Multi-axle commercial vehicle driving control method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of vehicles, and discloses a multi-axle commercial vehicle driving control method and device, electronic equipment and a storage medium. The method comprises the following steps: periodically acquiring a middle axle motor output shaft rotating speed, a front axle wheel rotating speed and a rear axle wheel rotating speed, and taking the middle axle motor output shaft rotating speed as a middle axle wheel rotating speed; calculating an intermediate axle wheel speed slip rate according to the front axle wheel rotating speed and the intermediate axle wheel rotating speed; judging whether the wheel speed slip rate of the intermediate axle is within an expected slip rate range or not; and when the intermediate axle wheel speed slip rate is not within the expected slip rate range, the torque of the output shaft of the intermediate axle motor is adjusted at least based on a proportion-integration-differentiation (PID) algorithm until the intermediate axle wheel speed slip rate is within the expected slip rate range. On the basis of not additionally increasing the cost of the whole vehicle, the anti-skid protection of the middle axle drive of the vehicle can be realized, and the occurrence of risk working conditions such as slipping, power loss and wheel end differential ablation of the middle axle of the vehicle can be inhibited.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a multi-axle commercial vehicle driving control method and device, electronic equipment and storage medium. BACKGROUND

[0002] At present, the EBS used by commercial vehicles is mostly 4S4M configuration, that is, four sensors and four actuators; when the tractor head is in 6x4 configuration, the wheel speed of two wheels cannot be monitored; at present, the common practice in the industry is not to place sensors on the middle axle, and the monitoring focus is placed on the rear axle and driven wheels. However, such configuration will at least cause the EBS to not recognize the slip information when the middle axle slips, the power of the middle axle is lost, and even the middle axle differential gear may be damaged. Of course, the industry has proposed 6S6M configuration for the above problems, but the additional sensors and actuators will increase the cost of the whole vehicle. SUMMARY

[0003] The purpose of the present application is to provide a multi-axle commercial vehicle driving control method, device, electronic equipment and storage medium, which can at least realize the driving anti-slip protection of the middle axle of the vehicle without increasing the cost of the whole vehicle, and is beneficial to inhibit the occurrence of risk working conditions such as slip, power loss and wheel end differential ablation of the middle axle of the vehicle.

[0004] In order to solve the above technical problems, in a first aspect, the present application provides a multi-axle commercial vehicle driving control method, which is at least applicable to a commercial vehicle driving anti-slip scene with 6x4 configuration, equipped with motor-gearbox configuration or distributed configuration, and the electronic brake system EBS is 4S4M configuration;

[0005] The multi-axle commercial vehicle driving control method at least comprises:

[0006] Periodically acquiring the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed;

[0007] Calculating the middle axle wheel speed slip rate according to the front axle wheel speed and the middle axle wheel speed;

[0008] Judging whether the middle axle wheel speed slip rate is within the expected slip rate range;

[0009] When the middle axle wheel speed slip rate is not within the expected slip rate range, adjusting the middle axle motor output shaft torque based on at least a proportional-integral-derivative PID algorithm until the middle axle wheel speed slip rate is within the expected slip rate range.

[0010] Optionally, the at least adjusting the output shaft torque of the middle axle motor based on the PID algorithm until the wheel speed slip ratio of the middle axle is within the expected slip ratio range when the wheel speed slip ratio of the middle axle is not within the expected slip ratio range at least includes:

[0011] calculating a slip ratio difference range between the wheel speed slip ratio of the middle axle and the expected slip ratio range when the wheel speed slip ratio of the middle axle is not within the expected slip ratio range;

[0012] determining a proportional parameter, an integral parameter and a differential parameter according to the slip ratio difference range;

[0013] determining a motor torque control parameter according to the proportional parameter, the integral parameter and the differential parameter;

[0014] recomputing the slip ratio difference range every preset message period after performing the adjustment on the output shaft torque of the middle axle motor based on the motor torque control parameter until the wheel speed slip ratio of the middle axle is within the expected slip ratio range.

[0015] Optionally, the periodically acquiring the output shaft speed of the middle axle motor, the front axle wheel speed and the rear axle wheel speed and taking the output shaft speed of the middle axle motor as the middle axle wheel speed at least further includes:

[0016] judging whether the ASR function of the EBS is invalid;

[0017] calculating a rear axle wheel speed slip ratio according to the front axle wheel speed and the rear axle wheel speed when the ASR function of the EBS is invalid;

[0018] judging whether the rear axle wheel speed slip ratio is within a set slip ratio range;

[0019] at least adjusting the output shaft torque of the rear axle motor based on the PID algorithm until the rear axle wheel speed slip ratio is within the set slip ratio range when the rear axle wheel speed slip ratio is not within the set slip ratio range.

[0020] Optionally, the at least adjusting the output shaft torque of the rear axle motor based on the PID algorithm until the rear axle wheel speed slip ratio is within the set slip ratio range when the rear axle wheel speed slip ratio is not within the set slip ratio range at least includes:

[0021] calculating a slip ratio difference range between the rear axle wheel speed slip ratio and the set slip ratio range when the rear axle wheel speed slip ratio is not within the set slip ratio range;

[0022] determining a proportional parameter, an integral parameter and a differential parameter according to the slip ratio difference range;

[0023] determining a motor torque control parameter according to the proportional parameter, the integral parameter and the differential parameter;

[0024] After the adjustment on the rear axle motor output shaft torque based on the motor torque control parameter, the slip difference range is recalculated every set message period until the rear axle wheel speed slip is within the set slip range.

[0025] Optionally, the rear axle wheel speed slip is calculated at least by:

[0026] η1=(A-B) / B×100%;

[0027] In the above formula, η1 represents the rear axle wheel speed slip, A represents the rear axle wheel speed, and B represents the front axle wheel speed.

[0028] Optionally, the middle axle wheel speed slip is calculated at least by:

[0029] η2=(C-B) / B×100%;

[0030] In the above formula, η2 represents the middle axle wheel speed slip, C represents the middle axle wheel speed, and B represents the front axle wheel speed.

[0031] Based on the same concept, in a second aspect, the present application also provides a multi-axle commercial vehicle driving control device for executing the multi-axle commercial vehicle driving control method of any one of the first aspect.

[0032] The multi-axle commercial vehicle driving control device at least includes:

[0033] a data acquisition module for periodically acquiring middle axle motor output shaft speed, front axle wheel speed and rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed;

[0034] a slip calculation module for calculating middle axle wheel speed slip according to the front axle wheel speed and the middle axle wheel speed;

[0035] a range judgment module for judging whether the middle axle wheel speed slip is within an expected slip range;

[0036] a torque adjustment module for adjusting middle axle motor output shaft torque based on at least a proportional-integral-differential (PID) algorithm when the middle axle wheel speed slip is not within the expected slip range, until the middle axle wheel speed slip is within the expected slip range.

[0037] Optionally, it at least further includes a rear axle adjustment module;

[0038] The rear axle adjustment module is used at least for:

[0039] determining whether the ASR function of the EBS is invalid;

[0040] calculating a rear axle wheel speed slip rate according to the front axle wheel speed and the rear axle wheel speed when the ASR function of the EBS is invalid;

[0041] determining whether the rear axle wheel speed slip rate is within a set slip rate range;

[0042] adjusting the output shaft torque of the rear axle motor based at least on a PID algorithm when the rear axle wheel speed slip rate is not within the set slip rate range until the rear axle wheel speed slip rate is within the set slip rate range.

[0043] Based on the same concept, in a third aspect, the present application also provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, and the processor implements the steps in the multi-axle commercial vehicle drive control method of any one of the first aspect when executing the program.

[0044] Based on the same concept, in a fourth aspect, the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps in the multi-axle commercial vehicle drive control method of any one of the first aspect.

[0045] The technical scheme provided by the embodiment of the present application first acquires the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed periodically, and takes the middle axle motor output shaft speed as the middle axle wheel speed; further, calculates the middle axle wheel speed slip rate according to the front axle wheel speed and the middle axle wheel speed; further, determines whether the middle axle wheel speed slip rate is within the expected slip rate range; finally, when the middle axle wheel speed slip rate is not within the expected slip rate range, adjusts the output shaft torque of the middle axle motor based at least on the proportional-integral-derivative (PID) algorithm until the middle axle wheel speed slip rate is within the expected slip rate range. As can be seen, the embodiment of the present application can take the middle axle motor output shaft speed as the middle axle shaft speed, use the middle axle shaft speed to replace the left and right wheel speeds of the middle axle (i.e. the aforementioned middle axle wheel speed), and then calculate the middle axle wheel speed slip rate in real time, and take it as the key basis for determining whether the middle axle slips, and introduce the PID algorithm for closed-loop regulation, when the slip rate exceeds the set reasonable threshold (i.e. the aforementioned expected slip rate range), the PID algorithm rapidly intervenes, and can adjust the middle axle wheel speed slip rate through the coordinated control of the vehicle power output, the braking system and the like, so that the middle axle wheel speed slip rate is always maintained within the safe range, thereby facilitating the reduction of the occurrence of the middle axle slip phenomenon. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1is a flow chart of a multi-axle commercial vehicle drive control method provided by an embodiment of the present application;

[0047] Figure 2 is a flow chart of another multi-axle commercial vehicle drive control method provided by an embodiment of the present application;

[0048] Figure 3 is a structural schematic diagram of a multi-axle commercial vehicle drive control device provided by an embodiment of the present application;

[0049] Figure 4 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0050] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0051] The terms used in the embodiments of the present application are merely for the purpose of describing the specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. "Multiple" generally includes at least two.

[0052] It should be understood that the term "and / or" used herein is merely to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " herein generally represents an "or" relationship between the front and rear associated objects.

[0053] It should be understood that although the terms first, second, third, etc. may be used in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the description. For example, without departing from the scope of the embodiments of the present application, the first can also be called the second, and similarly, the second can also be called the first.

[0054] Depending on the context, the word "if" as used herein can be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting". Similarly, depending on the context, the phrase "if determined" or "if detecting (a stated condition or event)" can be interpreted as "when determined" or "in response to determining" or "when detecting (a stated condition or event)" or "in response to detecting (a stated condition or event)".

[0055] It is also necessary to note that the terms "comprising", "containing" or any other variant thereof are intended to cover a non-exclusive inclusion, such that a product or device that comprises a list of elements is not necessarily limited to those elements, but can include other elements not expressly listed or inherent to such product or device. Without further limitation, an element defined by the phrase "comprising a" does not exclude the presence of additional identical elements in the product or device that includes the stated element.

[0056] In particular, it should be noted that the symbols and / or numbers present in the description, if not marked in the description of the drawings, are not drawing references.

[0057] Figure 1 is a flowchart of a multi-axle commercial vehicle driving control method provided by an embodiment of the present application. The embodiment is at least applicable to a commercial vehicle with a 6x4 configuration, equipped with a motor-transmission configuration or a distributed configuration, and an electronic brake system EBS configured as 4S4M, and the multi-axle commercial vehicle driving control method can be executed by the multi-axle commercial vehicle driving control device in the embodiment of the present application as an execution subject, which can be realized in the form of software and / or hardware. As shown in the figure, the multi-axle commercial vehicle driving control method at least includes the following steps: Figure 1

[0058] S1, periodically acquiring the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed.

[0059] Among them, the middle axle motor output shaft speed can be obtained by a motor speed sensor, and the front axle wheel speed and the rear axle wheel speed can be obtained by a wheel speed sensor.

[0060] S2, calculating the middle axle wheel speed slip rate according to the front axle wheel speed and the middle axle wheel speed.

[0061] Among them, the specific calculation form of the middle axle wheel speed slip rate can be various.

[0062] In a specific embodiment, the middle axle wheel speed slip rate is calculated at least by the following way:

[0063] η2=(C-B) / B×100%;

[0064] In the above formula, η2 represents the middle axle wheel speed slip rate, C represents the middle axle wheel speed, and B represents the front axle wheel speed.

[0065] S3, judging whether the middle axle wheel speed slip rate is within the expected slip rate range.

[0066] ​The expected slip rate range can be configured according to actual vehicle adaptability, and the application does not limit this, for example, it can be 15% to 20%.

[0067] S4, when the middle axle wheel speed slip rate is not in the expected slip rate range, at least adjusting the output shaft torque of the middle axle motor based on a proportional-integral-derivative (PID) algorithm until the middle axle wheel speed slip rate is in the expected slip rate range.

[0068] The specific algorithm implementation of the PID algorithm can be selected according to actual vehicle use, for example, a positional PID, an incremental PID, an integral separation PID, etc.

[0069] In another specific embodiment, the foregoing step S4 at least specifically includes:

[0070] (4-1) when the middle axle wheel speed slip rate is not in the expected slip rate range, calculating a slip rate difference range between the middle axle wheel speed slip rate and the expected slip rate range;

[0071] (4-2) determining a proportional parameter, an integral parameter, and a differential parameter according to the slip rate difference range;

[0072] (4-3) determining a motor torque control parameter according to the proportional parameter, the integral parameter, and the differential parameter;

[0073] (4-4) after adjusting the output shaft torque of the middle axle motor based on the motor torque control parameter, recalculating the slip rate difference range every preset message period (the preset message period can be related to a message sending period of an EBS controller, for example, it can be specifically 20 ms, 100 ms, etc.; of course, the shorter the period, the more frequent the PID adjustment, and the faster the middle axle wheel speed slip rate can approach the expected slip rate range) until the middle axle wheel speed slip rate is in the expected slip rate range.

[0074] The technical scheme provided by the embodiment first periodically acquires the middle axle motor output shaft speed, the front axle wheel speed, and the rear axle wheel speed, and takes the middle axle motor output shaft speed as the middle axle wheel speed; further, calculates the middle axle wheel speed slip rate according to the front axle wheel speed and the middle axle wheel speed; further, judges whether the middle axle wheel speed slip rate is in the expected slip rate range; finally, when the middle axle wheel speed slip rate is not in the expected slip rate range, at least adjusts the output shaft torque of the middle axle motor based on a proportional-integral-derivative (PID) algorithm until the middle axle wheel speed slip rate is in the expected slip rate range.

[0075] Therefore, the embodiment can take the middle axle motor output shaft speed as the middle axle shaft speed, replace the middle axle left and right wheel speeds (i.e. the aforementioned middle axle wheel speeds) with the middle axle shaft speed, and further calculate the middle axle wheel speed slip ratio in real time, which is used as a key basis for judging whether the middle axle slips or not. The PID algorithm is introduced for closed-loop regulation. When the slip ratio exceeds the set reasonable threshold (i.e. the aforementioned expected slip ratio range), the PID algorithm quickly intervenes, and the vehicle power output, braking system and other aspects are cooperatively controlled to adjust the middle axle wheel speed slip ratio, so that the middle axle wheel speed slip ratio is always maintained within a safe range, thereby reducing the occurrence of the middle axle slip phenomenon.

[0076] On the basis of the above embodiment or implementation, when the ASR function of the commercial vehicle EBS fails, the rear axle control of the vehicle can also be realized by using the same logic as the middle axle wheel speed control.

[0077] Therefore, Figure 2 is a flowchart of another multi-axle commercial vehicle driving control method provided by the embodiment of the present application, as shown in the figure, the multi-axle commercial vehicle driving control method at least includes the following steps: Figure 2

[0078] S1, periodically acquire the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and take the middle axle motor output shaft speed as the middle axle wheel speed.

[0079] S5, judge whether the driving anti-slip ASR function of the EBS fails or not.

[0080] S6, when the ASR function of the EBS fails, calculate the rear axle wheel speed slip ratio according to the front axle wheel speed and the rear axle wheel speed.

[0081] The specific calculation form of the rear axle wheel speed slip ratio can be various.

[0082] In another specific implementation, the rear axle wheel speed slip ratio can be calculated at least by the following way:

[0083] η1=(A-B) / B×100%;

[0084] In the above formula, η1 represents the rear axle wheel speed slip ratio, A represents the rear axle wheel speed, and B represents the front axle wheel speed.

[0085] S7, judge whether the rear axle wheel speed slip ratio is within the set slip ratio range or not.

[0086] The set slip ratio range can be configured according to the actual adaptability of the vehicle, and the present application does not limit this, for example, it can be consistent with the aforementioned expected slip ratio range.

[0087] ​S8, when the rear axle wheel speed slip ratio is not in the set slip ratio range, adjusting the rear axle motor output shaft torque based on at least a PID algorithm until the rear axle wheel speed slip ratio is in the set slip ratio range.

[0088] The specific algorithm implementation of the PID algorithm can be selected according to the actual vehicle use, such as variable integral PID, incomplete differential PID, differential first PID, etc.

[0089] In yet another specific embodiment, the aforementioned step S8 at least specifically comprises:

[0090] (8-1) when the rear axle wheel speed slip ratio is not in the set slip ratio range, calculating the slip ratio difference value range between the rear axle wheel speed slip ratio and the set slip ratio range;

[0091] (8-2) determining the proportional parameter, integral parameter and differential parameter according to the slip ratio difference value range;

[0092] (8-3) determining the motor torque control parameter according to the proportional parameter, integral parameter and differential parameter;

[0093] (8-4) after adjusting the rear axle motor output shaft torque based on the motor torque control parameter, recalculating the slip ratio difference value range every set message period until the rear axle wheel speed slip ratio is in the set slip ratio range.

[0094] S2, calculating the middle axle wheel speed slip ratio according to the front axle wheel speed and the middle axle wheel speed.

[0095] S3, judging whether the middle axle wheel speed slip ratio is in the expected slip ratio range.

[0096] S4, when the middle axle wheel speed slip ratio is not in the expected slip ratio range, adjusting the middle axle motor output shaft torque based on at least a proportional-integral-differential PID algorithm until the middle axle wheel speed slip ratio is in the expected slip ratio range.

[0097] Therefore, the embodiment can use the middle axle motor output shaft speed as the middle axle shaft speed, replace the left and right wheel speeds of the middle axle (i.e., the aforementioned middle axle wheel speed) with the middle axle shaft speed, and further calculate the middle axle wheel speed slip ratio in real time, which is used as a key basis for judging whether the middle axle slips, and a PID algorithm is introduced for closed-loop regulation. When the slip ratio exceeds the set reasonable threshold (i.e., the aforementioned expected slip ratio range), the PID algorithm quickly intervenes, and the vehicle power output, the braking system and other aspects are cooperatively controlled to adjust the middle axle wheel speed slip ratio, so that the middle axle wheel speed slip ratio is always maintained within a safe range, thereby reducing the occurrence of the middle axle slip phenomenon. On the other hand, when the ASR function of the commercial vehicle EBS fails, the embodiment can use the same logic as the middle axle wheel speed control to control the rear axle of the vehicle, which is beneficial to guarantee the user driving safety and improve the user vehicle experience.

[0098] Figure 3 is a structural schematic diagram of a multi-axle commercial vehicle driving control device provided by the embodiment of the present application. The embodiment is at least applicable to a driving anti-slip scene of a commercial vehicle with a 6x4 configuration, equipped with a motor-transmission configuration or a distributed configuration, and an electronic brake system EBS configured as 4S4M. The multi-axle commercial vehicle driving control device can be realized in a software and / or hardware manner. As shown in the figure, the multi-axle commercial vehicle driving control device is used to execute the multi-axle commercial vehicle driving control method of any one of the foregoing embodiments or implementation manners. Figure 3

[0099] The multi-axle commercial vehicle driving control device at least includes:

[0100] The data acquisition module 110 is configured to periodically acquire the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and use the middle axle motor output shaft speed as the middle axle wheel speed.

[0101] The slip ratio calculation module 120 is configured to calculate the middle axle wheel speed slip ratio according to the front axle wheel speed and the middle axle wheel speed.

[0102] The range judgment module 130 is configured to judge whether the middle axle wheel speed slip ratio is within the expected slip ratio range.

[0103] The torque adjustment module 140 is configured to adjust the middle axle motor output shaft torque based on at least a proportional-integral-derivative PID algorithm when the middle axle wheel speed slip ratio is not within the expected slip ratio range, until the middle axle wheel speed slip ratio is within the expected slip ratio range.

[0104] Optionally, the torque adjustment module 140 is at least specifically configured to:

[0105] When the middle axle wheel speed slip ratio is not within the expected slip ratio range, calculate a slip ratio difference range between the middle axle wheel speed slip ratio and the expected slip ratio range. ​

[0106] determine the proportional parameter, the integral parameter and the differential parameter according to the slip difference value range;

[0107] determine the motor torque control parameter according to the proportional parameter, the integral parameter and the differential parameter;

[0108] After the adjustment on the output shaft torque of the middle axle motor based on the motor torque control parameter, the slip difference value range is recalculated every preset message period until the slip rate of the middle axle wheel speed is in the expected slip rate range.

[0109] Optionally, the rear axle adjustment module 150 is further included;

[0110] The rear axle adjustment module 150 is at least used for:

[0111] judging whether the ASR function of the EBS is invalid;

[0112] When the ASR function of the EBS is invalid, calculating the slip rate of the rear axle wheel speed according to the front axle wheel speed and the rear axle wheel speed;

[0113] judging whether the slip rate of the rear axle wheel speed is in the set slip rate range;

[0114] When the slip rate of the rear axle wheel speed is not in the set slip rate range, adjusting the output shaft torque of the rear axle motor based on at least the PID algorithm until the slip rate of the rear axle wheel speed is in the set slip rate range.

[0115] Optionally, the rear axle adjustment module 150 is at least specifically used for:

[0116] When the slip rate of the rear axle wheel speed is not in the set slip rate range, calculating the slip difference value range between the slip rate of the rear axle wheel speed and the set slip rate range;

[0117] determining the proportional parameter, the integral parameter and the differential parameter according to the slip difference value range;

[0118] determining the motor torque control parameter according to the proportional parameter, the integral parameter and the differential parameter;

[0119] After the adjustment on the output shaft torque of the rear axle motor based on the motor torque control parameter, the slip difference value range is recalculated every set message period until the slip rate of the rear axle wheel speed is in the set slip rate range.

[0120] Optionally, the slip rate of the rear axle wheel speed is at least calculated by:

[0121] η1=(A-B) / B×100%;

[0122] In the above formula, η1 represents the slip rate of the rear axle wheel speed, A represents the rear axle wheel speed, and B represents the front axle wheel speed.

[0123] Optionally, the center axle wheel speed slip ratio is calculated at least by the following way:

[0124] η2 = (C-B) / B x 100%;

[0125] In the above formula, η2 represents the center axle wheel speed slip ratio, C represents the center axle wheel speed, and B represents the front axle wheel speed.

[0126] The technical solution provided by the embodiment first acquires the center axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed periodically through the data acquisition module, and takes the center axle motor output shaft speed as the center axle wheel speed; further, the center axle wheel speed slip ratio is calculated according to the front axle wheel speed and the center axle wheel speed through the slip ratio calculation module; further, whether the center axle wheel speed slip ratio is within the expected slip ratio range is judged through the range judgment module; finally, when the center axle wheel speed slip ratio is not within the expected slip ratio range, the center axle motor output shaft torque is adjusted at least based on the proportional-integral-derivative (PID) algorithm through the torque adjustment module until the center axle wheel speed slip ratio is within the expected slip ratio range.

[0127] As can be seen, the embodiment can take the center axle motor output shaft speed as the center axle speed, replace the center axle left and right wheel speeds (i.e. the aforementioned center axle wheel speed) with the center axle speed, and then calculate the center axle wheel speed slip ratio in real time, and take it as the key basis for judging whether the center axle slips or not, introduce the PID algorithm for closed-loop regulation, when the slip ratio exceeds the set reasonable threshold (i.e. the aforementioned expected slip ratio range), the PID algorithm rapidly intervenes, can control the vehicle power output, the braking system and other aspects in coordination, adjust the center axle wheel speed slip ratio, so that it is always maintained within the safe range, thereby reducing the occurrence of the center axle slip phenomenon.

[0128] The embodiment provides an electronic device, Figure 4 is a structural schematic diagram of an electronic device provided by the embodiment of the present application, referring to Figure 4The electronic device 1000 comprises a processor 1001 and a memory 1002, and the memory 1002 stores computer readable instructions, when the computer readable instructions are executed by the processor 1001, the steps in any one of the multi-axle commercial vehicle drive control methods are executed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanism (not marked), the memory 1002 stores a computer program executable by the processor, when the electronic device 1000 is running, the processor 1001 executes the computer program to execute the multi-axle commercial vehicle drive control method in any optional implementation manner of the above embodiment, to at least achieve the following functions: periodically acquiring the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed; calculating the middle axle speed slip rate according to the front axle wheel speed and the middle axle wheel speed; judging whether the middle axle speed slip rate is within the expected slip rate range; when the middle axle speed slip rate is not within the expected slip rate range, adjusting the middle axle motor output shaft torque based on at least the proportional-integral-derivative PID algorithm, until the middle axle speed slip rate is within the expected slip rate range.

[0129] The embodiment provides a computer readable storage medium, which stores a computer program, and the program is executed by a processor to implement the multi-axle commercial vehicle drive control method provided by all the embodiments of the application: periodically acquiring the middle axle motor output shaft speed, the front axle wheel speed and the rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed; calculating the middle axle speed slip rate according to the front axle wheel speed and the middle axle wheel speed; judging whether the middle axle speed slip rate is within the expected slip rate range; when the middle axle speed slip rate is not within the expected slip rate range, adjusting the middle axle motor output shaft torque based on at least the proportional-integral-derivative PID algorithm, until the middle axle speed slip rate is within the expected slip rate range.

[0130] Any combination of one or more computer readable medium can be utilized. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0131] A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

[0132] Program code embodied on a computer readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0133] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider). In an embodiment of the application, the remote computer can be a server or another desktop computer.

[0134] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A multi-axle commercial vehicle drive control method, characterized by, The multi-axle commercial vehicle drive control method is applicable to at least a commercial vehicle with a 6x4 configuration, equipped with a motor-gearbox configuration or a distributed configuration, and an electronic brake system (EBS) configured as 4S4M; The multi-axle commercial vehicle drive control method at least includes: Periodically acquiring the middle axle motor output shaft speed, front axle wheel speed, and rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed; Calculating the middle axle wheel speed slip rate according to the front axle wheel speed and the middle axle wheel speed; Determining whether the middle axle wheel speed slip rate is within the expected slip rate range; When the middle axle wheel speed slip rate is not within the expected slip rate range, adjusting the middle axle motor output shaft torque based on at least a proportional-integral-derivative (PID) algorithm until the middle axle wheel speed slip rate is within the expected slip rate range.

2. The multi-axle commercial vehicle drive control method according to claim 1, characterized in that, The adjustment of the middle axle motor output shaft torque based on at least the PID algorithm when the middle axle wheel speed slip rate is not within the expected slip rate range, at least specifically includes: When the middle axle wheel speed slip rate is not within the expected slip rate range, calculating the slip rate difference range between the middle axle wheel speed slip rate and the expected slip rate range; Determining proportional, integral, and derivative parameters according to the slip rate difference range; Determining motor torque control parameters according to the proportional, integral, and derivative parameters; After adjusting the middle axle motor output shaft torque based on the motor torque control parameters, recalculating the slip rate difference range every preset message period until the middle axle wheel speed slip rate is within the expected slip rate range.

3. The multi-axle commercial vehicle drive control method according to claim 1, characterized in that, After the periodic acquisition of the middle axle motor output shaft speed, front axle wheel speed, and rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed, at least further includes: Determining whether the drive slip ASR function of the EBS is disabled; When the ASR function of the EBS is disabled, calculating the rear axle wheel speed slip rate according to the front axle wheel speed and the rear axle wheel speed; Determining whether the rear axle wheel speed slip rate is within the set slip rate range; When the rear axle wheel speed slip rate is not within the set slip rate range, adjusting the rear axle motor output shaft torque based on at least a PID algorithm until the rear axle wheel speed slip rate is within the set slip rate range.

4. The multi-axle commercial vehicle drive control method according to claim 3, characterized in that, The adjustment of the rear axle motor output shaft torque based on at least the PID algorithm when the rear axle wheel speed slip rate is not within the set slip rate range, at least specifically includes: When the rear axle wheel speed slip rate is not within the set slip rate range, calculating the slip rate difference range between the rear axle wheel speed slip rate and the set slip rate range; Determining proportional, integral, and derivative parameters according to the slip rate difference range; Determining motor torque control parameters according to the proportional, integral, and derivative parameters; After the adjustment of the rear axle motor output shaft torque based on the motor torque control parameter, the slip rate difference range is recalculated every set message period until the rear axle wheel speed slip rate is within the set slip rate range.

5. The multi-axle commercial vehicle drive control method according to claim 3, characterized in that, The rear axle wheel speed slip rate is calculated at least by: η1 = (A - B) / B x 100%; In the above formula, η1 represents the rear axle wheel speed slip rate, A represents the rear axle wheel speed, and B represents the front axle wheel speed.

6. The multi-axle commercial vehicle drive control method according to any one of claims 1, characterized in that, The middle axle wheel speed slip rate is calculated at least by: η2 = (C - B) / B x 100%; In the above formula, η2 represents the middle axle wheel speed slip rate, C represents the middle axle wheel speed, and B represents the front axle wheel speed.

7. A multi-axle commercial vehicle drive control device, characterized by comprising: The multi-axle commercial vehicle drive control method of any one of claims 1-6 is executed. The multi-axle commercial vehicle drive control device at least comprises: a data acquisition module for periodically acquiring middle axle motor output shaft speed, front axle wheel speed, and rear axle wheel speed, and taking the middle axle motor output shaft speed as the middle axle wheel speed; a slip rate calculation module for calculating the middle axle wheel speed slip rate based on the front axle wheel speed and the middle axle wheel speed; a range judgment module for judging whether the middle axle wheel speed slip rate is within an expected slip rate range; a torque adjustment module for adjusting the middle axle motor output shaft torque based on at least a proportional-integral-derivative (PID) algorithm when the middle axle wheel speed slip rate is not within the expected slip rate range, until the middle axle wheel speed slip rate is within the expected slip rate range.

8. The multi-axle commercial vehicle drive control device according to claim 7, characterized in that at least a rear axle adjustment module; the rear axle adjustment module is at least used for: judging whether the drive anti-slip (ASR) function of the EBS is invalid; calculating the rear axle wheel speed slip rate based on the front axle wheel speed and the rear axle wheel speed when the ASR function of the EBS is invalid; judging whether the rear axle wheel speed slip rate is within a set slip rate range; adjusting the rear axle motor output shaft torque based on at least a PID algorithm when the rear axle wheel speed slip rate is not within the set slip rate range, until the rear axle wheel speed slip rate is within the set slip rate range.

9. An electronic device comprising a memory and a processor, said memory storing a computer program operable on said processor, characterized in that, The processor executes the program to implement the steps in the multi-axle commercial vehicle drive control method of any one of claims 1-6.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the steps in the multi-axle commercial vehicle drive control method of any one of claims 1-6.

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