threshold and the wheel acceleration does not meet the requirements of accumulated wheel speed and overflow wheel speed, the driving torque adjustment method is to rapidly increase torque.

[0034] When the current actual driving torque is greater than the third torque threshold and / or the wheel acceleration meets the cumulative wheel speed and overflow wheel speed, the driving torque adjustment method is normal torque increase.

[0035] In one embodiment of this application, the dynamic selection of the second torque coefficient includes:

[0036] Based on the rate of change of the slip ratio, the value of the second torque coefficient corresponding to the rate of change is obtained from the pre-calibrated data corresponding to the rate of change of the slip ratio and the second torque coefficient.

[0037] In one embodiment of this application, determining the wheel drive torque at the next moment includes:

[0038] In each slip phase, an initial torque is determined based on the current actual driving torque and the torque coefficient for that slip phase; the torque coefficient is either a first torque coefficient or a second torque coefficient.

[0039] The torque change is determined by a PID controller;

[0040] The wheel drive torque at the next moment is determined based on the initial torque and the torque change.

[0041] In one embodiment of this application, the plurality of slip phases includes a first slip phase, wherein when the wheel is in the first slip phase, the wheel is in a non-slip state and the axle acceleration is greater than or equal to a first acceleration threshold.

[0042] In one embodiment of this application, the plurality of slip phases includes a third slip phase. When the wheel is in the third slip phase, the axle acceleration is less than a first acceleration threshold and greater than or equal to a second acceleration threshold, and the wheel is in a slip state.

[0043] In one embodiment of this application, the plurality of slip phases includes a fifth slip phase. When the wheel is in the fifth slip phase, the axle acceleration is greater than or equal to a second acceleration threshold and less than or equal to a third acceleration threshold, and the wheel is in a non-slip state.

[0044] In one embodiment of this application, the step-by-step adjustment of the wheel drive torque includes:

[0045] During each slip phase, the torque change is determined by a PID controller;

[0046] The wheel drive torque at the next moment is determined based on the current actual drive torque and the torque change.

[0047] In one embodiment of this application, adjusting the torque change using a PID controller includes:

[0048] The target slip ratio is obtained based on vehicle speed;

[0049] Using the current actual slip ratio and the target slip ratio as input parameters, the torque change is adjusted by a PID controller.

[0050] In one embodiment of this application, obtaining the target slip ratio based on vehicle speed includes:

[0051] Based on the vehicle speed, the target slip ratio corresponding to the vehicle speed is obtained by querying the pre-calibrated data on the correspondence between vehicle speed and target slip ratio.

[0052] In one embodiment of this application, the slip state of the wheel is determined based on motor acceleration and / or wheel acceleration.

[0053] According to a second aspect of this application, an electronic device is provided, the electronic device including a memory and a processor, the memory storing a computer program executed by the processor, the computer program, when executed by the processor, causing a device equipped with the processor to perform the above-described vehicle drive anti-skid control method.

[0054] According to a third aspect of this application, a storage medium is provided, on which a computer program is stored, the computer program running on a computer, and the computer program causing the computer to perform the above-described vehicle drive anti-skid control method when running.

[0055] According to a fourth aspect of this application, a vehicle is provided, including the aforementioned electronic device or the aforementioned storage medium.

[0056] The vehicle drive anti-slip control method of this application adjusts the driving torque of the wheels in stages, resulting in a fast convergence speed of the slip ratio and good system stability. Attached Figure Description

[0057] The above and other objects, features, and advantages of the present invention will become more apparent from the more detailed description of the embodiments of the invention in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of the invention and form part of the specification. They are used together with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same parts or steps.

[0058] Figure 1 This is a schematic block diagram of an electronic device used in the vehicle drive anti-skid control method of an embodiment of the present invention;

[0059] Figure 2 This is a schematic flowchart of a vehicle drive anti-skid control method according to an embodiment of this application;

[0060] Figure 3 This is a schematic flowchart illustrating torque adjustment during the second slip phase according to an embodiment of this application;

[0061] Figure 4 This is a schematic flowchart illustrating torque adjustment in the fourth slip stage according to an embodiment of this application;

[0062] Figure 5 This is a schematic diagram of a drive anti-slip control framework according to an embodiment of this application;

[0063] Figure 6 This is a schematic structural diagram of a vehicle according to an embodiment of this application;

[0064] Figure 7 This is a schematic structural diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of the present invention, and not all of the embodiments of the present invention. It should be understood that the present invention is not limited to the exemplary embodiments described herein. Based on the embodiments of the present invention described herein, all other embodiments obtained by those skilled in the art without inventive effort should fall within the protection scope of the present invention.

[0066] To address the problem that existing vehicle drive anti-slip control methods cannot quickly eliminate integral accumulation, thus affecting the convergence speed of slip ratio and system stability, this application proposes a vehicle drive anti-slip control method, device, medium, and vehicle that can quickly eliminate integral accumulation, enhance system stability, and accelerate the convergence speed of slip ratio. The following is a detailed description of the method.

[0067] First, refer to Figure 1 To describe an example electronic device 100 for implementing embodiments of the method of the present invention.

[0068] like Figure 1 As shown, the electronic device 100 includes a processor 110, a memory 120, and a communication interface 130. The processor 110, the memory 120, and the communication interface 130 can be interconnected and communicate via a communication bus 140 and / or other forms of connection mechanisms (not shown).

[0069] It should be noted that Figure 1 The components and structure of the electronic device 100 shown are merely exemplary and not limiting; the control device may also have other components and structures as needed.

[0070] Optionally, the communication interface 130 may also include a transmitter and / or a receiver.

[0071] The processor 110 may be a microcontroller unit (MCU), a central processing unit (CPU), a digital signal processor (DSP), a microcontroller, an embedded device, or other processing unit with data processing and / or instruction execution capabilities, and may control other components in the autonomous driving vehicle system to perform desired functions.

[0072] The memory 120 can be various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM), cache memory, synchronous dynamic random access memory (SDRAM), etc. Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may also be stored on the computer-readable storage medium, and the memory 120 can execute these program instructions to implement the vehicle drive anti-skid control method described in the embodiments of the present invention below.

[0073] Next, refer to Figure 2This application describes a vehicle drive anti-skid control method according to embodiments thereof.

[0074] like Figure 2 As shown, the vehicle drive anti-skid control method provided in this application can be applied to electric vehicles or hybrid vehicles.

[0075] Here, an electric vehicle refers to a vehicle powered by an onboard power source and driven by an electric motor. A hybrid electric vehicle refers to a vehicle whose drive system consists of two or more individual drive systems that can operate simultaneously. The vehicle's driving power is provided individually or jointly by each individual drive system, depending on the actual driving conditions. Each drive system includes a drive motor. The method of this application, when applied to hybrid electric vehicles, is used in scenarios where the vehicle's driving power is provided by the drive motor based on the actual driving conditions.

[0076] For example, the method of this application can be applied to the Electronic Stability Program (ESP), which typically includes an electronic brake force distribution system, an anti-lock braking system (ABS), a traction control system (TCS), and a vehicle dynamic control system (VDC). Specifically, the method of this application can be applied to the vehicle's TCS system. The TCS monitors the signals of each wheel, determines whether the drive wheels are slipping based on the speed of the drive wheels and the speed of the transmission wheels, and then suppresses the speed of the drive wheels. By controlling the braking pressure and / or engine torque, the slippage of the drive wheels is kept in a state that keeps the vehicle's stability and acceleration in an optimal state.

[0077] The vehicle driving anti-skid control method provided in this application may include the following steps S210-S220, and each step is described in detail below.

[0078] In step S210, the slip state of the wheel is determined.

[0079] In this application, the slippage state of a wheel can be determined based on wheel acceleration. Here, wheel acceleration refers to the acceleration of the drive wheel, which can be either the front or rear wheel. The following explanation uses the rear wheel as an example.

[0080] The wheel is considered to be slipping when its acceleration satisfies any of the following conditions:

[0081] When the acceleration of the left rear wheel is greater than the acceleration calibrated value for a continuous period of time and the left rear wheel acceleration increases for a continuous period of time, the left rear wheel will slip.

[0082] When the acceleration of the right rear wheel is greater than the calibrated acceleration value for a continuous period of time and the right rear wheel acceleration increases for a continuous period of time, the right rear wheel will slip.

[0083] When the average acceleration difference between the front and rear wheels is greater than the upper limit of acceleration.

[0084] No slippage occurred when the average acceleration difference between the front and rear wheels was less than the lower limit of acceleration.

[0085] In this application, the slip state of the wheel can also be determined based on the slip ratio.

[0086] In this application, the slip ratio can be determined based on the wheel speed of the drive wheels and the vehicle speed. Specifically, the slip ratio S can be calculated using the following formula:

[0087]

[0088] Among them, V w V represents the average wheel speed of the left and right drive wheels, and V represents the vehicle speed, which is the speed of the wheel center along the direction of tire movement.

[0089] For example, a method for determining the slip state of a wheel based on the slip ratio may include:

[0090] A table corresponding to vehicle speed and slip ratio is created. The slip ratio corresponding to vehicle speed is used as the threshold value for judging slip state. If the typical split-opening indicator is activated, the slip ratio multiplied by the corresponding coefficient is used as the threshold value for identifying slippage. That is, when it is greater than the threshold value, slipping state is entered; when it is less than or equal to the threshold value, slipping state is not entered.

[0091] In this application, the slip state of the wheel can also be determined based on the motor speed and acceleration.

[0092] Specifically, the actual motor speed is calculated by converting the vehicle speed into the actual motor speed, and then subtracted from the motor speed signal. If the difference is greater than or equal to a certain value, the motor slips.

[0093] Thanks to the high precision of the resolver sensor, the motor acceleration can quickly identify the wheel slippage state based on the motor speed acceleration at start-up. Compared with wheel speed recognition, it can detect wheel slippage earlier, which can reduce the maximum slippage wheel speed and slippage time on low-friction surfaces.

[0094] In step S220, the driving torque of the wheel is adjusted in stages to achieve anti-slip control.

[0095] Specifically, the process of wheel slippage can be divided into multiple slippage stages. For example, there is a pre-torque reduction stage, a torque reduction stage, and a torque increase stage. The pre-torque reduction stage occurs before slippage, while the torque reduction and torque increase stages occur after slippage. In each slippage stage, the wheel drive torque is adjusted separately. The adjustment can be achieved using feedback control, such as PID control of the wheel drive torque.

[0096] The vehicle drive anti-slip control method of this application divides the wheel slippage process into multiple slippage stages and adjusts the wheel drive torque in stages, thereby precisely controlling the vehicle torque, quickly eliminating integral accumulation, enhancing system stability, accelerating the convergence speed of slippage rate, and maximizing vehicle performance.

[0097] According to one embodiment of this application, before the staged adjustment of the driving torque of the wheels, the vehicle drive anti-slip control method further includes:

[0098] Based on at least one of slip state, axle acceleration, and wheel acceleration, the process of wheel slippage is divided into multiple slip stages.

[0099] By dividing the process according to at least one of slip state, shaft acceleration, and wheel acceleration, the control process can be further refined, thereby enabling more precise control of vehicle torque, rapid elimination of integral accumulation, and enhanced system stability.

[0100] According to one embodiment of this application, the plurality of sliding stages includes N sliding stages, where 2≤N≤5.

[0101] The following provides a detailed explanation of each slip phase.

[0102] The slip phase can include a second slip phase. Specifically, when the wheel is slipping and the axle acceleration is greater than or equal to the first acceleration threshold, the current moment is in the second slip phase.

[0103] Here, the first acceleration threshold is a positive number greater than zero.

[0104] In one specific implementation, during the second slip phase, the staged adjustment of the wheel's driving torque includes:

[0105] Determine the first torque coefficient;

[0106] The wheel drive torque at the next moment is determined based on the first torque coefficient.

[0107] Here, the determination of the first torque coefficient includes:

[0108] Based on the current actual driving torque and wheel acceleration, the adjustment method of driving torque in the second slip phase is determined, including rapid torque reduction and normal torque reduction.

[0109] When reducing torque normally, a preset first fixed value is used as the first torque coefficient value; the fixed value ranges from 0.5 to 2, and preferably, the fixed value is 1.

[0110] When rapidly reducing torque, the first torque coefficient is dynamically determined.

[0111] By dynamically selecting the first torque coefficient, compared with a fixed value, the torque can be adjusted according to the actual operating conditions of the vehicle, increasing the stability of the system and accelerating the convergence speed of the slip ratio.

[0112] The following combination Figure 3 The adjustment of wheel drive torque during the second slip phase is explained.

[0113] Figure 3 This is a schematic flowchart illustrating torque adjustment during the second slip phase according to an embodiment of this application, as shown below. Figure 3 As shown, rapid torque reduction is activated when the following conditions are met simultaneously:

[0114] Condition 1: The actual torque is greater than or equal to the first torque threshold;

[0115] Condition 2: One wheel satisfies both the accumulated wheel speed and the overflow wheel speed;

[0116] Here, two consecutive increases in wheel speed are recorded as the cumulative wheel speed. When the ratio of the left rear wheel acceleration to the right rear wheel acceleration is greater than or equal to a certain value, it is recorded as the overflow wheel speed. When the number of times the second stage is entered is less than 1, the first torque threshold is used as the judgment threshold 1; when the number of times the second stage is entered is greater than or equal to 1, the torque threshold is used as the judgment threshold 2.

[0117] Rapid torque reduction is activated until exiting the second state. When rapid torque reduction is not activated, normal torque reduction is performed.

[0118] Whether it is rapid torque reduction or normal torque reduction, it is based on the current actual driving torque and the first torque coefficient, and the torque change is adjusted by the PID controller to determine the wheel driving torque at the next moment; however, the first torque coefficient is determined based on the slip ratio, and its value will be different in normal torque reduction and rapid torque reduction.

[0119] When rapidly reducing torque, the target torque for rapid torque adjustment is calculated using the following formula:

[0120] p 目1 =p PID +β1p 初始

[0121] Where, p 目1 To quickly adjust the target torque, p PIDp is the torque output by the PID controller. 初始 β1 is the initial torque value, and β1 is the first torque coefficient.

[0122] When dynamically determining the value of the first torque coefficient, the torque coefficient can be selected based on whether the road surface is split or not, and according to different calibration tables. For example, based on the rate of change of the slip ratio, the first torque coefficient value corresponding to the rate of change of the slip ratio can be retrieved from the pre-calibrated data corresponding to the rate of change of the slip ratio and the first torque coefficient.

[0123] When reducing torque in normal operation, the first torque coefficient is fixed at 1. The target torque for normal torque reduction is calculated using the following formula:

[0124] p 目2 =p PID +p 初始

[0125] Where, p 目2 For the target torque of ordinary torque reduction, p PID p is the torque output by the PID controller. 初始 This is the initial torque value.

[0126] In this embodiment, regardless of whether it is rapid torque reduction or normal torque reduction, the initial torque is the same as the torque at the previous moment, and the larger driving torque is taken from the initial torque of the two drive wheels as the initial torque.

[0127] In this embodiment, the torque reduction in the second slip stage is further subdivided into rapid torque reduction and normal torque reduction. Rapid torque reduction can reduce the maximum slip wheel speed and slip time when the wheel first slips on a low-friction surface, while normal torque reduction can bring the slip rate to converge faster and provide better smoothness.

[0128] According to one embodiment of this application, the plurality of sliding stages further includes a first sliding stage.

[0129] Specifically, the criteria for determining the first slip phase are: not entering the slip state and the rear axle acceleration being greater than or equal to the first acceleration threshold.

[0130] According to one embodiment of this application, the multiple slip phases further include a third slip phase. When the wheel is in the third slip phase, the axle acceleration is less than a first acceleration threshold and greater than or equal to a second acceleration threshold, and the wheel is in a slip state.

[0131] During the first and third slip phases, the torque change is determined by a PID controller. Based on the current actual driving torque and the torque change, the target wheel driving torque for the next moment is determined, as shown in the following formula:

[0132] p 目 =p PID +p 初始

[0133] Where, p 目 p is the target torque for the first or third slip phase. 初始 This is the initial torque value.

[0134] Here, the second acceleration threshold is less than the first acceleration threshold, and the second acceleration threshold is a negative number less than zero.

[0135] According to one embodiment of this application, the multiple slip phases further include a fourth slip phase. When the wheel is in the fourth slip phase, the wheel acceleration is less than a second acceleration threshold, the axle acceleration is less than a first acceleration threshold, and the wheel is in a slip state.

[0136] In one specific implementation, when in the fourth slip phase, the staged adjustment of the wheel's driving torque includes:

[0137] Determine the second torque coefficient;

[0138] The wheel drive torque at the next moment is determined based on the second torque coefficient.

[0139] Specifically, determining the second torque coefficient includes:

[0140] Based on the current actual driving torque and wheel acceleration, the adjustment method of driving torque in the fourth slip stage is determined, including rapid torque increase and normal torque increase.

[0141] When the torque is normally increased, a preset second fixed value is used as the second torque coefficient value; the fixed value ranges from 0.5 to 2, and preferably, the fixed value is 1;

[0142] When rapidly increasing torque, the second torque coefficient is dynamically determined.

[0143] The following combination Figure 4 The wheel drive torque adjustment during the fourth slip phase is explained.

[0144] Figure 4 This is a schematic flowchart illustrating torque adjustment during the second slip phase according to an embodiment of this application; as follows: Figure 4 As shown, rapid torque increase is activated when both of the following conditions are met simultaneously.

[0145] Condition 1: The actual torque is less than or equal to the third torque threshold;

[0146] Condition 2: Neither wheel has met the requirements for accumulated wheel speed and overflow wheel speed.

[0147] Here, when the number of times the fourth stage is entered is less than 1, the third torque threshold is the judgment threshold 3; when the number of times the fourth stage is entered is greater than or equal to 1, the third torque threshold is the judgment threshold 4.

[0148] Rapid torque increase is activated until exiting the fourth state. If rapid torque increase is not activated, normal torque increase is performed.

[0149] Whether it's rapid torque increase or normal torque increase, it's based on the current actual driving torque and the second torque coefficient. The torque change is adjusted by a PID controller to determine the wheel driving torque at the next moment. However, the second torque coefficient is determined based on the slip ratio, and its value will be different in normal and rapid torque increase.

[0150] During rapid torque increase, the target torque is calculated using the following formula:

[0151] p 目3 =p PID +β2p 初始

[0152] Where, p 目3 To achieve the target torque for rapid torque increase, p PID p is the torque output by the PID controller. 初始 β1 is the initial torque value, and β2 is the second torque coefficient.

[0153] The method for determining the value of the second torque coefficient is as follows: based on the rate of change of the slip ratio, the value of the second torque coefficient corresponding to the rate of change of the slip ratio is obtained from the pre-calibrated data corresponding to the rate of change of the slip ratio and the second torque coefficient.

[0154] When the torque is normally increased, the second torque coefficient is fixed at 1. The target torque for normal torque reduction is calculated using the following formula:

[0155] p 目4 =p PID +p 初始

[0156] Where, p 目4 For the target torque of normal torque increase, p PID p is the torque output by the PID controller. 初始 This is the initial torque value.

[0157] In this embodiment, regardless of whether the torque is increased rapidly or normally, the initial torque is the same as the torque at the previous moment. The larger of the initial torques of the two drive wheels is taken as the initial torque.

[0158] In this embodiment, the torque increase in state four is further subdivided into rapid torque increase and normal torque increase. Rapid torque increase can reduce the maximum slip speed and slip time of the wheel when it first slips on a low-friction surface, while normal torque increase can bring the slip rate to converge faster and provide better smoothness.

[0159] According to one embodiment of this application, the multiple slip phases include a fifth slip phase. When the wheel is in the fifth slip phase, the axle acceleration is greater than or equal to a second acceleration threshold and less than or equal to a third acceleration threshold, and the wheel is in a non-slip state.

[0160] The method for adjusting the driving torque in the fifth slip stage is the same as that in the first and third slip stages, and will not be described further here.

[0161] According to one embodiment of this application, in each slip phase, the torque change is adjusted by a PID controller, including:

[0162] The target slip ratio is obtained based on vehicle speed;

[0163] Using the current actual slip ratio and the target slip ratio as input parameters, the torque change is adjusted by a PID controller.

[0164] Specifically, the target slip ratio is obtained based on vehicle speed, including:

[0165] Based on vehicle speed, the target slip ratio corresponding to the vehicle speed is retrieved from the pre-calibrated data on the correspondence between vehicle speed and target slip ratio. The retrieved target slip ratio is the maximum slip ratio that can ensure the safe and stable operation of the vehicle at that speed.

[0166] In this embodiment, the current actual slip ratio and the target slip ratio are used as input parameters, and the torque change is adjusted by a PID controller. The calculation process of the PID controller can be expressed as follows:

[0167]

[0168] Where, p PID (t) represents the torque output by the PID controller, K p K i K d These are the proportional adjustment coefficient, integral adjustment coefficient, and derivative adjustment coefficient, respectively. e(t) is the difference between the target slip ratio and the actual slip ratio at the current moment, and e(t-1) is the difference between the target slip ratio and the actual slip ratio at the previous moment.

[0169] Here, the PID controller obtains the difference between the current actual torque of the wheel and the desired torque.

[0170] According to one embodiment of this application, the anti-slip control method further includes: determining the slip stage through arbitration. Specifically, arbitration is performed according to the priority order of 0, 2, 5, 1, 4, 3. When switching torque in stages 1, 3, 4, and 5, a filtering module is added to prevent sudden torque changes. The torque is then reduced by the actual torque, and upper and lower value limits are applied to the output as the target torque.

[0171] The following combination Figure 5 This paper describes a drive anti-slip control framework according to an embodiment of the present application.

[0172] The basic functions of drive anti-skid control include a traction control system (TCS) enable module, a slip recognition module, a road surface maximum drive torque calculation module, a wheel slip state judgment module, and a torque segment control module.

[0173] TCS enabling module: The system determines whether to enable the Electronic Stability Program (ESP) based on a combination of factors, including the ESP switch, TCS fault status, OK light status, gear position, vehicle speed, accelerator pedal depth, and brake pedal depth.

[0174] TCS is enabled and activated when all of the following conditions are met:

[0175] Condition 1: TCS function manual switch is turned on.

[0176] Condition 2: TCS fault status: No fault 0;

[0177] Condition 3: The Ready light status is displayed as 1;

[0178] Condition 4: The target gear is not P gear 1;

[0179] Condition 5: Actual vehicle speed > speed threshold 1;

[0180] Condition 6: Throttle depth ≥ throttle depth threshold 1;

[0181] Condition 7: Brake pedal depth ≤ brake pedal depth threshold 1.

[0182] Slip recognition module: First, it performs preliminary processing based on the vehicle input signal, such as wheel speed filtering. During the movement of a car, there will be sliding friction and rolling friction between the tires and the road surface.

[0183] Based on the motor speed acceleration and wheel acceleration, tire slippage and rapid torque reduction are identified. The torque and wheel speed when there is no slippage are fitted into a one-dimensional table of wheel acceleration-torque, which is used to determine the wheel acceleration when the wheel slips.

[0184] When the acceleration of the left rear wheel is greater than the acceleration calibrated value for a continuous period of time and the left rear wheel acceleration increases for a continuous period of time, the left rear wheel slippage indicator is set to 1; when the acceleration of the right rear wheel is greater than the acceleration calibrated value for a continuous period of time and the right rear wheel acceleration increases for a continuous period of time, the right rear wheel slippage indicator is set to 1; when the average acceleration difference between the front and rear wheels is greater than the upper limit of acceleration, the slippage indicator is set to 1; when the average acceleration difference between the front and rear wheels is less than the lower limit of acceleration, the slippage indicator is set to 0.

[0185] The iTAC torque control activation flag is set to 1 when any of the following conditions are met, and the brake pedal signal is less than or equal to 1 and the iTAC enable flag is greater than or equal to 1;

[0186] Condition 1: The acceleration slip indicator of the left rear wheel is 1;

[0187] Condition 2: The acceleration slip indicator of the right rear wheel is 1;

[0188] Condition 3: The left rear wheel slippage indicator is 1 and the wheel acceleration is greater than the threshold 1;

[0189] Condition 4: The right rear wheel slippage indicator is 1 and the wheel acceleration is greater than the threshold 1;

[0190] Condition 5: The motor speed judgment flag is 1.

[0191] The iTAC torque control activation flag is set to 0 only when all of the following conditions are not met simultaneously, or when the brake pedal signal is greater than or equal to 1:

[0192] Condition 1: The left rear wheel acceleration slip indicator is 0;

[0193] Condition 2: The acceleration slip indicator of the right rear wheel is 0;

[0194] Condition 3: The left rear wheel acceleration slip indicator and the right rear wheel acceleration slip indicator are both 0;

[0195] Condition 4: The required torque is less than the torque calibrated value;

[0196] Condition 5: The slope signal is less than or equal to the slope threshold of 1.

[0197] Thanks to the high precision of the resolver sensor, the motor acceleration function can quickly identify wheel slippage during start-up based on motor speed acceleration. Compared to wheel speed recognition, it can detect wheel slippage earlier, reducing the maximum slippage speed and slippage time on low-friction surfaces. The difference in wheel speed between the left and right wheels determines the type of road surface. A road surface with different coefficients of friction for the left and right wheels is considered a "split road surface."

[0198] The actual motor speed is calculated by converting the vehicle speed to the actual motor speed and subtracting it from the motor speed signal. If the difference is greater than or equal to a certain value, the motor slippage flag is set to 1. The motor speed acceleration is then calculated.

[0199] The motor rapid slippage flag is set to 1 when the following conditions are met simultaneously.

[0200] Condition 1: The motor slippage indicator is 1;

[0201] Condition 2: Vehicle speed is less than or equal to vehicle speed threshold 2;

[0202] Condition 3: The motor speed acceleration is greater than or equal to the acceleration threshold 2;

[0203] Condition 4: Torque control stages have not been entered.

[0204] Record the number of times the motor slips rapidly, and the initial torque and target torque of the motor in stage 0.

[0205] The motor's stage 0 flag is set to 1 when all of the following conditions are met simultaneously.

[0206] Condition 1: The motor's rapid slippage indicator is set to 1;

[0207] Condition 2: The number of times the motor slips quickly is less than or equal to 1.

[0208] The motor stage 0 flag is set to 0 when any of the following conditions are met.

[0209] Condition 1: The rapid torque reduction indicator is 1;

[0210] Condition 2: iTAC global status exit;

[0211] Condition 3: Torque control enters stage 2.

[0212] Road surface maximum driving torque calculation module: limits the maximum torque of the road surface based on the maximum allowable charging power and the maximum allowable discharging power.

[0213] Wheel slippage state judgment module: Based on the slippage rate, rear axle acceleration, left rear wheel acceleration, right rear wheel acceleration and compare with the threshold, slippage is divided into five states.

[0214] Stage 1 is entered when both of the following conditions are met: maintain the torque at the entry moment.

[0215] Condition 1: The slip flag is 0;

[0216] Condition 2: The rear axle acceleration is greater than or equal to the acceleration calibration value.

[0217] Stage 2: Torque Reduction is entered when both of the following conditions are met simultaneously or the rapid torque reduction flag is activated.

[0218] Condition 1: The slip flag is set to 1;

[0219] Condition 2: The rear axle acceleration is greater than or equal to the acceleration calibration value.

[0220] Stage 3 is entered when both of the following conditions are met: Maintaining the torque at the entry moment.

[0221] Condition 1: The rear axle acceleration is less than the acceleration calibration value and greater than or equal to the acceleration calibration value 2;

[0222] Condition 2: Torque total state activated, Stage 2 and Stage 5 flags set to 0.

[0223] Stage 4 is entered when both of the following conditions are met: Torque recovery:

[0224] Condition 1: If either the acceleration of the left rear wheel or the acceleration of the right rear wheel is less than the acceleration calibrated value of 2;

[0225] Condition 2: Torque total state activated, Stage 2 flag is 0.

[0226] Stage 5 is entered when all three of the following conditions are met: Maintaining the torque at the entry moment.

[0227] Condition 1: When the rear axle acceleration is less than or equal to acceleration calibration value 1 and greater than or equal to acceleration calibration value 2;

[0228] Condition 2: Total torque state activated;

[0229] Condition 3: The slip flag is 0.

[0230] Torque segmented control module: Employs multi-stage switching PID control, which can quickly eliminate integral accumulation, enhance system stability, and accelerate the convergence speed and stability of the slip ratio. A table corresponding to vehicle speed and slip ratio is created. If the typical split-slip flag is activated, the slip ratio is multiplied by the corresponding coefficient value. The target slip ratio multiplied by the vehicle speed serves as the high threshold, and the low threshold = high threshold multiplied by the coefficient.

[0231] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program that is executed by the processor. When the computer program is executed by the processor, it causes a device equipped with the processor to perform the vehicle drive anti-skid control method as described in any of the above embodiments.

[0232] This application also provides a storage medium storing a computer program that runs on a computer. When the computer program runs, it causes the computer to execute the vehicle drive anti-skid control method as described in any of the above embodiments.

[0233] This application also provides a vehicle that includes the aforementioned electronic device or the aforementioned storage medium. Figure 6 An exemplary vehicle 600 according to an embodiment of the present application is shown, the vehicle 600 including electronic equipment 610. Figure 7 A vehicle 700 according to another embodiment of the present application is illustrated by way of example, the vehicle 700 including storage medium 710.

[0234] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of the invention. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of the invention. All such changes and modifications are intended to be included within the scope of the invention as claimed in the appended claims.

[0235] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0236] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0237] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0238] Similarly, it should be understood that, in order to streamline the invention and aid in understanding one or more of the various aspects of the invention, features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of the invention. However, this method of the invention should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with fewer features than all of those in a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0239] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0240] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of the invention and form different embodiments. For example, in the claims, any of the claimed embodiments can be used in any combination.

[0241] The various component embodiments of the present invention can be implemented in hardware, or as software modules running on one or more processors, or a combination thereof. Those skilled in the art will understand that microprocessors or digital signal processors (DSPs) can be used in practice to implement some or all of the functions of some modules in the article analysis device according to embodiments of the present invention. The present invention can also be implemented as an apparatus program (e.g., a computer program and computer program product) for performing part or all of the methods described herein. Such programs implementing the present invention can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

[0242] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0243] The above description is merely a specific embodiment of the present invention or an explanation of that embodiment. The scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. The scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A vehicle drive anti-skid control method, characterized in that, The vehicle drive anti-skid control method includes: Determine the slippage state of the wheels; The driving torque of the wheels is adjusted in stages to achieve anti-slip control.

2. The vehicle drive anti-skid control method as described in claim 1, characterized in that, Before the staged adjustment of the driving torque of the wheel, the vehicle drive anti-slip control method further includes: Based on at least one of the slip state, axle acceleration, and wheel acceleration, the process of wheel slippage is divided into multiple slippage stages.

3. The vehicle drive anti-skid control method as described in claim 2, characterized in that, The plurality of slip phases includes N slip phases, where 2≤N≤5.

4. The vehicle drive anti-skid control method as described in claim 3, characterized in that, The plurality of slip phases include a second slip phase, in which the wheel is in a slip state and the axle acceleration is greater than or equal to a first acceleration threshold.

5. The vehicle drive anti-skid control method as described in claim 4, characterized in that, When in the second slip phase, the phased adjustment of the driving torque of the wheel includes: Determine the first torque coefficient; The wheel drive torque at the next moment is determined based on the first torque coefficient.

6. The vehicle drive anti-skid control method as described in claim 5, characterized in that, Determining the first torque coefficient includes: Based on the current actual driving torque and the wheel acceleration, the adjustment method of the driving torque in the second slip phase is determined, and the adjustment method includes rapid torque reduction and normal torque reduction; When the torque is reduced normally, the preset first fixed value is used as the value of the first torque coefficient; When rapidly reducing torque, the first torque coefficient is dynamically determined.

7. The vehicle drive anti-skid control method as described in claim 6, characterized in that, The method for adjusting the driving torque during the second slip phase, based on the current actual driving torque and the wheel acceleration, includes: When the current actual driving torque is greater than or equal to the first torque threshold and the wheel acceleration satisfies the accumulated wheel speed and overflow wheel speed, the driving torque adjustment method is rapid torque reduction; When the current actual driving torque is less than the first torque threshold and / or the wheel acceleration does not meet the cumulative wheel speed and overflow wheel speed, the driving torque adjustment method is normal torque reduction.

8. The vehicle drive anti-skid control method as described in claim 6, characterized in that, The method for dynamically determining the value of the first torque coefficient includes: Based on the rate of change of the slip ratio, the value of the first torque coefficient corresponding to the rate of change is obtained from the pre-calibrated data corresponding to the rate of change of the slip ratio and the first torque coefficient.

9. The vehicle drive anti-skid control method as described in claim 2, characterized in that, The plurality of slip phases include a fourth slip phase, in which the wheel is in the fourth slip phase, the wheel acceleration is less than a second acceleration threshold, the axle acceleration is less than a first acceleration threshold, and the wheel is in a slip state.

10. The vehicle drive anti-skid control method as described in claim 9, characterized in that, When in the fourth slip phase, the phased adjustment of the driving torque on the wheel includes: Determine the second torque coefficient; The wheel drive torque at the next moment is determined based on the second torque coefficient.

11. The vehicle drive anti-skid control method as described in claim 10, characterized in that, Determining the second torque coefficient includes: Based on the current actual driving torque and the wheel acceleration, the adjustment method of the driving torque in the fourth slip phase is determined, and the adjustment method includes rapid torque increase and normal torque increase; When the torque is normally increased, the preset second fixed value is used as the value of the second torque coefficient; When the torque is rapidly increased, the second torque coefficient is dynamically determined.

12. The vehicle drive anti-skid control method as described in claim 11, characterized in that, The method for adjusting the driving torque during the fourth slip phase, based on the current actual driving torque and the wheel acceleration, includes: When the current actual driving torque is less than or equal to the third torque threshold and the wheel acceleration does not meet the requirements of accumulated wheel speed and overflow wheel speed, the driving torque adjustment method is to rapidly increase torque. When the current actual driving torque is greater than the third torque threshold and / or the wheel acceleration meets the cumulative wheel speed and overflow wheel speed, the driving torque adjustment method is normal torque increase.

13. The vehicle drive anti-skid control method as described in claim 11, characterized in that, The dynamic selection of the second torque coefficient includes: Based on the rate of change of the slip ratio, the value of the second torque coefficient corresponding to the rate of change is obtained from the pre-calibrated data corresponding to the rate of change of the slip ratio and the second torque coefficient.

14. The vehicle drive anti-skid control method as described in any one of claims 5-8 and 10-13, characterized in that, Determining the wheel drive torque at the next moment includes: In each slip phase, an initial torque is determined based on the current actual driving torque and the torque coefficient for that slip phase; the torque coefficient is either a first torque coefficient or a second torque coefficient. The torque change is determined by a PID controller; The wheel drive torque at the next moment is determined based on the initial torque and the torque change.

15. The vehicle drive anti-skid control method as described in claim 3, characterized in that, The plurality of slip phases include a first slip phase, in which the wheel is in a non-slip state and the axle acceleration is greater than or equal to a first acceleration threshold.

16. The vehicle drive anti-skid control method as described in claim 3, characterized in that, The plurality of slip phases include a third slip phase, in which the wheel is in the third slip phase, the axle acceleration is less than a first acceleration threshold and greater than or equal to a second acceleration threshold, and the wheel is in a slip state.

17. The vehicle drive anti-skid control method as described in claim 3, characterized in that, The plurality of slip phases include a fifth slip phase. When the wheel is in the fifth slip phase, the axle acceleration is greater than or equal to a second acceleration threshold and less than or equal to a third acceleration threshold, and the wheel is in a non-slip state.

18. The vehicle drive anti-skid control method as described in any one of claims 15-17, characterized in that, The step-by-step adjustment of the driving torque of the wheel includes: During each slip phase, the torque change is determined by a PID controller; The wheel drive torque at the next moment is determined based on the current actual drive torque and the torque change.

19. The vehicle drive anti-skid control method as described in claim 18, characterized in that, The adjustment of torque variation via a PID controller includes: The target slip ratio is obtained based on vehicle speed; Using the current actual slip ratio and the target slip ratio as input parameters, the torque change is adjusted by a PID controller.

20. The vehicle drive anti-skid control method as described in claim 19, characterized in that, The method of obtaining the target slip ratio based on vehicle speed includes: Based on the vehicle speed, the target slip ratio corresponding to the vehicle speed is obtained by querying the pre-calibrated data on the correspondence between vehicle speed and target slip ratio.

21. The vehicle drive anti-skid control method as described in claim 1, characterized in that, The slip state of the wheel is determined based on the motor acceleration and / or wheel acceleration.

22. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program executed by the processor, the computer program, when executed by the processor, causing the device on which the processor is installed to perform the vehicle drive anti-skid control method as described in any one of claims 1-21.

23. A storage medium, characterized in that, The storage medium stores a computer program that runs on a computer and, when running, causes the computer to perform the vehicle drive anti-skid control method as described in any one of claims 1-21.

24. A vehicle, characterized in that, Includes the electronic device of claim 22 or the storage medium of claim 23.

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