Vehicle control method, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a vehicle control method, electronic equipment and a vehicle. The method comprises the following steps: acquiring driving state information of a vehicle and unit slip rates and unit speeds corresponding to a plurality of driving units in the vehicle; based on the unit slip rate, the unit speed and the judgment threshold condition, slip judgment is conducted on the vehicle, and a judgment result is obtained; if the judgment result shows that the target driving unit in the plurality of driving units slips, determining a target slip rate according to the current driving mode and a road adhesion coefficient; calculating a request torque of the target driving unit based on the target slip rate and the unit speed; according to the vehicle speed and the slip type of the target driving unit, the request torque is distributed, and torque transfer information is obtained; and according to the torque transfer information, performing torque control on the driving motors corresponding to the plurality of driving units. The technical problem of how to realize effective anti-skid control so as to improve the driving safety of the vehicle under the slipping condition is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, electronic device, and vehicle. Background Technology

[0002] In complex road conditions, such as wet, icy, or uneven surfaces, vehicles face the risk of wheel slippage, which poses a significant challenge to vehicle driving safety and power performance.

[0003] While existing anti-skid control methods can suppress wheel slippage to some extent, they often suffer from technical problems such as inaccurate torque control and a lack of simplistic torque distribution strategies when dealing with varying driving conditions and road surfaces. This leads to decreased vehicle power performance and insufficient driving stability. Therefore, how to achieve effective anti-skid control to improve vehicle driving safety under skidding conditions is one of the important technical challenges in this field.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method, electronic device, and vehicle, aiming to solve the technical problem of how to achieve effective anti-skid control to improve the driving safety of vehicles in skidding conditions.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring driving state information of a vehicle and unit slip ratios and unit speeds corresponding to multiple drive units in the vehicle, wherein the driving state information includes the current driving mode, road surface adhesion coefficient, and vehicle speed; determining vehicle slippage based on unit slip ratio, unit speed, and a determination threshold condition, and obtaining a determination result; if the determination result indicates that a target drive unit among the multiple drive units has slipped, determining a target slip ratio based on the current driving mode and road surface adhesion coefficient; calculating the requested torque of the target drive unit based on the target slip ratio and unit speed; allocating the requested torque according to the vehicle speed and the type of slippage of the target drive unit, and obtaining torque transfer information; and performing torque control on the drive motors corresponding to the multiple drive units according to the torque transfer information.

[0007] The vehicle control method provided in this application achieves the following technical effects: First, by acquiring the slip ratio and speed of multiple drive units in the vehicle, as well as the vehicle's driving state information, and performing slip determination based on the acquired information, it is possible to more accurately determine whether the vehicle is in a slipping state. This step significantly improves the accuracy of slip determination, reduces potential misjudgments at low speeds and in specific driving modes, thereby avoiding unnecessary torque adjustments and ensuring vehicle power and driving experience. Furthermore, when it is determined that a target drive unit is slipping, the target slip ratio is further determined based on the vehicle's current driving mode and the road surface adhesion coefficient. This strategy ensures that anti-slip control can be flexibly adjusted according to actual driving needs and road conditions, thereby improving the adaptability and efficiency of anti-slip control. Furthermore, based on the determined target slip ratio and unit speed, the requested torque of the target drive unit is calculated. The requested torque is then allocated according to the vehicle speed and the type of slippage occurring in the target drive unit, obtaining torque transfer information. By calculating the requested torque and determining the torque transfer information, the torque output of the target drive unit is precisely adjusted, effectively suppressing wheel slippage. Through the torque transfer information, torque is smoothly transferred from the slipping wheel to the non-slipping wheel, enhancing vehicle passability and stability, and significantly improving vehicle driving safety under complex road conditions. Finally, based on the torque transfer information, torque control is performed on the drive motors corresponding to multiple drive units, achieving effective anti-slip control and ensuring the vehicle's power performance and driving stability under slippage conditions. Therefore, this embodiment of the application achieves precise anti-slip control of the vehicle through slippage determination and dynamic torque adjustment, realizing the technical effect of effectively controlling the vehicle's anti-slip and improving driving safety under slippage conditions. It solves the technical problem of how to achieve effective anti-slip control to improve vehicle driving safety under slippage conditions.

[0008] Optionally, the judgment threshold is set based on the slip ratio threshold and the speed difference threshold. The unit speed includes the unit reference speed and the unit actual speed of each drive unit. Based on the unit slip ratio, unit speed and judgment threshold, the vehicle slips and the judgment result is determined by: traversing multiple drive units, for the current drive unit in the traversal: calculating the unit speed difference between the unit reference speed and the unit actual speed of the current drive unit. If the unit slip ratio of the current drive unit is greater than the slip ratio threshold and the unit speed difference of the current drive unit is greater than the speed difference threshold, then the judgment result is determined to be that the current drive unit has slipped.

[0009] The optional embodiments described above achieve the following technical effects: First, by setting judgment threshold conditions based on slip ratio threshold and speed difference threshold, accurate capture of slippage events is ensured. Comprehensive monitoring of vehicle slippage is achieved by traversing and detecting the state of each drive unit. The unit speed difference between the current drive unit's reference speed and actual speed is calculated. If the current drive unit's slip ratio information is greater than the slip ratio threshold and the current drive unit's speed difference is greater than the speed difference threshold, the judgment result is determined to be slippage in the current drive unit. This allows for rapid identification of slippage phenomena, timely adjustment of torque distribution, and prevention of excessive power concentration on a drive unit that has lost traction, thereby enhancing the rationality of power distribution under slippage conditions.

[0010] Optionally, the multiple drive units include a front axle unit, a left rear wheel unit, and a right rear wheel unit; wherein, the unit slip ratio of the front axle unit is the average of the wheel slip ratios of the left front wheel and the right front wheel, the unit reference speed of the front axle unit is the average of the reference wheel speeds of the left front wheel and the right front wheel, and the unit actual speed of the front axle unit is the average of the actual wheel speeds of the left front wheel and the right front wheel.

[0011] The above-described optional embodiments of this application achieve the following technical effects: By averaging the slip ratios of the left and right front wheels as the unit slip ratio of the front axle unit, the overall slip state of the front axle can be determined more accurately. By averaging the reference wheel speeds of the left and right front wheels as the unit reference speed of the front axle unit, the reference motion state of the front axle can be accurately reflected. By calculating the average of the actual wheel speeds of the left and right front wheels as the actual unit speed of the front axle unit, the real-time motion state of the front axle can be accurately reflected.

[0012] Optionally, determining the target slip ratio based on the current driving mode and the road surface adhesion coefficient includes: querying the target slip ratio from the two-dimensional data table corresponding to the target drive unit based on the current driving mode and the road surface adhesion coefficient; wherein, among the multiple drive units, the two-dimensional data table corresponding to the left rear wheel unit is consistent with the two-dimensional data table corresponding to the right rear wheel unit.

[0013] The above-described optional embodiments of this application achieve the following technical effects: by combining the current driving mode with the road surface adhesion coefficient to determine the target slip ratio, the torque output of the wheels can be precisely controlled. The same two-dimensional data table is used to determine the target slip ratio for both the left and right rear wheel units to ensure the vehicle's lateral balance and prevent the risk of yaw or loss of control during anti-skid control.

[0014] Optionally, calculating the requested torque based on the target slip ratio and the unit speed includes: calculating the target speed according to the target slip ratio and the actual unit speed corresponding to the target drive unit; and calculating the requested torque using a preset feedback algorithm and the deviation between the target speed and the actual unit speed.

[0015] The above-described optional embodiments of this application achieve the following technical effects: First, based on the target slip ratio and the actual speed of the corresponding unit of the target drive unit, the target speed is calculated, ensuring that the target drive unit has a clear reference standard, namely the target speed. The calculated target speed guides the target drive unit to adjust its speed to approach but not exceed the preset target slip ratio. This effectively controls the power output when the vehicle slips, avoiding power waste and vehicle loss of control, thus improving driving safety. Using a preset feedback algorithm and the deviation between the target speed and the actual unit speed, the requested torque is calculated to match the target slip ratio and speed.

[0016] Optionally, the preset feedback algorithm is a proportional-integral (PI) control algorithm. The requested torque is calculated using the preset feedback algorithm and the deviation between the target speed and the actual speed of the unit, including: determining the feedforward component based on the real-time actual torque of the drive motor corresponding to the target drive unit; performing proportional-integral feedback calculation based on the deviation, proportional coefficient, and integral coefficient to obtain the feedback adjustment component; and adding the feedforward component and the feedback adjustment component to obtain the requested torque. The proportional coefficient is the product of a first lookup table value and a second lookup table value. The first lookup table value is determined from a first mapping table based on the actual speed and deviation of the unit, and the second lookup table value is determined from a second mapping table based on the current driving mode and the road surface adhesion coefficient. The integral coefficient is the product of a third lookup table value and a fourth lookup table value. The third lookup table value is determined from a third mapping table based on the actual speed and deviation of the unit, and the fourth lookup table value is determined from a fourth mapping table based on the current driving mode and the road surface adhesion coefficient.

[0017] The above-mentioned optional embodiments of this application can achieve the following technical effects: First, the feedforward component is determined based on the real-time actual torque of the drive motor corresponding to the target drive unit. This control strategy can quickly respond to the current state of the wheel, ensuring that the control system can react immediately, avoiding the problem of untimely control due to system delay, and helping to correct wheel slippage trends in real time, thus enhancing the vehicle's immediate passability. Next, proportional-integral feedback calculation is performed based on the deviation, proportional coefficient, and integral coefficient to obtain the feedback adjustment component. The deviation reflects the difference between the target speed and the actual speed of the target drive unit. The proportional coefficient and integral coefficient are dynamically adjusted according to the actual speed of the unit, the deviation, the driving mode, and the road adhesion coefficient. This means that the control strategy can adapt to different driving scenarios and road conditions. The advantage of proportional-integral feedback control is that it combines the rapid response of immediate errors with the cumulative learning of long-term errors. It can not only suppress wheel slippage in real time, but also continuously adjust the torque output in slippage situations to ensure stable vehicle driving until traction is restored. By adding the feedforward component and the feedback adjustment component, the requested torque is more accurate and intelligent. The combination of feedforward and feedback mechanisms allows for real-time adjustments based on actual torque while also enabling long-term calibration based on historical deviations. This dual mechanism ensures the accuracy and stability of torque control, effectively preventing excessive wheel slippage even under rapidly changing road conditions, thus improving vehicle driving safety and handling performance.

[0018] Optionally, the torque transfer information includes a torque transfer target and a torque transfer amount. Based on the vehicle speed and the type of slippage occurring in the target drive unit, the requested torque is allocated to obtain the following torque transfer information: If the slippage type is front axle slippage, the torque transfer target is determined to include the left and right rear wheel units, and the torque transfer amount is the torque loss of the front axle unit determined based on the vehicle speed and the requested torque; if the slippage type is left rear wheel slippage, the torque transfer target is determined to be the right rear wheel unit, and the torque transfer amount is the torque loss of the left rear wheel unit determined based on the vehicle speed and the requested torque; if the slippage type is right rear wheel slippage, the torque transfer target is determined to be the left rear wheel, and the torque transfer amount is the torque loss of the right rear wheel unit determined based on the vehicle speed and the requested torque; if the slippage type involves simultaneous slippage of both the left and right rear wheels, the torque transfer target is determined to be the front axle unit, and the torque transfer amount includes the total torque loss of the left and right rear wheel units determined based on the vehicle speed and the requested torque.

[0019] The optional embodiments described above achieve the following technical effects: First, when front axle slippage is detected, the target of torque transfer is determined to be the left and right rear wheel units of the rear axle. The torque loss of the front axle unit, determined based on vehicle speed and requested torque, is transferred to these two rear wheels. This aims to compensate for the torque loss of the front axle by utilizing the adhesion of the non-slipping rear wheels. This operation not only effectively suppresses excessive front axle slippage but also enhances vehicle stability and handling while maintaining forward momentum. Next, when the left rear wheel slips, the target of torque transfer is set to the right rear wheel unit. This means that the torque loss of the left rear wheel unit will be transferred to the right rear wheel to ensure that the total driving force of the rear axle is maintained, avoiding power imbalance caused by single-wheel slippage, thereby improving the vehicle's passability and driving safety under slippage conditions. When the right rear wheel slips, torque is similarly transferred from the right rear wheel unit to the left rear wheel unit. This symmetrical torque compensation method ensures a balanced distribution of torque on the left and right sides of the rear axle, preventing oversteering or understeering and improving the vehicle's straight-line driving and steering stability. Finally, in the extreme case where both the left and right rear wheels slip simultaneously, the torque transfer target is set to the front axle unit. The total torque loss of the left and right rear wheel units, determined based on vehicle speed and requested torque, is transferred to the front axle. This measure ensures that the vehicle has sufficient driving force and reduces the impact of rear wheel slippage on vehicle driving safety through precise control of the front wheels. Especially when the vehicle is turning or driving on asymmetrical road surfaces, it can significantly improve the overall driving stability and safety of the vehicle.

[0020] Optionally, the vehicle control method further includes: if it is detected that the target drive unit has ended slippage, then control the vehicle to enter the slippage recovery state, maintain the current torque distribution state, and control the current torque of the target drive unit to be restored to the original torque when the target drive unit did not slippage; if it is detected that the vehicle travels a distance exceeding a set distance after the target drive unit ends slippage and no slippage occurs during driving, then control the vehicle to exit the slippage recovery state.

[0021] The optional embodiments described above achieve the following technical effects: First, after the target drive unit ends slippage, the vehicle is controlled to enter a slippage recovery state, stabilizing the current torque distribution state. The current torque of the target drive unit is gradually restored to its original torque before slippage occurred, avoiding dynamic instability caused by sudden torque changes at the moment the anti-slip control is released. This ensures a smooth transition for the vehicle from a slippage state to normal driving. When it is detected that the vehicle's travel distance after the target drive unit ends slippage exceeds a set distance, and no slippage occurs again during driving, the vehicle automatically exits the slippage recovery state and restores normal torque distribution. This mechanism responds promptly to the vehicle's actual driving state, avoiding unnecessary torque restrictions over extended periods, and ensuring efficient power transmission and driving performance under various operating conditions.

[0022] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor and a memory, wherein the memory is used to store a computer program; and the processor is used to execute the program stored in the memory to implement the vehicle control method of any of the above.

[0023] The electronic device provided in this application embodiment achieves the following technical effects: the executable program corresponding to the vehicle control method in any of the above is stored in the memory, and the executable program stored in the memory is executed by the processor, thereby achieving effective anti-skid control of the vehicle and improving the driving safety of the vehicle in skidding conditions. This solves the technical problem of how to achieve effective anti-skid control to improve the driving safety of the vehicle in skidding conditions.

[0024] According to another aspect of the embodiments of this application, a vehicle is also provided, which includes the above-described electronic equipment and control terminal.

[0025] The vehicle provided in this application embodiment achieves the following technical effects: the vehicle includes the aforementioned electronic device and control terminal, and the aforementioned electronic device includes a processor and a memory. The executable program corresponding to the vehicle control method described above is stored in the memory, and the executable program stored in the memory is executed by the processor, thereby achieving effective anti-skid control of the vehicle and improving the driving safety of the vehicle under skidding conditions. This solves the technical problem of how to achieve effective anti-skid control to improve the driving safety of the vehicle under skidding conditions. Attached Figure Description

[0026] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application;

[0027] Figure 2This is a configuration diagram of a distributed four-wheel drive vehicle provided in an embodiment of this application;

[0028] Figure 3 This is an example diagram of vehicle parameters provided in an embodiment of this application;

[0029] Figure 4 This is a flowchart illustrating the anti-slip control process provided in one embodiment of this application. Detailed Implementation

[0030] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0032] This application provides a vehicle control method; please refer to the embodiments provided. Figure 1 This includes steps S10 to S60.

[0033] Step S10: Obtain the vehicle's driving status information and the unit slip ratio and unit speed corresponding to multiple drive units in the vehicle. The driving status information includes the current driving mode, road surface adhesion coefficient, and vehicle speed.

[0034] The above driving status information includes the current driving mode (such as economy mode, sport mode, snow mode, etc.), road surface adhesion coefficient (reflecting the friction between the tire and the ground, affecting the vehicle's handling performance) and vehicle speed (affecting the vehicle's sensitivity to slippage).

[0035] The slip ratio of any one of the aforementioned drive units reflects the deviation between the actual speed and the reference speed of that drive unit.

[0036] The unit speed corresponding to any of the above driving units includes the actual speed and reference speed of that driving unit.

[0037] In one optional embodiment, the vehicle speed is acquired using a vehicle speed sensor, and the road surface adhesion coefficient is determined using data acquired from an onboard camera and onboard radar. Simultaneously, the current driving mode selected by the driver is obtained. The actual speeds corresponding to multiple drive units are acquired using wheel speed sensors, and the vehicle speed is projected to calculate reference speeds for each drive unit. Based on the actual and reference speeds of the multiple drive units, the unit slip ratios for each drive unit are determined.

[0038] Step S20: Based on the unit slip ratio, unit velocity, and judgment threshold conditions, the vehicle is judged to slip, and the judgment result is obtained.

[0039] The above-mentioned threshold conditions include a slip ratio threshold and a speed difference threshold, which are used to determine whether the vehicle has skidded.

[0040] The slip ratios of multiple drive units are compared with slip ratio thresholds to obtain slip ratio comparison results. The speed difference is determined based on the unit speed, and then compared with a speed difference threshold to obtain a speed difference comparison result. Based on the slip ratio comparison result and the speed difference comparison result, a judgment result is determined.

[0041] Step S30: If the determination result indicates that the target drive unit among the multiple drive units has slipped, then the target slip ratio is determined based on the current driving mode and the road surface adhesion coefficient.

[0042] The aforementioned target slip ratio refers to the ideal slip ratio determined based on the current driving mode and road surface adhesion coefficient, which is used to guide subsequent torque control to restore the vehicle's normal driving.

[0043] In one alternative embodiment, the target slip ratio is determined by querying a slip ratio determination table based on the current driving mode and the road surface adhesion coefficient.

[0044] Step S40: Calculate the requested torque of the target drive unit based on the target slip ratio and unit velocity.

[0045] The requested torque refers to the torque value required by the target drive unit to recover to the target slip ratio.

[0046] In one alternative embodiment, a proportional-integral (PI) control algorithm is used to determine the requested torque of the target drive unit based on the target slip ratio and unit velocity.

[0047] Step S50: Based on the vehicle speed and the type of slippage occurring in the target drive unit, the requested torque is allocated to obtain torque transfer information.

[0048] The aforementioned torque transfer information refers to the scheme information for transferring torque from the target drive unit to the non-slipping unit when the target drive unit slips, including the torque transfer target and the torque transfer amount.

[0049] In one alternative embodiment, the requested torque is allocated based on vehicle speed and slip type (such as left rear wheel slip, right rear wheel slip, etc.) to determine the torque transfer target and torque transfer amount.

[0050] It should be noted that the determined torque transfer information must meet the vehicle stability requirements to avoid excessive torque transfer that could lead to a decrease in vehicle handling.

[0051] Step S60: Based on the torque transfer information, torque control is performed on the drive motors corresponding to the multiple drive units.

[0052] Optionally, based on the torque transfer information, torque control is performed on the drive motors corresponding to multiple drive units to achieve torque transfer and restore the vehicle to its normal driving state.

[0053] The vehicle control method provided in this application achieves the following technical effects: First, by acquiring the slip ratio and speed of multiple drive units in the vehicle, as well as the vehicle's driving state information, and performing slip determination based on the acquired information, it is possible to more accurately determine whether the vehicle is in a slipping state. This step significantly improves the accuracy of slip determination, reduces potential misjudgments at low speeds and in specific driving modes, thereby avoiding unnecessary torque adjustments and ensuring vehicle power and driving experience. Furthermore, when it is determined that a target drive unit is slipping, the target slip ratio is further determined based on the vehicle's current driving mode and the road surface adhesion coefficient. This strategy ensures that anti-slip control can be flexibly adjusted according to actual driving needs and road conditions, thereby improving the adaptability and efficiency of anti-slip control. Furthermore, based on the determined target slip ratio and unit speed, the requested torque of the target drive unit is calculated. The requested torque is then allocated according to the vehicle speed and the type of slippage occurring in the target drive unit, obtaining torque transfer information. By calculating the requested torque and determining the torque transfer information, the torque output of the target drive unit is precisely adjusted, effectively suppressing wheel slippage. Through the torque transfer information, torque is smoothly transferred from the slipping wheel to the non-slipping wheel, enhancing vehicle passability and stability, and significantly improving vehicle driving safety under complex road conditions. Finally, based on the torque transfer information, torque control is performed on the drive motors corresponding to multiple drive units, achieving effective anti-slip control and ensuring the vehicle's power performance and driving stability under slippage conditions. Therefore, this embodiment of the application achieves precise anti-slip control of the vehicle through slippage determination and dynamic torque adjustment, realizing the technical effect of effectively controlling the vehicle's anti-slip and improving driving safety under slippage conditions. It solves the technical problem of how to achieve effective anti-slip control to improve vehicle driving safety under slippage conditions.

[0054] Optionally, the judgment threshold is set based on the slip ratio threshold and the speed difference threshold. The unit speed includes the unit reference speed and the unit actual speed of each drive unit. Based on the unit slip ratio, unit speed and judgment threshold, the vehicle slips and the judgment result is determined by: traversing multiple drive units, for the current drive unit in the traversal: calculating the unit speed difference between the unit reference speed and the unit actual speed of the current drive unit. If the unit slip ratio of the current drive unit is greater than the slip ratio threshold and the unit speed difference of the current drive unit is greater than the speed difference threshold, then the judgment result is determined to be that the current drive unit has slipped.

[0055] For each drive unit, the aforementioned unit reference speed is an ideal speed calculated based on the vehicle dynamics model.

[0056] Optionally, the unit reference speed is calculated based on the reference speed of the vehicle's center of gravity (i.e., vehicle speed), vehicle geometric parameters (wheelbase, track width, etc.), and current operating conditions (steering angle, acceleration, etc.).

[0057] The actual speed of the aforementioned unit refers to the current actual speed of each drive unit, which is obtained by measuring the wheel speed sensor or the rotational speed of the corresponding motor.

[0058] The aforementioned slip ratio threshold defines the limit of wheel slippage and is a key parameter for determining whether a wheel is slipping.

[0059] The aforementioned speed difference threshold defines the boundary between the reference speed and the actual speed, which is used to help determine the wheel slippage state, especially at low vehicle speeds.

[0060] In one optional embodiment, the unit reference speed of each drive unit is calculated using a vehicle dynamics model, combined with parameters such as the reference speed of the vehicle's center of gravity, wheelbase, track width, and front wheel steering angle.

[0061] The actual speed of each drive unit is obtained by using the rotational speed feedback from the wheel speed sensor or the motor.

[0062] The unit slip ratio and unit speed difference of each drive unit are determined based on the unit reference speed and the actual unit speed of each drive unit.

[0063] If the slip ratio of the current driving unit is greater than the slip ratio threshold and the speed difference of the current driving unit is greater than the speed difference threshold, then the determination result is that the current driving unit has slipped.

[0064] In one optional embodiment, the slip ratio threshold is set to 20%. When the wheel slip ratio exceeds this threshold, the wheel is considered to be in a significant slipping state. The speed difference threshold is set between the minimum speed for coasting recovery and the maximum speed for creep, to ensure more accurate slip detection when the vehicle is traveling at low speeds and to avoid misjudgments.

[0065] The optional embodiments described above achieve the following technical effects: First, by setting judgment threshold conditions based on slip ratio threshold and speed difference threshold, accurate capture of slippage events is ensured. Comprehensive monitoring of vehicle slippage is achieved by traversing and detecting the state of each drive unit. The unit speed difference between the current drive unit's reference speed and actual speed is calculated. If the current drive unit's slip ratio information is greater than the slip ratio threshold and the current drive unit's speed difference is greater than the speed difference threshold, the judgment result is determined to be slippage in the current drive unit. This allows for rapid identification of slippage phenomena, timely adjustment of torque distribution, and prevention of excessive power concentration on a drive unit that has lost traction, thereby enhancing the rationality of power distribution under slippage conditions.

[0066] Optionally, the multiple drive units include a front axle unit, a left rear wheel unit, and a right rear wheel unit; wherein, the unit slip ratio of the front axle unit is the average of the wheel slip ratios of the left front wheel and the right front wheel, the unit reference speed of the front axle unit is the average of the reference wheel speeds of the left front wheel and the right front wheel, and the unit actual speed of the front axle unit is the average of the actual wheel speeds of the left front wheel and the right front wheel.

[0067] In one optional embodiment, the wheel slip ratios of the left front wheel and the right front wheel are determined, and the average of the wheel slip ratios of the left and right front wheels is taken as the unit slip ratio of the front axle unit. Reference wheel speeds of the left and right front wheels are determined, and the average of the reference wheel speeds of the left and right front wheels is taken as the unit reference speed of the front axle unit. Further, the average of the actual wheel speeds of the left and right front wheels is taken as the unit actual speed of the front axle unit.

[0068] Figure 2 This is a configuration diagram of a distributed four-wheel drive vehicle provided in an embodiment of this application, as shown below. Figure 2 As shown, the front wheels are centrally driven, with the drive motor and differential reducer located on the front axle, while the rear wheels are wheel-side driven, with the left and right rear wheels each having their own corresponding wheel-side motor and reducer.

[0069] Figure 3 This is an example diagram of vehicle parameters provided in an embodiment of this application, which is illustrated below. Figure 3 Explain the steps for solving element slip ratio and element velocity.

[0070] Alternatively, assuming the vehicle body is a rigid body, the reference vehicle speed at the center of mass is projected onto the reference speeds of each wheel, specifically expressed as follows:

[0071] (1)

[0072] (2)

[0073] (3)

[0074] (4)

[0075] in, For reference speed of the center of gravity, This refers to the vehicle's wheelbase. Take the average value of the front wheel steering angle ( ), The steering angle of the left front wheel. The steering angle of the left front wheel. The wheelbase is the distance between the wheels. This is the straight-line distance from the center of mass to the rear axle. This is the reference wheel speed. These represent the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. Let O be the distance from the left front wheel to the instantaneous steering center O in the Ackermann steering model. This is the distance from the right front wheel to point O. The distance from the left rear wheel to point O. This is the distance from the right rear wheel to point O. Let be the distance from the center of mass to O.

[0076] The formulas for calculating the slip ratio of each wheel are as follows:

[0077] (5)

[0078] in, For wheel slip ratio, These represent the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. This refers to the actual wheel speed. These represent the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. This represents the minimum reference speed, a calibrated value used to prevent misjudgment.

[0079] The slip ratio of the front axle unit is calculated using the following formula:

[0080] (6)

[0081] in, The slip ratio of the front axle unit. , .

[0082] Optionally, the condition for determining front axle slippage is: and ,in, The slip ratio threshold, This is the speed difference threshold. The condition for determining if a rear wheel is slipping is: and The speed difference threshold is generally set between the minimum speed for coasting recovery and the maximum speed for creep.

[0083] The above-described optional embodiments of this application achieve the following technical effects: By averaging the slip ratios of the left and right front wheels as the unit slip ratio of the front axle unit, the overall slip state of the front axle can be determined more accurately. By averaging the reference wheel speeds of the left and right front wheels as the unit reference speed of the front axle unit, the reference motion state of the front axle can be accurately reflected. By calculating the average of the actual wheel speeds of the left and right front wheels as the actual unit speed of the front axle unit, the real-time motion state of the front axle can be accurately reflected.

[0084] Optionally, determining the target slip ratio based on the current driving mode and the road surface adhesion coefficient includes: querying the target slip ratio from the two-dimensional data table corresponding to the target drive unit based on the current driving mode and the road surface adhesion coefficient; wherein, among the multiple drive units, the two-dimensional data table corresponding to the left rear wheel unit is consistent with the two-dimensional data table corresponding to the right rear wheel unit.

[0085] Driving modes refer to the modes that a vehicle can adjust or automatically switch based on the driver's intentions or the system's default operating state. Driving modes include Eco mode, Sport mode, Snow mode, Sand mode, Climb mode, etc., and each mode has different power output characteristics, response speed, stability control strategies, etc.

[0086] The coefficient of friction (COP) is the ratio of the frictional force between the tire and the road surface to the vertical load on the tire, reflecting the vehicle's grip on a specific road surface. A higher COP means better vehicle stability and handling performance. The COP can be determined through direct measurement (e.g., using sensors) or indirect estimation (e.g., based on data such as wheel speed and slip ratio).

[0087] The aforementioned two-dimensional data table uses driving mode and road surface adhesion coefficient as coordinate axes to store preset values ​​for the target wheel slip ratio under different operating conditions. The use of this data table allows the control strategy to adapt more flexibly to various driving conditions and road surfaces, thereby improving the accuracy and effectiveness of control.

[0088] In one optional embodiment, based on the current driving mode and road surface adhesion coefficient, a target slip ratio matching the current operating condition is retrieved from a two-dimensional data table corresponding to the target drive unit (such as the left rear wheel unit or the right rear wheel unit). Since the control strategies for the left and right rear wheels need to be consistent to avoid unnecessary yaw during steering, the contents of the two-dimensional data tables for the left and right rear wheels are identical. The target slip ratio matching the current operating condition, retrieved from the two-dimensional data table corresponding to the target drive unit based on the current driving mode and road surface adhesion coefficient, can be represented as follows:

[0089] (7)

[0090] in, For the target slip ratio, Driving mode This represents the road surface adhesion coefficient. Each of the front axle, left rear wheel, and right rear wheel corresponds to a two-dimensional data table, with the tables for the two rear wheels being calibrated identically.

[0091] It should be noted that during the creation of the two-dimensional data table, the target slip ratio setting must be based on a large amount of experimental data and vehicle dynamic simulation to ensure that the target slip ratio can achieve optimal vehicle performance and safety under different driving modes and road conditions. For example, for sandy or snowy surfaces with low coefficient of friction, the preset value of the target slip ratio should be lower to reduce wheel slippage.

[0092] The above-described optional embodiments of this application achieve the following technical effects: by combining the current driving mode with the road surface adhesion coefficient to determine the target slip ratio, the torque output of the wheels can be precisely controlled. The same two-dimensional data table is used to determine the target slip ratio for both the left and right rear wheel units to ensure the vehicle's lateral balance and prevent the risk of yaw or loss of control during anti-skid control.

[0093] Optionally, the requested torque is calculated based on the target slip ratio and element velocity, including the following steps:

[0094] Step S401: Calculate the target velocity based on the target slip ratio and the actual velocity of the unit corresponding to the target drive unit;

[0095] Step S402: Calculate the requested torque using a preset feedback algorithm and the deviation between the target speed and the actual speed of the unit.

[0096] The target velocity mentioned above is an ideal velocity calculated based on the target slip ratio and the actual velocity of the element. The target velocity is calculated using the following formula:

[0097] Optionally, the preset feedback algorithm is a proportional-integral (PI) control algorithm. PI control is a control strategy in control theory used to reduce the deviation between the system output and the target value. The PI controller adjusts the control quantity through proportional and integral terms. The proportional term responds quickly to the deviation, while the integral term eliminates the steady-state component of the deviation, thus achieving more precise control.

[0098] In one alternative embodiment, the requested torque is determined using a proportional-integral control algorithm based on the deviation between the target speed and the actual speed of the unit.

[0099] The above-described optional embodiments of this application achieve the following technical effects: First, based on the target slip ratio and the actual speed of the corresponding unit of the target drive unit, the target speed is calculated, ensuring that the target drive unit has a clear reference standard, namely the target speed. The calculated target speed guides the target drive unit to adjust its speed to approach but not exceed the preset target slip ratio. This effectively controls the power output when the vehicle slips, avoiding power waste and vehicle loss of control, thus improving driving safety. Using a preset feedback algorithm and the deviation between the target speed and the actual unit speed, the requested torque is calculated to match the target slip ratio and speed.

[0100] Optionally, the preset feedback algorithm is a proportional-integral control algorithm. The requested torque is calculated using the preset feedback algorithm and the deviation between the target speed and the actual speed of the unit, including the following steps:

[0101] Step S4021: Determine the feedforward component based on the real-time actual torque of the drive motor corresponding to the target drive unit.

[0102] Step S4022: Perform proportional-integral feedback calculation based on deviation, proportional coefficient, and integral coefficient to obtain the feedback adjustment component;

[0103] Step S4023: The feedforward component and the feedback adjustment component are added together to obtain the requested torque; wherein, the proportional coefficient is the product of the first lookup table value and the second lookup table value, the first lookup table value is determined from the first mapping table based on the actual speed and deviation of the unit, and the second lookup table value is determined from the second mapping table based on the current driving mode and the road adhesion coefficient; wherein, the integral coefficient is the product of the third lookup table value and the fourth lookup table value, the third lookup table value is determined from the third mapping table based on the actual speed and deviation of the unit, and the fourth lookup table value is determined from the fourth mapping table based on the current driving mode and the road adhesion coefficient.

[0104] The aforementioned real-time actual torque refers to the current torque of the drive motor corresponding to the target drive unit, which is measured and recorded in real time through a torque sensor or motor feedback signal.

[0105] In one alternative embodiment, the current torque of the drive motor corresponding to the target drive unit is set as the feedforward component. The purpose is to maintain the current torque level of the motor as the starting point of the control loop, ensuring that the system does not immediately experience large torque changes before the proportional-integral feedback calculation is added, thereby improving the smoothness and stability of the control.

[0106] The aforementioned deviation refers to the difference between the target velocity and the actual velocity of the unit.

[0107] The proportional gain determines the immediate response to deviation, while the integral gain determines the cumulative response to historical deviations. Adjustments to the proportional and integral gains directly affect the controller's response speed to deviations and its ability to eliminate deviations.

[0108] The proportional coefficient is determined by querying the first and second mapping tables, and the integral coefficient is determined by querying the third and fourth mapping tables.

[0109] Optionally, the specific formula for calculating the requested torque is as follows:

[0110] (8)

[0111] in, To request torque, For feedforward components ( That is, the actual torque of the drive motor corresponding to the pulley or shaft. The feedback adjustment component. The deviation is the difference between the target velocity and the actual velocity of the unit. The target velocity is determined based on the target slip ratio and the actual velocity of the element (i.e.) ). The scaling factor is obtained by multiplying two two-dimensional lookup table values ​​(the first lookup table value and the second lookup table value). ). The integral coefficient is obtained by multiplying two two-dimensional lookup table values ​​(the third lookup table value and the fourth lookup table value). The first lookup value is determined from the first mapping table based on the actual speed and deviation of the unit; the second lookup value is determined from the second mapping table based on the current driving mode and road adhesion coefficient; the third lookup value is determined from the third mapping table based on the actual speed and deviation of the unit; and the fourth lookup value is determined from the fourth mapping table based on the current driving mode and road adhesion coefficient.

[0112] Optionally, the value of the requested torque needs to be limited, and the maximum and minimum values ​​of the requested torque are determined by a two-dimensional lookup table. Optionally, it is determined by looking up a table based on the element reference speed and the difference between the element reference speed and the actual element speed (i.e., Optionally, the boundary values ​​of the motor can be taken as the maximum and minimum values ​​of the requested torque.

[0113] In one alternative embodiment, after calculating the requested torque, based on the vehicle's driving conditions and safety requirements, it is ensured that under no circumstances will a torque value exceeding the safe range be requested, thereby avoiding negative impacts on vehicle performance.

[0114] The above-mentioned optional embodiments of this application can achieve the following technical effects: First, the feedforward component is determined based on the real-time actual torque of the drive motor corresponding to the target drive unit. This control strategy can quickly respond to the current state of the wheel, ensuring that the control system can react immediately, avoiding the problem of untimely control due to system delay, and helping to correct wheel slippage trends in real time, thus enhancing the vehicle's immediate passability. Next, proportional-integral feedback calculation is performed based on the deviation, proportional coefficient, and integral coefficient to obtain the feedback adjustment component. The deviation reflects the difference between the target speed and the actual speed of the target drive unit. The proportional coefficient and integral coefficient are dynamically adjusted according to the actual speed of the unit, the deviation, the driving mode, and the road adhesion coefficient. This means that the control strategy can adapt to different driving scenarios and road conditions. The advantage of proportional-integral feedback control is that it combines the rapid response of immediate errors with the cumulative learning of long-term errors. It can not only suppress wheel slippage in real time, but also continuously adjust the torque output in slippage situations to ensure stable vehicle driving until traction is restored. By adding the feedforward component and the feedback adjustment component, the requested torque is more accurate and intelligent. The combination of feedforward and feedback mechanisms allows for real-time adjustments based on actual torque while also enabling long-term calibration based on historical deviations. This dual mechanism ensures the accuracy and stability of torque control, effectively preventing excessive wheel slippage even under rapidly changing road conditions, thus improving vehicle driving safety and handling performance.

[0115] Optionally, the torque transfer information includes a torque transfer target and a torque transfer amount. Based on the vehicle speed and the type of slippage occurring in the target drive unit, the requested torque is allocated to obtain the torque transfer information, including the following steps:

[0116] Step S501: If the slippage type is front axle slippage, the torque transfer target is determined to include the left rear wheel unit and the right rear wheel unit, and the torque transfer amount is the torque loss of the front axle unit determined based on the vehicle speed and the requested torque.

[0117] Step S502: If the slippage type is left rear wheel slippage, then the torque transfer target is determined to be the right rear wheel unit, and the torque transfer amount is the torque loss of the left rear wheel unit determined based on the vehicle speed and the requested torque.

[0118] Step S503: If the slippage type is right rear wheel slippage, then the torque transfer target is determined to be the left rear wheel, and the torque transfer amount is the torque loss of the right rear wheel unit determined based on the vehicle speed and the requested torque.

[0119] Step S504: If the slippage type is that the left rear wheel and the right rear wheel slip simultaneously, then the torque transfer target is determined to be the front axle unit. The torque transfer amount includes: the total torque loss of the left rear wheel unit and the right rear wheel unit determined based on the vehicle speed and the requested torque.

[0120] The aforementioned torque transfer target refers to the drive unit that receives the torque transfer. The aforementioned torque transfer amount refers to the amount of torque transferred from the slip unit (i.e., the target drive unit) to the torque transfer target.

[0121] In one alternative embodiment, the amount of torque loss of the drive unit is determined based on the original requested torque of the drive unit and the torque after torque reduction.

[0122] In one optional embodiment, when front axle slippage is detected, the amount of torque loss in the front axle unit is determined based on vehicle speed and requested torque, and this loss is identified as the amount of torque to be transferred. This torque transfer amount is then equally distributed between the left and right rear wheel units, increasing their requested torque to compensate for the front axle torque loss. This process ensures that the vehicle can maintain driving using the good traction of the rear axle even with front axle slippage, while avoiding sudden torque changes, thus guaranteeing smooth and safe vehicle operation.

[0123] In one alternative embodiment, when the left rear wheel slips, the torque transfer target is set to the right rear wheel unit. This means that the torque loss of the left rear wheel unit needs to be completely transferred to the right rear wheel to fully utilize the traction of the right rear wheel. The amount of torque transfer is also determined based on the current vehicle speed and the requested torque of the left rear wheel unit, ensuring that the right rear wheel can maintain the vehicle's driving state and directional control with appropriate torque support. In implementation, considering the vehicle's dynamic balance and stability control, this torque transfer process needs to be designed to be sufficiently smooth to avoid unnecessary yaw or oversteering.

[0124] In one alternative embodiment, when the right rear wheel slips, the torque transfer target is the left rear wheel unit, and the amount of torque transfer is determined based on the vehicle speed and the requested torque of the right rear wheel unit.

[0125] In one alternative embodiment, when both the left and right rear wheels slip simultaneously, torque is transferred to the front axle units, i.e., the left and right front wheels. The amount of torque transferred is equal to the total torque loss of the left and right rear wheel units. This total torque loss is determined based on vehicle speed and the requested torque. This strategy is particularly suitable for situations where the rear wheels lose traction during high-speed driving or cornering, utilizing the traction of the front wheels to maintain the vehicle's direction and stability by transferring torque to the front axle.

[0126] Figure 4 This is a flowchart illustrating a drive anti-slip control method according to an embodiment of this application. Please refer to it. Figure 4 When the vehicle is in a state of front axle slippage, front axle single wheel slippage, front and rear axle slippage, front and rear axle single wheel slippage, rear axle slippage, rear axle single wheel slippage, or rear wheel single-wheel drive slippage and single-wheel braking slippage, PI slippage control is performed. When slippage stops, it enters slippage recovery state and finally returns to normal driving state.

[0127] When the vehicle is experiencing front axle slippage, single-wheel slippage on the front axle, or rear axle slippage, the drive torque eliminated by the slipping axle due to suppressing slippage is smoothly superimposed onto the non-slipping axle.

[0128] Optionally, when the front axle torque loss (i.e., the difference between the original requested torque and the torque reduction after PI) is transferred to the rear axle, the torques of the left and right motors are superimposed. .

[0129] Optionally, when the vehicle is in a state of single-wheel slippage on the rear axle, the drive torque eliminated by suppressing slippage on the slipping rear wheel is smoothly superimposed onto the non-slipping rear wheel. At excessively high vehicle speeds, inter-wheel torque transfer is not advisable, as it could cause unexpected yaw and increase safety risks. When the vehicle is in a state of single-wheel slippage on both the front and rear axles, or both front and rear axle slippage, inter-axle torque transfer is not performed.

[0130] When considering the results of all transferred torques (i.e., all torques are in the same direction: all are driving slip), taking into account the difference in the original torque requirements of the left and right motors (torque vector distribution of distributed drive), the final requested torques of the left and right motors are:

[0131] (9)

[0132] in, For the final requested torque, For the original requested torque, To transfer torque, This represents the torque loss of the left rear wheel. This represents the torque loss of the right rear wheel. This is a one-dimensional lookup table, meaning that based on the reference vehicle speed, the wheel with the lowest permissible slippage does not require excessive torque reduction to meet the vector distribution requirements. In other words, at low speeds, power delivery is primary, yaw control is secondary; less slippage on one wheel restricts torque on the other to improve the vehicle's traction. At medium to high speeds, yaw control is primary, power delivery is secondary, to improve vehicle stability; slippage on one wheel completely restricts torque on the other to prioritize vector distribution (torque reduction on a single wheel is as low as 0 Nm, and torque reversal is not allowed).

[0133] When the vehicle is experiencing rear axle slippage (one wheel drive slippage, one brake slippage), the torque limits of the left and right motors are satisfied as follows:

[0134] (10)

[0135] When the vehicle is in low torque drive or regenerative braking mode, the vector distribution may result in the left and right motors having different torques. To ensure power consistency during slippage, the differential torque is reduced first.

[0136] Once the wheels stop slipping, the system enters a slip recovery state: maintaining the current torque distribution and slowly transferring the eliminated torque value back to the original slipping wheel. If, while in the torque recovery state, the system travels a distance greater than a certain value using the integral of the reference vehicle speed, and still does not slip again, it enters a non-slipping state.

[0137] The optional embodiments described above achieve the following technical effects: First, when front axle slippage is detected, the target of torque transfer is determined to be the left and right rear wheel units of the rear axle. The torque loss of the front axle unit, determined based on vehicle speed and requested torque, is transferred to these two rear wheels. This aims to compensate for the torque loss of the front axle by utilizing the adhesion of the non-slipping rear wheels. This operation not only effectively suppresses excessive front axle slippage but also enhances vehicle stability and handling while maintaining forward momentum. Next, when the left rear wheel slips, the target of torque transfer is set to the right rear wheel unit. This means that the torque loss of the left rear wheel unit will be transferred to the right rear wheel to ensure that the total driving force of the rear axle is maintained, avoiding power imbalance caused by single-wheel slippage, thereby improving the vehicle's passability and driving safety under slippage conditions. When the right rear wheel slips, torque is similarly transferred from the right rear wheel unit to the left rear wheel unit. This symmetrical torque compensation method ensures a balanced distribution of torque on the left and right sides of the rear axle, preventing oversteering or understeering and improving the vehicle's straight-line driving and steering stability. Finally, in the extreme case where both the left and right rear wheels slip simultaneously, the torque transfer target is set to the front axle unit. The total torque loss of the left and right rear wheel units, determined based on vehicle speed and requested torque, is transferred to the front axle. This measure ensures that the vehicle has sufficient driving force and reduces the impact of rear wheel slippage on vehicle driving safety through precise control of the front wheels. Especially when the vehicle is turning or driving on asymmetrical road surfaces, it can significantly improve the overall driving stability and safety of the vehicle.

[0138] Optionally, the vehicle control method further includes the following steps:

[0139] Step S701: If the target drive unit is detected to have ended slippage, the vehicle is controlled to enter the slippage recovery state, the current torque distribution state is maintained, and the current torque of the target drive unit is controlled to be restored to the original torque when the target drive unit did not slippage.

[0140] Step S702: If it is detected that the vehicle travels a distance exceeding the set distance after the target drive unit ends slipping and no slipping occurs during driving, then control the vehicle to exit the slipping recovery state.

[0141] The torque distribution state mentioned above refers to the torque distribution scheme adjusted during vehicle slippage, including the amount of torque allocated to each wheel.

[0142] The aforementioned original torque refers to the torque request value of the target drive unit before slippage occurs, that is, the torque value under normal driving conditions before slippage.

[0143] In one alternative embodiment, once it is confirmed that the target drive unit has ended slippage, the current torque distribution is maintained; that is, the torque distribution to the other non-slipping wheels is preserved to ensure vehicle stability and control. During slippage recovery, the torque of the target drive unit needs to be gradually restored to its original torque value. This is typically achieved through a linear or non-linear slope to prevent sudden torque changes. The torque recovery rate can be dynamically adjusted based on factors such as the vehicle's current speed, road surface adhesion conditions, and the temperature of the target drive unit to ensure a smooth recovery process.

[0144] Optionally, the slip rate of the target drive unit is monitored in real time. If the slip rate is lower than a set threshold and continues for a period of time (e.g., 0.5 seconds), the target drive unit is considered to have stopped slipping.

[0145] The aforementioned set distance refers to a safe driving distance preset based on vehicle characteristics and road conditions, used to determine whether the vehicle has safely returned to normal driving status.

[0146] Optionally, after the target drive unit ends slipping and enters the slip recovery state, it needs to continue monitoring the slipping status of the target drive unit within a certain driving distance. If the target drive unit does not slip again within the set distance, it can be considered that the vehicle has safely and stably returned to normal driving conditions. At this time, the slip recovery state can be exited, and the vehicle control system can resume normal operation.

[0147] The optional embodiments described above achieve the following technical effects: First, after the target drive unit ends slippage, the vehicle is controlled to enter a slippage recovery state, stabilizing the current torque distribution state. The current torque of the target drive unit is gradually restored to its original torque before slippage occurred, avoiding dynamic instability caused by sudden torque changes at the moment the anti-slip control is released. This ensures a smooth transition for the vehicle from a slippage state to normal driving. When it is detected that the vehicle's travel distance after the target drive unit ends slippage exceeds a set distance, and no slippage occurs again during driving, the vehicle automatically exits the slippage recovery state and restores normal torque distribution. This mechanism responds promptly to the vehicle's actual driving state, avoiding unnecessary torque restrictions over extended periods, and ensuring efficient power transmission and driving performance under various operating conditions.

[0148] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor and a memory, wherein the memory is used to store a computer program; and the processor is used to execute the program stored in the memory to implement the vehicle control method of any of the above.

[0149] The electronic device provided in this application embodiment achieves the following technical effects: the executable program corresponding to the vehicle control method in any of the above is stored in the memory, and the executable program stored in the memory is executed by the processor, thereby achieving effective anti-skid control of the vehicle and improving the driving safety of the vehicle in skidding conditions. This solves the technical problem of how to achieve effective anti-skid control to improve the driving safety of the vehicle in skidding conditions.

[0150] According to another aspect of the embodiments of this application, a vehicle is also provided, which includes the above-described electronic equipment and control terminal.

[0151] The vehicle provided in this application embodiment achieves the following technical effects: the vehicle includes the aforementioned electronic device and control terminal, and the aforementioned electronic device includes a processor and a memory. The executable program corresponding to the vehicle control method described above is stored in the memory, and the executable program stored in the memory is executed by the processor, thereby achieving effective anti-skid control of the vehicle and improving the driving safety of the vehicle under skidding conditions. This solves the technical problem of how to achieve effective anti-skid control to improve the driving safety of the vehicle under skidding conditions.

[0152] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, which stores a computer program that, when executed by a processor, implements the vehicle control method described in any of the above claims.

[0153] The computer-readable storage medium provided in this application embodiment achieves the following technical effects: by storing the computer program corresponding to the vehicle control method in any of the above-mentioned embodiments in the computer-readable storage medium, and by using a processor to execute the computer program stored in the computer-readable storage medium, the technical effect of effectively controlling the vehicle to prevent skidding is achieved, thereby improving the driving safety of the vehicle in skidding conditions. This solves the technical problem of how to achieve effective anti-skid control to improve the driving safety of the vehicle in skidding conditions.

[0154] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0155] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0156] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0157] In this application, "multiple" refers to two or more.

[0158] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0159] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0160] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0161] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0162] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: The vehicle's driving status information, as well as the unit slip ratio and unit speed corresponding to multiple drive units in the vehicle, are obtained. The driving status information includes the current driving mode, road surface adhesion coefficient, and vehicle speed. Based on the unit slip ratio, the unit speed, and the judgment threshold condition, the vehicle is judged to slip, and a judgment result is obtained; If the determination result indicates that the target drive unit among the plurality of drive units has slipped, then the target slip ratio is determined based on the current driving mode and the road surface adhesion coefficient. Based on the target slip ratio and the unit velocity, calculate the requested torque of the target drive unit; Based on the vehicle speed and the type of slippage occurring in the target drive unit, the requested torque is allocated to obtain torque transfer information; Based on the torque transfer information, torque control is performed on the drive motors corresponding to the plurality of drive units.

2. The vehicle control method according to claim 1, characterized in that, The determination threshold condition is set based on the slip ratio threshold and the speed difference threshold, and the unit speed includes the unit reference speed and the unit actual speed of each drive unit; Based on the unit slip ratio, the unit velocity, and the determination threshold condition, the vehicle is judged to be slipping, and the determination result includes: Iterate through the multiple driver units, and for the current driver unit in the iteration: Calculate the unit speed difference between the unit reference speed and the unit actual speed of the current driving unit. If the unit slip ratio of the current driving unit is greater than the slip ratio threshold and the unit speed difference of the current driving unit is greater than the speed difference threshold, then determine that the current driving unit has slipped.

3. The vehicle control method according to claim 2, characterized in that, The plurality of drive units include a front axle unit, a left rear wheel unit, and a right rear wheel unit; wherein, the unit slip ratio of the front axle unit is the average of the wheel slip ratios of the left front wheel and the right front wheel, the unit reference speed of the front axle unit is the average of the reference wheel speeds of the left front wheel and the right front wheel, and the unit actual speed of the front axle unit is the average of the actual wheel speeds of the left front wheel and the right front wheel.

4. The vehicle control method according to claim 1, characterized in that, Determining the target slip ratio based on the current driving mode and the road surface adhesion coefficient includes: Based on the current driving mode and the road surface adhesion coefficient, the target slip ratio is obtained by querying the two-dimensional data table corresponding to the target drive unit. Among the plurality of drive units, the two-dimensional data table corresponding to the left rear wheel unit is consistent with the two-dimensional data table corresponding to the right rear wheel unit.

5. The vehicle control method according to claim 1, characterized in that, Calculating the requested torque based on the target slip ratio and the unit velocity includes: The target speed is calculated based on the target slip ratio and the actual speed of the unit corresponding to the target drive unit; The requested torque is calculated using a preset feedback algorithm and the deviation between the target speed and the actual speed of the unit.

6. The vehicle control method according to claim 5, characterized in that, The preset feedback algorithm is a proportional-integral control algorithm. Using the preset feedback algorithm and the deviation between the target speed and the actual speed of the unit, the requested torque is calculated as follows: The feedforward component is determined based on the real-time actual torque of the drive motor corresponding to the target drive unit. Based on the aforementioned deviation, proportional coefficient, and integral coefficient, proportional-integral feedback calculation is performed to obtain the feedback adjustment component; The requested torque is obtained by adding the feedforward component and the feedback adjustment component. The proportional coefficient is the product of the first lookup value and the second lookup value. The first lookup value is determined from the first mapping table based on the actual speed of the unit and the deviation. The second lookup value is determined from the second mapping table based on the current driving mode and the road adhesion coefficient. The integral coefficient is the product of the third lookup table value and the fourth lookup table value. The third lookup table value is determined by querying the third mapping table based on the actual speed of the unit and the deviation. The fourth lookup table value is determined by querying the fourth mapping table based on the current driving mode and the road surface adhesion coefficient.

7. The vehicle control method according to claim 6, characterized in that, The torque transfer information includes a torque transfer target and a torque transfer amount. Based on the vehicle speed and the type of slippage occurring in the target drive unit, the requested torque is allocated to obtain the torque transfer information, which includes: If the slippage type is front axle slippage, then the torque transfer target is determined to include the left rear wheel unit and the right rear wheel unit, and the torque transfer amount is the torque loss of the front axle unit determined based on the vehicle speed and the requested torque; If the slippage type is left rear wheel slippage, then the torque transfer target is determined to be the right rear wheel unit, and the torque transfer amount is the torque loss of the left rear wheel unit determined based on the vehicle speed and the requested torque; If the slippage type is right rear wheel slippage, then the torque transfer target is determined to be the left rear wheel, and the torque transfer amount is the torque loss of the right rear wheel unit determined based on the vehicle speed and the requested torque; If the slippage type is that the left rear wheel and the right rear wheel slip simultaneously, then the torque transfer target is determined to be the front axle unit, and the torque transfer amount includes: the total torque loss of the left rear wheel unit and the right rear wheel unit determined based on the vehicle speed and the requested torque.

8. The vehicle control method according to claim 7, characterized in that, The method further includes: If the target drive unit is detected to have stopped slipping, the vehicle is controlled to enter the slip recovery state, maintaining the current torque distribution state, and the current torque of the target drive unit is controlled to be restored to the original torque when the target drive unit did not slip. If it is detected that the distance traveled by the vehicle after the target drive unit ends slippage exceeds a set distance and no slippage occurs during driving, then the vehicle is controlled to exit the slippage recovery state.

9. An electronic device, characterized in that, Including processor and memory, among which, Memory, used to store computer programs; A processor for executing a program stored in memory to implement the method described in any one of claims 1 to 8.

10. A vehicle, characterized in that, It includes the electronic device and control terminal as described in claim 9.

Images