Anti-slip control method and device of vehicle, vehicle and storage medium thereof

Abstract

The application discloses an anti-slip control method of a vehicle, and relates to the field of vehicle control, and comprises the following steps: acquiring the angular acceleration of a motor driving a driving wheel of the vehicle and the actual rotating speed of the motor; determining the road adhesion coefficient of the vehicle in a current environment, and determining the target rotating speed of the motor based on the road adhesion coefficient; if the actual rotating speed meets a first preset condition, performing driving anti-slip control on the vehicle according to the actual rotating speed and the target rotating speed; and if the actual rotating speed does not meet the first preset condition and the angular acceleration meets a second preset condition, controlling the change range of the torque of the motor within a first time length to be less than or equal to a target value. Through real-time monitoring of the actual rotating speed of the motor driving the driving wheel of the vehicle, the application can quickly respond to the anti-slip control on the vehicle, and meanwhile, can avoid the shaking of the vehicle caused by the increase of the change range of the torque, so that the driving safety of the vehicle is ensured.

Description

Technical Field

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

[0002] With the continuous advancement of electric vehicle technology and the widespread application of autonomous driving technology, the requirements for vehicle safety and stability are increasing. In complex road conditions, especially on slippery surfaces or during sharp turns, vehicles are prone to skidding, leading to loss of control and accidents. Traditional anti-skid control strategies are mostly based on a single-motor drive system, using technologies such as anti-lock braking systems (ABS) and traction control systems to adjust braking and drive torque to prevent wheel slippage. However, existing anti-skid strategies are largely based on fixed control logic, which cannot respond promptly to complex road conditions, resulting in ineffective anti-skid performance in actual driving. Therefore, how to implement effective anti-skid control for vehicle drives has become a pressing issue. Summary of the Invention

[0003] In view of this, embodiments of this application propose a vehicle anti-skid control method, device, vehicle and its storage medium to improve the above-mentioned problems.

[0004] According to a first aspect of the embodiments of this application, a method for anti-skid control of a vehicle is provided. The method includes: acquiring the angular acceleration of a motor driving the wheels of the vehicle and the actual rotational speed of the motor; determining the road surface adhesion coefficient of the vehicle in the current environment, and determining the target rotational speed of the motor based on the road surface adhesion coefficient; if the actual rotational speed meets a first preset condition, then performing anti-skid control on the vehicle based on the actual rotational speed and the target rotational speed; if the actual rotational speed does not meet the first preset condition, and the angular acceleration meets a second preset condition, then controlling the change in the torque of the motor within a first time period to be less than or equal to a target value.

[0005] In some embodiments, the angular acceleration satisfies a first preset condition, including: the angular acceleration is greater than or equal to an angular acceleration threshold; and / or, the actual rotational speed does not satisfy a second preset condition, including: the actual rotational speed is less than or equal to a rotational speed threshold.

[0006] In some embodiments, controlling the change in the torque of the motor within a first time period to be less than or equal to a target value includes: if the angular acceleration is greater than a first threshold and the angular acceleration is less than or equal to a second threshold, then controlling the change in the torque of the motor within the first time period to be less than a first target value; if the angular acceleration is greater than the second threshold, then controlling the change in the torque of the motor within the first time period to be equal to a second target value, wherein the second target value is less than the first target value.

[0007] In some embodiments, the step of performing anti-slip control on the vehicle based on the actual rotational speed and the target rotational speed if the actual rotational speed meets a first preset condition includes: if the actual rotational speed meets the first preset condition, obtaining the rotational speed difference between the actual rotational speed and the target rotational speed; determining control parameters of the vehicle based on the rotational speed difference, the actual rotational speed, and the angular acceleration; obtaining the load torque of the vehicle, and determining the target torque of the vehicle based on the load torque, the rotational speed difference, and the control parameters; and performing anti-slip control on the vehicle based on the target torque.

[0008] In some embodiments, determining the target speed of the motor based on the road surface adhesion coefficient includes: determining a target slip ratio based on the road surface adhesion coefficient, wherein the target slip ratio is used to indicate the degree of vehicle slippage under the road surface adhesion coefficient; obtaining a reference vehicle speed, and determining the target speed based on the reference vehicle speed and the target slip ratio.

[0009] In some embodiments, determining the target speed based on the reference vehicle speed and the target slip ratio includes: determining driving parameters of the vehicle, wherein the driving parameters are used to indicate: multiple driving states of the vehicle or the slip ratio corresponding to each driving state among multiple driving states; correcting the target slip ratio based on the driving parameters, and determining the target speed based on the corrected target slip ratio and the reference vehicle speed.

[0010] In some embodiments, the step of performing anti-skid control on the vehicle based on the actual speed and the target speed if the actual speed meets the first preset condition includes: acquiring the overall vehicle status, the operating status of the motor, and determining the activation status of the target function of the vehicle, wherein the target function includes one or more functions that are mutually exclusive with the vehicle's anti-skid control; determining whether the reference vehicle speed is a valid vehicle speed; and if the overall vehicle status is determined to be in a ready state, the operating status indicates that the motor has not malfunctioned, the activation status indicates that the target function is not activated, and the reference vehicle speed is a valid vehicle speed, then when the actual speed meets the first preset condition, performing anti-skid control on the vehicle based on the actual speed and the target speed.

[0011] According to a second aspect of the embodiments of this application, a vehicle anti-skid control device is provided. The device includes: an acquisition module, configured to acquire the angular acceleration of a motor driving the wheels of the vehicle and the actual rotational speed of the motor; a target rotational speed determination module, configured to determine the road surface adhesion coefficient of the vehicle in the current environment and determine the target rotational speed of the motor based on the road surface adhesion coefficient; a first control module, configured to perform anti-skid control on the vehicle based on the actual rotational speed and the target rotational speed if the actual rotational speed meets a first preset condition; and a second control module, configured to control the change amplitude of the motor torque within a first time period to be less than or equal to a target value if the actual rotational speed does not meet the first preset condition and the angular acceleration meets a second preset condition.

[0012] According to a third aspect of the embodiments of this application, a vehicle is provided, including: a processor; and a memory storing computer-readable instructions, which, when executed by the processor, implement the anti-skid control method for the vehicle as described above.

[0013] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which computer-readable instructions are stored, which, when executed by a processor, implement the anti-skid control method for a vehicle as described above.

[0014] In this application's solution, the road surface adhesion coefficient of the vehicle in the current environment is first determined, and the target rotational speed of the vehicle's drive wheel motor is determined based on the road surface adhesion coefficient. Simultaneously, the actual rotational speed of the vehicle's drive wheel motor is used to determine whether a first preset condition is met, and the angular acceleration of the vehicle's drive wheel motor is used to determine whether a second preset condition is met. If the first preset condition is met, the vehicle's anti-slip control is implemented based on the actual rotational speed and the target rotational speed. Furthermore, if the actual rotational speed of the vehicle's drive wheel motor determines that the first preset condition is not met, and the angular acceleration of the vehicle's drive wheel motor meets the second preset condition, the torque of the motor is controlled to vary less than or equal to the target value within a first time period. By monitoring the actual rotational speed of the vehicle's drive wheel motor in real time, the anti-slip control can be responded to quickly. Furthermore, by monitoring the angular acceleration and actual rotational speed of the vehicle's drive wheel motor in real time, the torque variation is limited before the vehicle's anti-slip function is activated, preventing vehicle vibration caused by increased torque variation and ensuring vehicle driving safety. This also reduces the need for anti-slip function deactivation, improving the driving experience.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] Figure 1 This is a schematic diagram of a vehicle's anti-skid control system according to an embodiment of this application.

[0018] Figure 2 This is a schematic flowchart illustrating a vehicle anti-skid control method according to an embodiment of this application.

[0019] Figure 3 This is a schematic flowchart illustrating a vehicle anti-skid control method according to another embodiment of this application.

[0020] Figure 4 This is a schematic flowchart illustrating a vehicle anti-skid control method according to another embodiment of this application.

[0021] Figure 5 This is a schematic diagram of the anti-skid control process of a vehicle according to another embodiment of this application.

[0022] Figure 6 This is a flowchart illustrating the specific steps of step 530 according to an embodiment of this application.

[0023] Figure 7 This is a schematic diagram of the anti-skid control process of a vehicle according to another embodiment of this application.

[0024] Figure 8 This is a block diagram of a vehicle anti-skid control device according to an embodiment of this application.

[0025] Figure 9 This is a hardware structure diagram of a vehicle shown according to another embodiment of this application.

[0026] The accompanying drawings have illustrated specific embodiments of the present invention, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the inventive concept in any way, but rather to illustrate the concept of the invention to those skilled in the art through specific embodiments. Detailed Implementation

[0027] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0028] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0029] Please see Figure 1 , Figure 1 This application illustrates a vehicle traction control system according to an embodiment of the present application, such as... Figure 1 As shown below, the specific implementation methods of each module included in the vehicle's drive anti-skid system 100 will be described by way of example.

[0030] In one optional implementation, the vehicle's traction control system 100 includes a slip ratio calculation module 110 and a traction control module 120, wherein the slip ratio calculation module 110 and the traction control module 120 are software units or modules. The slip ratio calculation module 110 is used to determine the target slip ratio of the vehicle in the current environment, and the traction control module 120 is used to perform traction control on the vehicle.

[0031] In another alternative implementation, the slip ratio calculation module 110 and the drive anti-slip control module 120 refer to hardware devices.

[0032] For example, the slip ratio calculation module 110 may include, but is not limited to, an enable judgment unit 111, a target slip ratio calculation unit 112, and a difference threshold calculation unit 113. The enable judgment unit 111 is used to determine whether the actual rotational speed of the motors of the vehicle's drive wheels meets a first preset condition and whether the angular acceleration meets a second preset condition based on the actual rotational speed and angular acceleration of the motors of the vehicle's drive wheels. The target slip ratio calculation unit 112 is used to determine the corresponding target slip ratio based on the determined road surface adhesion coefficient of the vehicle's environment and to correct the target slip ratio based on the vehicle's driving parameters. The difference threshold calculation unit 113 is used to determine the torque difference between the left and right motors of the drive wheels in different directions of the vehicle, and the maximum allowable torque difference threshold between the left and right motors.

[0033] For example, the anti-slip control module 120 may include, but is not limited to, a target speed determination unit 121, a variation amplitude pre-control unit 122, an activation / exit judgment unit 123, and a target torque determination unit 124. Specifically, the target speed determination unit 121 determines the target speed of the motors driving the vehicle's drive wheels based on the target slip ratio and the vehicle's reference speed; the variation amplitude pre-control unit 122 controls the variation amplitude of the motor torque within a first time period to be less than or equal to the target value; the activation / exit judgment unit 123 determines whether to exit the anti-slip function based on the vehicle's overall state, the motor's operating state, the activation state of the vehicle's target function, and whether the vehicle's reference speed is valid; the target torque determination unit 124 determines the vehicle's target torque based on the speed difference between the actual speed of the vehicle's drive wheel motor and the target speed, the vehicle's control parameters, and the vehicle's load torque, and performs anti-slip control on the vehicle based on the target torque. The vehicle's anti-slip control system 100, by dividing the control logic into blocks, saves signal transmission time, shortens function response time, and makes the anti-slip function respond faster and more responsive.

[0034] Figure 1 The system in [the document] can be used to implement the following Figure 2 For the described vehicle anti-skid control method, please refer to [link / reference]. Figure 2 , Figure 2 This application illustrates a vehicle anti-skid control method according to an embodiment of the present application. In a specific embodiment, the vehicle anti-skid control method can be applied to, for example... Figure 8 The vehicle shown has an anti-skid control device 700 and an electronic device 800 equipped with the vehicle's anti-skid control device 700. Figure 9 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a desktop computer, laptop computer, in-vehicle terminal, or vehicle processor. The following will focus on... Figure 2 The process shown is described in detail. The anti-skid control method for the vehicle may specifically include the following steps 210 and 240.

[0035] Step 210: Obtain the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor.

[0036] As one approach, since the actual rotational speed of the motor driving the vehicle is the direct cause of vehicle slippage, it is possible to determine whether slippage control is necessary by monitoring the actual rotational speed of the motor driving the vehicle's drive wheels.

[0037] Optionally, during vehicle operation, the angular acceleration of the motors driving the vehicle's drive wheels changes, resulting in a corresponding change in the torque of these motors. If the driver performs emergency braking or acceleration, the sudden increase or decrease in the torque of the drive wheel motors can cause vehicle vibration, leading to a poorer experience for both passengers and the driver. Therefore, the change in torque of the drive wheel motors can be controlled by monitoring their angular acceleration. Furthermore, monitoring the angular acceleration of the drive wheel motors can determine whether control over their torque is necessary.

[0038] Optionally, with the rapid development of vehicle technology, most vehicles are now distributed vehicles. In distributed vehicles, each drive wheel is equipped with its own corresponding motor, which controls the vehicle in real time, making the vehicle's driving more stable and improving driving safety. Non-drive wheels, on the other hand, are completely pulled by the drive wheels during vehicle operation and cannot provide their own power. They mainly serve the functions of load-bearing, steering, and stabilization. Focusing on non-drive wheels would make vehicle drive control more difficult. Therefore, in the embodiments of this application, to make vehicle drive control more convenient and accurate, only the drive wheels need to be focused on, thereby achieving anti-slip control. Optionally, the angular acceleration and actual rotational speed of the drive wheel motors can be directly obtained in the vehicle's power control unit.

[0039] Step 220: Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target speed of the motor based on the road surface adhesion coefficient.

[0040] As one method, the road surface adhesion coefficient is used to indicate the ratio between the maximum adhesion that the vehicle tires can provide between the road surface and the vertical load on the wheel (which can be understood as the weight of the vehicle). It is used to measure the grip of the vehicle tires. The target speed of the motor can be determined by the road surface adhesion coefficient in the current environment of the vehicle. The target speed and the actual speed are used to change the speed of the drive wheels of the vehicle, thereby achieving vehicle control.

[0041] Optionally, the reference speed of the vehicle can be determined first, and the current slip ratio can be determined by the reference speed of the vehicle and the actual speed of the motor. The longitudinal force of the drive wheel can be determined based on the current torque of the motor of the drive wheel and the wheel radius. Then, the road adhesion coefficient of the vehicle in the current environment can be determined based on the dynamic model of the vehicle according to the longitudinal force and the current slip ratio.

[0042] Optionally, a mapping relationship between different road surface adhesion coefficients and different motor speeds can be preset. After determining the road surface adhesion coefficient of the vehicle in the current environment, the target motor speed corresponding to the road surface adhesion coefficient of the vehicle in the current environment can be found based on the mapping relationship.

[0043] Optionally, in the drive control of the vehicle, the difference between the determined target speed and the actual speed can be used as the input of the PID controller, and the torque of the vehicle's drive wheels can be output by the PID controller. Based on the output torque, the drive wheels of the vehicle can be controlled so that the speed of the motor of the drive wheel continuously approaches the target speed.

[0044] Step 230: If the actual rotational speed meets the first preset condition, then drive anti-skid control is performed on the vehicle based on the actual rotational speed and the target rotational speed.

[0045] In one approach, to accurately control vehicle traction, the actual rotational speed of the vehicle's drive wheel motors can be used to determine whether the first preset condition for traction control is met. Once the actual rotational speed is determined to meet the first preset condition, traction control can be applied to the vehicle based on the actual rotational speed of the drive wheel motors and the target rotational speed.

[0046] Optionally, when a vehicle experiences a drive slippage event, the corresponding drive wheels of the vehicle spin freely, and the speed of the corresponding motor increases rapidly. Therefore, it can be determined whether drive anti-slip control is needed by comparing the actual speed with the speed threshold corresponding to when the drive motor of the vehicle is about to spin freely.

[0047] Optionally, the first preset condition may be that the speed of the motor of the vehicle's drive wheel is greater than the speed corresponding to the idling of the vehicle's drive wheel, or it may be other preset conditions, which can be set according to actual needs.

[0048] Step 240: If the actual rotational speed does not meet the first preset condition and the angular acceleration meets the second preset condition, then control the change in the torque of the motor within the first time period to be less than or equal to the target value.

[0049] As one approach, when the vehicle does not require anti-slip control, in order to prevent the vehicle from shaking due to rapid increases or decreases in torque during driving, the angular acceleration of the motors driving the vehicle's drive wheels can be monitored. Based on the actual value of the angular acceleration, the torque variation of the motors driving the vehicle can be controlled in real time to ensure vehicle stability. It can be determined whether the torque variation of the motor needs to be controlled based on the angular acceleration. If control is required, the torque variation of the motor is controlled to be less than or equal to the target value within a first time period.

[0050] Optionally, when the change in motor torque exceeds a certain value, the vehicle will vibrate. Therefore, a threshold value for the change in torque that will cause vehicle vibration can be determined first. Then, based on this threshold value, a threshold value for the motor's angular acceleration can be determined. Furthermore, after obtaining the angular acceleration of the motors at the vehicle's drive wheels, the angular acceleration can be compared with the determined angular acceleration threshold value to determine whether the angular acceleration meets a second preset condition. This second preset condition can be that the obtained angular acceleration is greater than or equal to the angular acceleration threshold value.

[0051] Optionally, if the vehicle requires anti-slip control, in order to prevent the vehicle from slipping, it is necessary to rapidly increase or decrease the torque of the motors of the vehicle's drive wheels. As a result, the change range of the torque of the motors of the vehicle's drive wheels will increase over a certain period of time. At this time, in order to ensure the implementation of anti-slip control, the change range of the motors of the vehicle's drive wheels cannot be controlled. Therefore, when the vehicle does not require anti-slip control, it is only considered whether to control the change range of the torque of the motors of the vehicle's drive wheels. Furthermore, the change range of the torque of the motors of the vehicle's drive wheels over the first period of time will only be controlled when the actual rotational speed of the vehicle's drive motor does not meet the first preset condition and the angular acceleration of the vehicle's drive motor meets the second preset condition.

[0052] In the embodiments of this application, the road surface adhesion coefficient of the vehicle in the current environment is first determined, and the target speed of the vehicle's drive wheel motor is determined based on the road surface adhesion coefficient. Simultaneously, the actual speed of the vehicle's drive wheel motor is used to determine whether a first preset condition is met, and the angular acceleration of the vehicle's drive wheel motor is used to determine whether a second preset condition is met. If the first preset condition is met, the vehicle is subjected to anti-slip control based on the actual speed and the target speed. Furthermore, if the actual speed of the vehicle's drive wheel motor determines that the first preset condition is not met, and the angular acceleration of the vehicle's drive wheel motor meets the second preset condition, the torque of the motor is controlled to vary less than or equal to the target value within a first time period. This allows for rapid response to anti-slip control by real-time monitoring of the actual speed of the vehicle's drive wheel motor. Furthermore, by monitoring the angular acceleration and actual speed of the vehicle's drive wheel motor in real-time, the torque variation is limited before the vehicle's anti-slip function is activated, preventing vehicle vibration caused by increased torque variation and ensuring vehicle driving safety. It also reduces the need for anti-slip function to deactivate, improving the driving experience.

[0053] Figure 3 This application illustrates a vehicle anti-skid control method according to an embodiment of the present application. The following will focus on... Figure 3 The process shown is described in detail. The anti-skid control method for the vehicle may specifically include the following steps 310 and 360.

[0054] Step 310: Obtain the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor.

[0055] Step 320: Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target speed of the motor based on the road surface adhesion coefficient.

[0056] Step 330: If the actual rotational speed meets the first preset condition, then drive anti-skid control is performed on the vehicle based on the actual rotational speed and the target rotational speed.

[0057] The specific steps of steps 310-330 can be found in steps 210-230, and will not be repeated here.

[0058] Step 340: If the angular acceleration is greater than or equal to the angular acceleration threshold, determine that the angular acceleration meets the second preset condition; and if the actual rotational speed is less than or equal to the rotational speed threshold, determine that the actual rotational speed does not meet the first preset condition.

[0059] As one approach, to accurately determine whether to control the torque variation of the vehicle's drive wheels, it's possible to first determine if the vehicle requires anti-slip control. If it's determined that anti-slip control is not needed, then it can be determined whether to control the torque variation of the drive wheels. Therefore, it can be first determined whether the actual speed of the vehicle's drive wheel motor is less than or equal to a speed threshold. If the actual speed of the drive wheel motor is less than or equal to the speed threshold, the actual speed meets a first preset condition. Then, it's determined whether the angular acceleration of the drive wheel motor is greater than or equal to an angular acceleration threshold. If the angular acceleration of the drive wheel motor is greater than or equal to the angular acceleration threshold, the angular acceleration meets a second preset condition. At this point, it can be determined that control of the torque variation of the vehicle's drive wheel motor is necessary.

[0060] Step 350: If the angular acceleration is greater than the first threshold and the angular acceleration is less than or equal to the second threshold, then control the change in the torque of the motor within the first time period to be less than the first target value.

[0061] As one approach, to prevent excessive vehicle vibration and compromised driving safety during torque changes in the motors driving the vehicle's wheels, it is necessary to limit further torque changes once the torque change reaches a certain level. If the torque change does not reach this level, the torque change can be limited to rise or fall slowly within a first time period. Therefore, two different thresholds, namely a first threshold and a second threshold, can be preset. By comparing the real-time angular acceleration of the vehicle's drive wheel motors with the first and second thresholds, the specific control strategy for the motor torque within the first time period can be determined.

[0062] Optionally, to ensure normal vehicle operation, during acceleration or deceleration, to prevent vehicle vibration, the torque variation of the drive wheel motors can be limited, causing the motor torque to rise or fall slowly. Optionally, the vehicle can be tested first to determine the angular acceleration value corresponding to a rapid increase or decrease in the drive wheel motor torque that causes vehicle vibration. This angular acceleration value is then defined as a first threshold. Furthermore, if it is determined that the real-time acquired motor angular acceleration is greater than or equal to the first threshold, failure to control the torque variation within a first time period will cause vehicle vibration. In this case, the torque variation within the first time period can be controlled to always be less than a first target value, thus achieving a slow change in the torque variation within the first time period. The first target value can be a threshold value corresponding to the amplitude of the change that ensures the vehicle does not vibrate.

[0063] Step 360: If the angular acceleration is greater than the second threshold, then control the change in the torque of the motor within the first time period to be equal to the second target value, wherein the second target value is less than the first target value.

[0064] As a method, to prevent the torque variation of the vehicle's drive wheel motor from continuously increasing and causing a dangerous situation during vehicle operation, the change in motor torque is limited when it reaches a certain threshold within a first time period, so that the change in motor torque no longer changes. Therefore, a second threshold corresponding to the change in motor torque can be predetermined. Then, if the angular acceleration of the vehicle's drive wheel motor, which is obtained in real time, is greater than the second threshold, the change in motor torque is controlled to be equal to the second target value, thereby limiting the change in motor torque within the first time period and ensuring vehicle driving safety.

[0065] Optionally, to ensure vehicle driving safety, the second target value can be set to 0. This ensures that when the angular acceleration is greater than the second threshold, the change in the motor torque within the first time period is zero, limiting the continuous increase or decrease of the motor torque within the first time period. The second target value is less than the first target value, thus ensuring the vehicle can accelerate or decelerate normally while maintaining driving safety.

[0066] In this embodiment, in order to accurately control the change range of the motor of the vehicle's drive wheels, the magnitude relationship between the angular acceleration and the first threshold and the second threshold can be determined. When the angular acceleration is determined to be greater than the first threshold and less than or equal to the second threshold, the change range of the motor torque within the first time period is controlled to be less than the first target value. When the angular acceleration is determined to be greater than the second threshold, the change range of the motor torque within the first time period is controlled to be equal to the second target value. This ensures the driving safety of the vehicle while preventing the vehicle from shaking, thereby achieving anti-skid pre-control of the vehicle.

[0067] Figure 4 This application illustrates a vehicle anti-skid control method according to an embodiment of the present application. The following will focus on... Figure 4 The process shown is described in detail. The anti-skid control method for the vehicle may specifically include the following steps 410 and 470.

[0068] Step 410: Obtain the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor.

[0069] Step 420: Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target speed of the motor based on the road surface adhesion coefficient.

[0070] Step 430: If the actual rotational speed meets the first preset condition, then obtain the rotational speed difference between the actual rotational speed and the target rotational speed.

[0071] In one approach, when the actual rotational speed of the motor of the vehicle's drive wheels meets the first preset condition, it can be determined that anti-skid control of the vehicle is required. In order to ensure that the vehicle can achieve the anti-skid function, the speed difference between the actual rotational speed of the motor of the vehicle's drive wheels and the target speed can be determined first, so that anti-skid control of the vehicle can be performed based on the speed difference.

[0072] Step 440: Determine the control parameters of the vehicle based on the speed difference, the actual speed, and the angular acceleration.

[0073] One approach is to implement anti-slip control for vehicles using a PID controller. In a PID controller, the output data is primarily determined based on the input data and the proportional, integral, and derivative parameters. Therefore, after determining the speed difference between the actual and target speeds of the vehicle's drive wheel motors, the proportional and integral parameters of the PID controller can be determined based on this speed difference, the actual speed, and angular acceleration. This allows the determination of the target torque of the vehicle's drive wheel motors based on the proportional and integral parameters.

[0074] Optionally, in order to accurately and timely determine the vehicle's control parameters, a mapping table between the speed difference, actual speed, angular acceleration, and control parameters can be pre-set. Thus, after determining the speed difference between the actual speed and the target speed of the motor of the vehicle's drive wheels, the vehicle's control parameters can be obtained by querying the mapping table based on the speed difference, actual speed, and angular acceleration.

[0075] Step 450: Obtain the load torque of the vehicle, and determine the target torque of the vehicle based on the load torque, the speed difference, and the control parameters.

[0076] As one approach, since the vehicle itself has a certain weight, during vehicle operation, the motors driving the drive wheels need to overcome the vehicle's weight to output a certain torque; this torque is called the load torque. Similarly, the impact of load torque on traction control needs to be considered in vehicle traction control. Optionally, the load torque can be determined by obtaining the vehicle's load weight and then using the load weight and the wheel radius of the drive wheels.

[0077] Optionally, after obtaining the vehicle's load torque, in order to accelerate the control of the PID controller's response torque, the load torque can be used as the initial value of the integral part in the PID controller, and the speed difference can be used as the input of the PID controller, thereby determining the vehicle's target torque based on the determined control parameters of the PID controller.

[0078] Step 460: Perform anti-skid control on the vehicle based on the target torque.

[0079] One approach is to control the vehicle's drive motor to achieve anti-slip control after obtaining the target torque. Optionally, in distributed drive vehicles, since each drive wheel's motor is controlled independently, to prevent excessive torque difference between the left and right motors from generating excessive differential torque and causing yaw, which would lead to vehicle yaw and affect stability, after determining the target torque for each drive wheel's motor, the torque difference between the left and right motors can be determined first. It can then be determined whether this torque difference is greater than or equal to a torque threshold. If it is greater than the torque threshold, the output torque of the left and / or right motors can be limited to ensure that the torque difference between the left and right motors is less than the torque threshold, thus guaranteeing vehicle stability.

[0080] Optionally, the driver inputs the required torque while driving the vehicle. This required torque will also affect the final output torque of the motor. After determining the target torque of the motor, the required torque of the vehicle can be obtained. Arbitration is then performed based on the required torque and the target torque to obtain the output torque of the motor. The output torque of the motor is then used to control the motor driving the wheels, thereby achieving anti-slip control of the vehicle's drive.

[0081] Optionally, in a distributed vehicle, it is necessary to consider whether the torque difference between the left and right motors is less than the torque threshold, and also the maximum torque that the motors can output. Therefore, after determining the target torque, the output torque of the motor can be arbitrated by comprehensively considering factors such as the motor's required torque, the target torque, the torque difference limit between the left and right motors, and the maximum output torque of the motor, so as to obtain the target output torque of the motor, thereby realizing the vehicle's drive anti-slip control, while ensuring the safety and stability of the vehicle during normal driving.

[0082] Optionally, the minimum absolute value of the required torque and the target torque can be determined first, and then the output torque of the corresponding motor can be determined based on the torque difference limit between the left and right motors. For example, the absolute value of the difference between the target torque of the left front motor and the target torque of the right front motor can be compared with a torque threshold. When the difference is less than the torque threshold, the target torque of each motor is directly used as the output torque of each motor to control each motor and achieve vehicle anti-slip control. When the difference is greater than or equal to the torque threshold, the torque with the larger absolute value between the required torque and the target torque is limited, so that the torque after the limit is equal to the sum of the torque with the smaller absolute value between the required torque and the target torque and the torque threshold. The torque after the limit is used as the output torque of the motor to control each motor and achieve vehicle anti-slip control.

[0083] Step 470: If the actual rotational speed does not meet the first preset condition, and the angular acceleration meets the second preset condition, then control the change in the torque of the motor within the first time period to be less than or equal to the target value.

[0084] The specific steps of steps 410-420 and 470 can be found in steps 210-220 and 240, and will not be repeated here.

[0085] In this embodiment, in order to perform anti-skid control on the vehicle, when it is determined that the actual speed of the motor of the vehicle's drive wheels meets the first preset condition, the vehicle's control parameters are determined based on the speed difference between the determined actual speed and the target speed, the actual speed, and the angular acceleration. In this way, the target torque of the vehicle can be determined based on the obtained vehicle load torque, speed difference, and vehicle control speed. Based on the target torque, anti-skid control is performed on the vehicle, thereby realizing the anti-skid function of the vehicle's drive and ensuring the driving safety of the vehicle.

[0086] Figure 5 This application illustrates a vehicle anti-skid control method according to an embodiment of the present application. The following will focus on... Figure 5 The process shown is described in detail. The anti-skid control method for the vehicle may specifically include the following steps 510-550.

[0087] Step 510: Obtain the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor.

[0088] Step 520: Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target slip ratio based on the road surface adhesion coefficient, wherein the target slip ratio is used to indicate the degree of vehicle slippage under the road surface adhesion coefficient.

[0089] As one approach, after determining the road surface adhesion coefficient of the vehicle in the current environment, in order to accurately determine the target speed of the motor of the vehicle's drive wheels, the target slip ratio of the vehicle on the road surface in the current environment can be determined based on the road surface adhesion coefficient. In this way, the target speed of the motor of the vehicle's drive wheels can be determined based on the target slip ratio.

[0090] Optionally, in order to accurately and quickly determine the target slip ratio, the correspondence between different road adhesion coefficients and slip ratios for different road surfaces can be preset. In this way, after determining the road adhesion coefficient of the vehicle in the current environment, the corresponding target slip ratio can be directly found in the correspondence.

[0091] Optionally, since the slip ratio corresponding to the same road surface adhesion coefficient varies in different road surface types, in order to accurately determine the target slip ratio, when determining the road surface adhesion coefficient of the vehicle in the current environment, the road surface type of the vehicle's environment can be determined simultaneously. This can be achieved by identifying the road surface images captured by the vehicle's image acquisition device, thereby determining the road surface type of the vehicle's environment, and then jointly determining the target slip ratio based on the road surface type and the road surface adhesion coefficient.

[0092] Step 530: Obtain the reference vehicle speed and determine the target rotational speed based on the reference vehicle speed and the target slip ratio.

[0093] One approach is to determine the overall vehicle speed by using the corresponding motors to control the drive wheels, while the non-drive wheels are driven by the drive wheels. Therefore, the reference speed can be determined by obtaining the rotational speeds and radii of the non-drive wheels. Alternatively, the reference speed can be obtained directly from the processing unit within the vehicle's drive control system.

[0094] Optionally, the target slip ratio refers to the degree of slippage of the vehicle's drive wheels relative to the ground during driving. It accurately describes the proportion of mismatch between the movement of the vehicle's drive wheels and the movement of the vehicle body. Furthermore, since there is a correlation between the slip ratio and the vehicle's reference speed and the rotational speed of the motors of the vehicle's drive wheels, after determining the target slip ratio, the target rotational speed of the motors of the vehicle's drive wheels can be determined based on the target slip ratio and the vehicle's reference speed.

[0095] In some embodiments, such as Figure 6 As shown, step 530 includes steps 531 and 532.

[0096] Step 531: Determine the driving parameters of the vehicle, wherein the driving parameters are used to indicate: multiple driving states of the vehicle or the slip ratio corresponding to each driving state among multiple driving states.

[0097] As one approach, since the slip ratio varies depending on the vehicle's driving state, in order to accurately determine the target speed of the motors driving the vehicle's drive wheels, the vehicle's driving parameters can be determined first. Then, the target slip ratio can be corrected based on the driving parameters, and the target speed can be determined based on the corrected target slip ratio.

[0098] Optionally, the vehicle's driving parameters can be determined by determining the vehicle's operating mode, which includes drift mode, racing mode, normal driving mode, snow mode, wading mode, etc., and the vehicle's driving parameters can be determined based on the vehicle's operating mode.

[0099] Step 532: Correct the target slip ratio according to the driving parameters, and determine the target speed according to the corrected target slip ratio and the reference vehicle speed.

[0100] One approach is to first determine the slip ratio corresponding to the driving parameters after determining the driving parameters, then compare the slip ratio corresponding to the driving parameters with the target slip ratio, and take the smaller slip ratio as the final slip ratio to correct the target slip ratio. Finally, the target speed is determined based on the corrected target slip ratio and the reference vehicle speed.

[0101] Please continue reading. Figure 5 Step 540: If the actual rotational speed meets the first preset condition, then drive anti-skid control is performed on the vehicle based on the actual rotational speed and the target rotational speed.

[0102] Step 550: If the actual rotational speed does not meet the first preset condition and the angular acceleration meets the second preset condition, then control the change in the torque of the motor within the first time period to be less than or equal to the target value.

[0103] The specific steps of steps 510 and 540-550 can be found in steps 210 and 230-240, and will not be repeated here.

[0104] In this embodiment, in order to accurately determine the target speed of the motor of the vehicle's drive wheels, the target slip ratio can first be determined based on the road surface adhesion coefficient, and then the target slip ratio can be corrected based on the obtained vehicle driving parameters. Finally, the target speed can be determined based on the corrected target slip ratio and the obtained vehicle reference speed, thus ensuring the accuracy of the target speed and thereby ensuring the accuracy of the vehicle anti-skid control.

[0105] Figure 7 This application illustrates a vehicle anti-skid control method according to an embodiment of the present application. The following will focus on... Figure 7 The process shown is described in detail. The anti-skid control method for the vehicle may specifically include the following steps 610-660.

[0106] Step 610: Obtain the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor.

[0107] Step 620: Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target speed of the motor based on the road surface adhesion coefficient.

[0108] Step 630: Obtain the overall vehicle status, the operating status of the motor, and determine the activation status of the target function of the vehicle. The target function includes one or more functions that are mutually exclusive with the vehicle's drive anti-skid control.

[0109] In order to avoid the vehicle's anti-slip function from constantly activating and deactivating, which would lead to low driving safety, it is necessary to determine whether the vehicle is currently capable of anti-slip before implementing anti-slip control. In this way, when it is determined that anti-slip can be implemented and the actual speed of the motor of the vehicle's drive wheels meets the first preset condition, anti-slip control is implemented.

[0110] Optionally, for the vehicle's anti-slip control to function properly, the vehicle needs to be in a normal driving state. Therefore, the overall vehicle condition is one of the important factors affecting the effectiveness of the anti-slip function. Similarly, the operation of the vehicle's motor is also an important factor affecting the effectiveness of the anti-slip function. Therefore, before implementing anti-slip control, it is necessary to obtain the overall vehicle condition and the motor's operating condition to determine whether these conditions meet the requirements for executing the vehicle's anti-slip function.

[0111] Optionally, in order to ensure that the vehicle's anti-slip function can be implemented normally, it is also necessary to determine whether other functions in the current vehicle that are incompatible with the anti-slip function will affect the implementation of the anti-slip function. Therefore, it is also necessary to obtain the activation status of one or more functions that are incompatible with the vehicle's anti-slip control.

[0112] Optionally, the vehicle's overall status, motor operating status, and the activation status of the vehicle's target functions can be obtained separately through the vehicle's central controller.

[0113] Step 640: Determine whether the reference speed of the vehicle is a valid speed.

[0114] As one approach, reference speed refers to the vehicle's overall speed. To ensure vehicle safety, the difference between the reference speed and the speed determined based on the speeds of the non-driving wheels should be less than or equal to a speed threshold. Therefore, it is necessary to determine whether the vehicle's reference speed is a valid speed. Optionally, the overall vehicle speed can be determined first based on the rotational speed of the non-driving wheels and the wheel radii of the non-driving wheels. Then, the validity of the reference speed can be determined by checking whether the difference between the overall vehicle speed and the reference speed is less than or equal to a speed threshold.

[0115] Step 650: If it is determined that the vehicle status is in a ready state, the running status indicates that the motor has not malfunctioned, the activation status indicates that the target function is not activated, and the reference vehicle speed is a valid vehicle speed, then when the actual rotational speed meets the first preset condition, drive anti-slip control is performed on the vehicle based on the actual rotational speed and the target rotational speed.

[0116] In one approach, when the vehicle is in a ready state, it can be determined that the vehicle can drive normally; when the motor's operating status indicates that the motor has not malfunctioned, it can be determined that the motor can normally control the drive wheels to rotate; when the activation status indicates that the target function is not activated, it can be determined that the anti-slip function can be executed normally; when the reference vehicle speed is determined to be valid, it can be determined that the vehicle can drive normally; at this time, it can be determined that the enable flag of the anti-slip function is in an enabled state, and thus, the vehicle's anti-slip function can be activated.

[0117] Optionally, the determination of whether to activate the anti-slip function can also be made by acquiring the vehicle's required torque, the vehicle's target gear, and the relationship between the actual speed of the motor and the maximum speed limit of the motor. Specifically, if the vehicle's required torque is greater than the torque threshold and the vehicle's target gear indicates that the vehicle is in a forward gear, it can be determined that the vehicle is driving normally; if the vehicle's required torque is less than the torque threshold and the vehicle's target gear indicates that the vehicle is in a reverse gear, it can be determined that the vehicle is driving; if the relationship between the actual speed of the motor and the maximum speed limit of the motor indicates that the actual speed of the motor is greater than the maximum speed limit of the motor, it can be determined that the motor torque of the vehicle is rapidly increasing, and in this case, it can be determined that the vehicle's anti-slip function can be activated.

[0118] Optionally, if the vehicle's required torque is less than the torque threshold and the target gear indicates the vehicle is in a forward gear, it can be determined that the vehicle is driving normally; if the vehicle's required torque is greater than the torque threshold and the target gear indicates the vehicle is in a reverse gear, it can be determined that the vehicle's anti-slip function is deactivated. Alternatively, when it is determined that the actual speed of the motor is less than the maximum speed limit of the motor, or when the target torque output by the PID controller is the same as the required torque, it can be determined that the motor torque is increasing normally, and there is no need to perform anti-slip control on the vehicle; in this case, it can be determined that the vehicle's anti-slip function is deactivated.

[0119] Step 660: If the angular acceleration is greater than or equal to the angular acceleration threshold, determine that the angular acceleration meets the second preset condition; and if the actual rotational speed is less than or equal to the rotational speed threshold, determine that the actual rotational speed does not meet the second preset condition.

[0120] The specific steps of steps 610-620 and 660 can be found in steps 210-220 and 240, and will not be repeated here.

[0121] In this embodiment, in order to ensure that the vehicle's anti-skid function can be performed accurately, the activation of the vehicle's driving anti-skid function can be determined based on the obtained vehicle status, motor operating status, activation status of the vehicle's target function, and the obtained reference vehicle speed, thereby ensuring the normal response of the driving anti-skid function.

[0122] The above embodiments describe in detail the vehicle anti-skid control method provided in this application. In other embodiments, this application also provides a vehicle anti-skid control device. Figure 8 This is a block diagram of a vehicle anti-skid control device according to an embodiment of this application, such as... Figure 8 As shown, the anti-skid control device 700 of the vehicle includes: an acquisition module 710, a target speed determination module 720, a first control module 730, and a second control module 740.

[0123] The acquisition module 710 is used to acquire the angular acceleration of the motor driving the wheels in the vehicle and the actual rotational speed of the motor; the target rotational speed determination module 720 is used to determine the road adhesion coefficient of the vehicle in the current environment and determine the target rotational speed of the motor based on the road adhesion coefficient; the first control module 730 is used to perform anti-skid control on the vehicle according to the actual rotational speed and the target rotational speed if the actual rotational speed meets the first preset condition; the second control module 740 is used to control the change range of the motor torque within a first time period to be less than or equal to the target value if the actual rotational speed does not meet the first preset condition and the angular acceleration meets the second preset condition.

[0124] In some embodiments, the angular acceleration satisfies a first preset condition, including: the angular acceleration is greater than or equal to an angular acceleration threshold; and / or, the actual rotational speed does not satisfy a second preset condition, including: the actual rotational speed is less than or equal to a rotational speed threshold.

[0125] In some embodiments, the second control module 740 includes: a first control submodule, configured to control the change amplitude of the motor torque within a first time period to be less than a first target value if the angular acceleration is greater than a first threshold and the angular acceleration is less than or equal to a second threshold; and a second control submodule, configured to control the change amplitude of the motor torque within a first time period to be equal to a second target value if the angular acceleration is greater than the second threshold, wherein the second target value is less than the first target value.

[0126] In some embodiments, the first control module 730 includes: a first acquisition submodule, configured to acquire the speed difference between the actual speed and the target speed if the actual speed meets the first preset condition; a control parameter determination submodule, configured to determine the control parameters of the vehicle based on the speed difference, the actual speed, and the angular acceleration; a target torque determination submodule, configured to acquire the load torque of the vehicle and determine the target torque of the vehicle based on the load torque, the speed difference, and the control parameters; and a first anti-slip control submodule, configured to perform anti-slip control on the vehicle based on the target torque.

[0127] In some embodiments, the target speed determination module 720 includes: a target slip ratio determination submodule, configured to determine a target slip ratio based on the road surface adhesion coefficient, wherein the target slip ratio is used to indicate the degree of vehicle slippage under the road surface adhesion coefficient; and a target speed determination submodule, configured to acquire a reference vehicle speed and determine the target speed based on the reference vehicle speed and the target slip ratio.

[0128] In some embodiments, the target speed determination submodule includes: a driving parameter determination unit, configured to determine the driving parameters of the vehicle, wherein the driving parameters are used to indicate: multiple driving states of the vehicle or the slip ratio corresponding to each driving state among multiple driving states; and a target speed determination unit, configured to correct the target slip ratio according to the driving parameters, and determine the target speed according to the corrected target slip ratio and the reference vehicle speed.

[0129] In some embodiments, the first control module 730 includes: a second acquisition submodule, configured to acquire the overall vehicle status, the operating status of the motor, and determine the activation status of a target function of the vehicle, wherein the target function includes one or more functions that are mutually exclusive with the vehicle's anti-skid control; a judgment submodule, configured to determine whether the vehicle's reference speed is a valid speed; and a second anti-skid control submodule, configured to perform anti-skid control on the vehicle based on the actual speed and the target speed if the overall vehicle status is in a ready state, the operating status indicates that the motor has not malfunctioned, the activation status indicates that the target function is not activated, and the reference speed is a valid speed.

[0130] According to one aspect of the embodiments of this application, such as Figure 9 As shown, a vehicle 800 is also disclosed, which further includes a processor 810 and one or more memories 820. The one or more memories 820 are used to store program instructions executed by the processor 810. When the processor 810 executes the program instructions, it implements the above-described anti-skid control method for the vehicle.

[0131] Furthermore, the processor 810 may include one or more processing cores. The processor 810 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 820, and retrieves data stored in the memory 820. Optionally, the processor 810 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 810 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0132] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0133] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a 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, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0134] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0135] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0136] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for controlling vehicle anti-skid, characterized in that, The method includes: The angular acceleration of the motor that drives the wheels in the vehicle and the actual rotational speed of the motor are obtained; Determine the road surface adhesion coefficient of the vehicle in the current environment, and determine the target speed of the motor based on the road surface adhesion coefficient; If the actual rotational speed meets the first preset condition, then drive anti-slip control is performed on the vehicle based on the actual rotational speed and the target rotational speed; If the actual rotational speed does not meet the first preset condition, and the angular acceleration is greater than or equal to the angular acceleration threshold, then the change in the torque of the motor within a first time period is controlled to be less than or equal to the target value. This control includes: If the angular acceleration is greater than a first threshold and the angular acceleration is less than or equal to a second threshold, then the change in the torque of the motor within a first time period is controlled to be less than a first target value. If the angular acceleration is greater than the second threshold, the change in the torque of the motor within a first time period is equal to the second target value, wherein the second target value is less than the first target value.

2. The method according to claim 1, characterized in that, If the actual rotational speed meets the first preset condition, then the vehicle is subjected to anti-slip control based on the actual rotational speed and the target rotational speed, including: If the actual rotational speed meets the first preset condition, then the speed difference between the actual rotational speed and the target rotational speed is obtained; The control parameters of the vehicle are determined based on the speed difference, the actual speed, and the angular acceleration. The load torque of the vehicle is obtained, and the target torque of the vehicle is determined based on the load torque, the speed difference, and the control parameters. The vehicle is driven with anti-skid control based on the target torque.

3. The method according to claim 1, characterized in that, Determining the target speed of the motor based on the road surface adhesion coefficient includes: A target slip ratio is determined based on the road surface adhesion coefficient, wherein the target slip ratio is used to indicate the degree of vehicle slippage under the road surface adhesion coefficient; Obtain the reference vehicle speed, and determine the target rotational speed based on the reference vehicle speed and the target slip ratio.

4. The method according to claim 3, characterized in that, Determining the target rotational speed based on the reference vehicle speed and the target slip ratio includes: Determine the driving parameters of the vehicle, wherein the driving parameters are used to indicate: multiple driving states of the vehicle or the slip ratio corresponding to each driving state among multiple driving states; The target slip ratio is corrected based on the driving parameters, and the target speed is determined based on the corrected target slip ratio and the reference vehicle speed.

5. The method according to any one of claims 1-4, characterized in that, If the actual rotational speed meets the first preset condition, then the vehicle is subjected to anti-skid control based on the actual rotational speed and the target rotational speed, including: The vehicle's overall status, the motor's operating status, and the activation status of the vehicle's target function are obtained. The target function includes one or more functions that are mutually exclusive with the vehicle's drive anti-slip control. Determine whether the reference speed of the vehicle is a valid speed; If the vehicle status is determined to be in a ready state, the operating status indicates that the motor has not malfunctioned, the activation status indicates that the target function is not activated, and the reference vehicle speed is a valid vehicle speed, then when the actual rotational speed meets the first preset condition, the vehicle is subjected to drive anti-skid control based on the actual rotational speed and the target rotational speed.

6. A vehicle anti-skid control device, characterized in that, The device includes: The acquisition module is used to acquire the angular acceleration of the motor that drives the wheels in the vehicle and the actual rotational speed of the motor; The target speed determination module is used to determine the road surface adhesion coefficient of the vehicle in the current environment, and to determine the target speed of the motor based on the road surface adhesion coefficient. The first control module is used to perform anti-skid control on the vehicle based on the actual speed and the target speed if the actual speed meets the first preset condition. The second control module is configured to, if the actual rotational speed does not meet the first preset condition and the angular acceleration is greater than or equal to an angular acceleration threshold, control the change in the motor torque within a first time period to be less than or equal to a target value. Specifically, the second control module is further configured to: If the angular acceleration is greater than a first threshold and the angular acceleration is less than or equal to a second threshold, then the change in the torque of the motor within a first time period is controlled to be less than a first target value. If the angular acceleration is greater than the second threshold, the change in the torque of the motor within a first time period is equal to the second target value, wherein the second target value is less than the first target value.

7. A vehicle, characterized in that, The vehicles include: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1 to 5.

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