Anti-slip control method, device, controller, vehicle and medium

Abstract

Embodiments of the present application provide a method and device for anti-ramp control, a controller, a vehicle and a medium. The method comprises: acquiring a vehicle inclination value and a load value of the vehicle in real time; if the vehicle inclination value and the load value meet a triggering condition of an anti-ramp mode, switching a control mode of a dual-motor drive system to the anti-ramp mode, and determining whether real-time working condition information of the vehicle meets a preset vehicle hill-holding condition; if the real-time working condition information meets the preset vehicle hill-holding condition, determining an anti-ramp torque required for hill-holding of the vehicle based on the vehicle inclination value and the load value; and distributing the anti-ramp torque to each motor in the dual-motor drive system. The method is used to dynamically adjust the anti-ramp torque by real-time sensing of the load and the inclination, eliminate the risk of lagging and rolling, and ensure the safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, controller, vehicle, and medium for preventing runaway. Background Technology

[0002] The anti-rollback function for new energy vehicles in incline scenarios is a key technology to ensure vehicle safety and driving experience. When a vehicle is driving on a slope, after the driver releases the brake pedal, the vehicle may roll backward due to gravity. In this case, the anti-rollback function needs to intervene quickly to prevent the vehicle from losing control. Especially under full load conditions, the vehicle weight increases significantly, and the torque demand of the anti-rollback function is even higher.

[0003] In related technologies, anti-runaway torque is usually calculated based on fixed slope parameters or static loads. When faced with dynamic load changes and complex slope changes, it is difficult to accurately identify the actual load state of the vehicle in real time. This leads to a lag in the output of anti-runaway torque, resulting in vehicle slippage and affecting the safety of the entire vehicle. Summary of the Invention

[0004] This application provides a method, device, controller, vehicle, and medium for preventing runaway, which dynamically adjusts the anti-runaway torque by sensing the load and tilt angle in real time, thereby eliminating the risk of delayed runaway and ensuring the safety of the entire vehicle.

[0005] In a first aspect, embodiments of this application provide an anti-slippage control method, applied to a torque distribution controller in a dual-motor drive system of a vehicle, the method comprising:

[0006] The vehicle's tilt angle and load value are acquired in real time.

[0007] If the vehicle tilt angle and load value meet the triggering conditions of the anti-slipping mode, the control mode of the dual-motor drive system is switched to the anti-slipping mode, and it is determined whether the real-time operating information of the vehicle meets the preset vehicle parking conditions.

[0008] If the real-time operating information meets the preset vehicle parking conditions, then the anti-slip torque required for parking the vehicle on the slope is determined based on the vehicle's overall tilt angle and load value.

[0009] The anti-runaway torque is distributed to each motor in the dual-motor drive system.

[0010] In one possible embodiment, acquiring the vehicle's load value in real time includes:

[0011] Obtain the real-time acceleration value of the vehicle;

[0012] The real-time load of the vehicle is filtered based on the real-time acceleration value to obtain the filtered real-time load.

[0013] The filtered real-time load is used as the vehicle's load value.

[0014] In one possible embodiment, determining the anti-rollover torque required for parking the vehicle on a slope based on the vehicle's overall tilt angle and load value includes:

[0015] Query the preset anti-slip torque mapping table to determine the anti-slip torque that matches the vehicle tilt angle value and the load value;

[0016] The anti-rollover torque mapping table includes anti-rollover torques corresponding to multiple combinations of different vehicle tilt angle values ​​and load values.

[0017] In one possible implementation, the method further includes:

[0018] If the real-time operating information of the vehicle is detected to meet the preset exit conditions of the anti-slip mode, the control mode of the dual-motor drive system will be switched to torque control mode.

[0019] In one possible implementation, the exit condition of the anti-slippage mode includes at least one of the following:

[0020] The vehicle's handbrake signal is active;

[0021] The vehicle's brake switch signal is in a valid state;

[0022] The opening degree of the vehicle's brake pedal is greater than a first preset brake opening degree threshold.

[0023] The vehicle's neutral signal is active;

[0024] The throttle signal of the vehicle is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollover torque;

[0025] The vehicle's hill-climbing duration reaches a preset time threshold;

[0026] The vehicle experienced a high-voltage fault.

[0027] In one possible implementation, the triggering conditions for the anti-slip mode include:

[0028] The vehicle tilt angle value is greater than or equal to a preset tilt angle threshold;

[0029] Under the dynamic operating conditions of the vehicle, the change in the load value within a preset time period is less than or equal to a first preset change threshold.

[0030] Under static operating conditions of the vehicle, the change in the load value within a preset time period is less than or equal to a second preset change threshold.

[0031] Wherein, the second preset change threshold is less than the first preset change threshold.

[0032] In one possible implementation, the vehicle parking conditions include:

[0033] The vehicle's handbrake signal is invalid.

[0034] The accelerator pedal opening value of the vehicle is less than or equal to a preset accelerator pedal opening threshold.

[0035] The brake pedal opening value of the vehicle is less than or equal to a second preset brake opening threshold, wherein the second preset brake opening threshold is less than a first preset brake opening threshold.

[0036] The vehicle's forward gear signal or reverse gear signal is in a valid state;

[0037] The speed of any motor in the dual-motor drive system of the vehicle is greater than a preset speed threshold.

[0038] The absolute value of the vehicle's overall tilt angle is greater than a preset tilt angle threshold.

[0039] The actual running direction of any motor in the dual-motor drive system of the vehicle is opposite to the desired driving direction, and the desired driving direction is the driving direction corresponding to the vehicle gear signal.

[0040] The vehicle did not experience a high-voltage fault.

[0041] Secondly, embodiments of this application provide an anti-slippage control method, applied to any motor controller in a dual-motor drive system of a vehicle, the method comprising:

[0042] When the torque distribution controller sends an instruction to enter the anti-slip mode of the dual-motor drive system, it switches to the zero-speed control mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load values.

[0043] The output motor corresponding to the motor controller is controlled based on the torque allocated by the torque distribution controller.

[0044] In one possible implementation, the method further includes:

[0045] Obtain the real-time speed fluctuation value of each motor in the dual-motor drive system;

[0046] Based on the real-time speed fluctuation value of each motor, the target motor in the dual-motor drive system is determined. The target motor is the motor whose real-time speed fluctuation value is greater than the target speed fluctuation threshold.

[0047] The active damping compensation value corresponding to the target motor is determined by using the whole vehicle vibration model and the real-time speed fluctuation value.

[0048] Damping control is performed on the target motor based on the active damping compensation value.

[0049] In one possible implementation, the method further includes:

[0050] Based on the gearbox gear position of the dual-motor drive system of the vehicle, the target speed fluctuation threshold corresponding to each motor in the dual-motor drive system is determined.

[0051] Secondly, embodiments of this application provide an anti-slippage control device, applied to a torque distribution controller in a dual-motor drive system of a vehicle, the device comprising:

[0052] The acquisition module is used to acquire the vehicle tilt angle and load value in real time.

[0053] The judgment module is used to switch the control mode of the dual motor drive system to the anti-slip mode if the vehicle tilt angle value and load value meet the triggering conditions of the anti-slip mode, and to determine whether the real-time working condition information of the vehicle meets the preset vehicle parking conditions.

[0054] The determination module is used to determine the anti-slip torque required for parking the vehicle on the slope based on the vehicle tilt angle and load value if the real-time working condition information meets the preset vehicle parking conditions.

[0055] A torque distribution module is used to distribute the anti-slip torque to each motor in the dual-motor drive system.

[0056] Fourthly, embodiments of this application provide an anti-rollover control device, applied to any motor controller in a dual-motor drive system of a vehicle, the device comprising:

[0057] The switching module is used to switch to zero-speed control mode when it receives an instruction from the torque distribution controller that the control mode of the dual-motor drive system should enter the anti-slip mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load value.

[0058] The control module is used to control the output motor corresponding to the motor controller based on the torque allocated by the torque distribution controller.

[0059] Fifthly, embodiments of this application provide a torque distribution controller, including:

[0060] Memory, processor;

[0061] The memory stores computer-executed instructions;

[0062] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0063] Sixthly, embodiments of this application provide a motor controller, including:

[0064] Memory, processor;

[0065] The memory stores computer-executed instructions;

[0066] The processor executes computer execution instructions stored in the memory, causing the processor to perform the second aspect and / or various possible implementations of the second aspect as described above.

[0067] In a seventh aspect, embodiments of this application provide a vehicle comprising: a vehicle body and a dual-motor drive system;

[0068] The dual-motor drive system includes: a tilt sensor, a load sensor, a torque distribution controller as described in the fifth aspect above, and two motor controllers as described in the sixth aspect above.

[0069] The tilt sensor and load sensor communicate with the torque distribution controller via a CAN bus.

[0070] Eighthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect and / or the second aspect and / or various possible implementations of the second aspect.

[0071] Ninthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect and the second aspect and / or various possible implementations of the second aspect.

[0072] The anti-slip control method, device, controller, vehicle, and medium provided in this application overcome the problem of insufficient torque matching accuracy caused by relying solely on fixed thresholds or single parameters in traditional anti-slip control by acquiring the vehicle tilt angle and load values ​​in real time and dynamically calculating the anti-slip torque accordingly. By further determining whether the real-time operating conditions meet the parking conditions after switching the anti-slip mode, torque distribution is not performed, avoiding unnecessary power intervention and energy waste caused by the vehicle mistakenly triggering anti-slip control under non-parking conditions. By distributing the anti-slip torque determined based on tilt angle and load to each motor in the dual-motor drive system as needed, the rationality of torque distribution during dual-motor coordinated output and the stability and safety of parking on slopes are improved. Attached Figure Description

[0073] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0074] Figure 1 This is a topology diagram of a wheel-side dual-motor drive system provided in an embodiment of this application;

[0075] Figure 2 A topology diagram of a dual-motor drive system with AMT provided in an embodiment of this application;

[0076] Figure 3 A schematic flowchart illustrating the anti-slide control method provided in this application embodiment;

[0077] Figure 4 This is an overall flowchart of the anti-slippage control provided in the embodiments of this application;

[0078] Figure 5 Schematic diagram of the anti-slip control device provided in the embodiments of this application Figure 1 ;

[0079] Figure 6 Schematic diagram of the anti-slip control device provided in the embodiments of this application Figure 2 ;

[0080] Figure 7 This is a schematic diagram of the structure of the torque distribution controller provided in the embodiments of this application;

[0081] Figure 8 This is a schematic diagram of the structure of the motor controller provided in an embodiment of this application.

[0082] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0083] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0084] First, let me explain the terms used in this application:

[0085] A dual-motor drive system refers to a vehicle equipped with two electric motors as power sources. The vehicle controller coordinates the output torque and speed of the two motors to drive the vehicle together or drive different axles separately. Compared with a single-motor system, it can achieve more flexible torque distribution. For example, in the case of a slope, the anti-roll-off torque can be distributed to the two motors as needed for coordinated output, thereby improving the driving performance, stability and safety of the vehicle in complex road conditions.

[0086] A high-voltage failure in a vehicle refers to an abnormal disconnection of the high-voltage system during driving or standby, resulting in the high-voltage circuit between the power battery and the motor controller being severed, causing the vehicle to instantly lose driving power and become unable to move. Common triggering causes include: the high-voltage interlock circuit being disconnected due to a loose plug or damaged wiring harness; the Battery Management System (BMS) actively cutting off the high voltage after insulation detection detects leakage (leakage current exceeding 30mA); failure of the pre-charging process (such as a blown pre-charging resistor or a failed main contactor closure); the Vehicle Control Unit (VCU) or Battery Management System (BMS) executing a protective power-down after detecting abnormalities such as collisions, overheating, or excessive cell voltage differences; and controller area network (CAN) bus communication interference leading to controller misjudgment. Typical symptoms of this failure include a sudden loss of power while driving, the instrument panel displaying a high-voltage system failure or a speed limit warning light, but sometimes no warning lights appear on the instrument panel. Essentially, the high voltage cut-off is a vehicle safety protection mechanism. When the system determines that continuing to carry the voltage poses a risk of electric shock, short circuit, or thermal runaway, it will actively cut off the high voltage to ensure the safety of personnel and vehicles. However, if it is accidentally triggered due to reasons such as loose connection, interference, or component aging, it will cause an unexpected power interruption. A certified technician needs to conduct a system check on the high voltage interlock, insulation performance, contactor status, and controller area network (CAN) communication.

[0087] When a vehicle is traveling on a slope, after the driver releases the brake pedal, the vehicle may roll backward due to gravity. In this case, the anti-rollover function needs to intervene quickly to prevent the vehicle from losing control. Especially under full load conditions, the vehicle weight increases significantly, and the torque requirement for the anti-rollover function is even higher.

[0088] In related technologies, anti-runaway torque is usually calculated based on fixed slope parameters or static loads. When faced with dynamic load changes and complex slope changes, it is difficult to accurately identify the actual load state of the vehicle in real time. This leads to a lag in the output of anti-runaway torque, resulting in vehicle slippage and affecting the safety of the entire vehicle.

[0089] Based on the above, this application overcomes the problem of untimely anti-slip response caused by the lag in traditional single-parameter slope recognition by dynamically calculating the anti-slip torque through real-time fusion of tilt angle and load dual parameters. It avoids invalid motor output and energy waste under non-parking conditions through a secondary verification mechanism for parking conditions, and improves the adaptive accuracy and smoothness of parking on slopes by distributing the anti-slip torque on demand through dual motors.

[0090] The anti-rollback control scheme provided in this application is applicable to dual-motor drive systems of new energy vehicles (especially pure electric buses), including wheel-side dual-motor architectures and dual-motor drive systems with coaxial series-connected Automated Mechanical Transmission (AMT) gearboxes. This dual-motor drive system connects to an in-vehicle network, such as a Controller Area Network (CAN) or Local Interconnect Network (LIN), to an inclination angle sensor (IAS), a vehicle load monitoring system (VLM), a vehicle controller (VCU), a transmission control unit (TCU) or an electronic differential control unit (EDU), a motor control unit (MCU), and a battery management system (BMS), forming a multi-controller collaborative control architecture.

[0091] For example, coaxial series dual-motor systems (with or without an electromechanical automatic transmission (AMT), wheel-side dual-motor drive systems, dual-motor integrated axle systems, etc. This type of control scheme requires the vehicle to be equipped with an inclination sensor system (IAS) and a vehicle load monitoring system (VLM). The inclination sensor system (IAS) monitors the vehicle's slope value in real time and feeds it back to the bus (e.g., CAN harness) in real time, while the load monitoring system (VLM) monitors the vehicle's load information in real time and feeds it back to the bus (e.g., CAN harness) in real time.

[0092] In one of the exemplary embodiments provided in this application, the anti-slip slope control scheme provided in this application can be applied to a wheel-side dual-motor drive system.

[0093] Please see Figure 1 , Figure 1 This is a topology diagram of a wheel-side dual-motor drive system provided in an embodiment of this application. Figure 1 As shown, in this dual-motor drive system, the controllers communicate with each other via the Controller Area Network (CAN) harness to exchange data and transmit commands. The Electronic Differential Controller (EDU) performs electronic differential management and distributes torque in real-time based on the vehicle torque request sent by the VCU via the CAN harness, thus meeting the automatic control requirements of steering differential during vehicle operation and the efficient collaborative drive of the dual-motor drive system.

[0094] MCU1 and MCU2 are used to receive the requested torque from the EDU via the CAN harness and drive the corresponding wheel-side motors through vector control algorithms to output drive torque or electric braking torque.

[0095] The BMS is used to perform information management of the power battery and calculates the allowable charging and discharging power value in real time by combining the battery's current state of charge (SOC), temperature and voltage parameters. The allowable charging and discharging power value is then sent to the VCU via the CAN harness.

[0096] The VCU (Vehicle Controller Unit) is used to identify the throttle and braking signals of the vehicle. Combined with the charging and discharging power allowable value sent by the BMS via the CAN harness, the throttle and braking signals are converted into the corresponding vehicle torque request and then sent to the EDU via the CAN harness.

[0097] In one feasible embodiment, in this wheel-side dual-motor drive system, the vehicle tilt angle value collected by the IAS and the load value collected by the VLM can be acquired in real time via the EDU. Based on this, it is determined whether the vehicle tilt angle value and the load value meet the triggering conditions of the anti-rollover mode. If they do, the control mode of the dual-motor drive system is switched from the current mode to the anti-rollover mode, and further, based on the real-time operating information of the vehicle, it is determined whether the preset parking conditions are met. If the real-time operating information meets the parking conditions, the anti-rollover torque required for parking the vehicle on the slope is calculated based on the vehicle tilt angle value and the load value. Finally, the anti-rollover torque is distributed to each motor in the wheel-side dual-motor system according to a preset strategy, so that each motor outputs anti-rollover torque in concert, thereby achieving stable parking of the vehicle under slope conditions.

[0098] Furthermore, in another embodiment provided in this application, the above-described anti-slip control scheme is also applicable to a dual-motor drive system with AMT (Automated Manual Transmission). Please refer to [link to relevant documentation]. Figure 2 , Figure 2 This is a topology diagram of a dual-motor drive system with an AMT provided in an embodiment of this application. Figure 2 As shown, the dual-motor drive system mainly includes a coaxial series AMT dual-motor system, MCU1 for controlling the auxiliary motor (AM motor), MCU2 for controlling the main drive motor (TM motor), TCU, VCU, power battery and BMS. The controllers communicate with each other via CAN harness to realize data interaction and command transmission.

[0099] The TCU is used to perform gearbox gear management and to distribute torque in real time based on the vehicle torque request sent by the VCU via the CAN harness, so as to meet the automatic gear control requirements during vehicle driving and the efficient collaborative drive of the dual motor system.

[0100] MCU1 and MCU2 are used to receive the requested torque from TCU via CAN harness and drive the corresponding motor through vector control algorithm to output drive torque or electric braking torque; BMS is used to perform information management of power battery and calculate the allowable charging and discharging power value in real time based on the battery's current SOC, temperature and voltage, and send the allowable charging and discharging power value to VCU via CAN harness.

[0101] The VCU is used to identify the throttle and braking signals of the vehicle, and, in conjunction with the charging and discharging power allowable value sent by the BMS via the CAN harness, converts the throttle and braking signals into the corresponding vehicle torque request, which is then sent to the TCU via the CAN harness.

[0102] In another feasible embodiment, based on the dual-motor determination system with AMT, the vehicle tilt angle value can be obtained in real time through TCU. Based on this, it is determined whether the vehicle tilt angle value and load value meet the triggering conditions of the anti-rollover mode. If they meet, the control mode of the dual-motor drive system is switched from the current mode to the anti-rollover mode, and further, based on the real-time operating information of the vehicle, it is determined whether the preset parking conditions are met. If the real-time operating information meets the parking conditions, the anti-rollover torque required for parking the vehicle on the slope is calculated based on the vehicle tilt angle value and load value. Finally, the anti-rollover torque is distributed to each motor in the wheel-side dual-motor system according to a preset strategy so that each motor can output anti-rollover torque in concert, thereby achieving stable parking of the vehicle under slope conditions.

[0103] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0104] Figure 3 This is a schematic flowchart illustrating the anti-slippage control method provided in an embodiment of this application. This method can be applied to... Figure 1 and Figure 2 The illustrated dual-electric drive system is specifically executed by a torque distribution controller within this system, which can be an EDU and a TCU. It should be understood that this method can also be applied to other exemplary implementation environments and executed by controllers in other implementation environments; this embodiment does not limit the implementation environment to which this method is applicable.

[0105] like Figure 3 As shown, the flow chart of this landslide prevention and control method includes steps S301 to S304, which are described in detail below:

[0106] Step S301: Obtain the vehicle tilt angle and load value in real time.

[0107] For example, the vehicle tilt angle value collected by the IAS can be obtained in real time via CAN harness communication. The IAS typically uses a micro-electro-mechanical system (MEMS) accelerometer to detect the vehicle's longitudinal and lateral tilt angles to accurately reflect the slope information of the current incline. Simultaneously, the load value collected by the VLM can also be obtained in real time via CAN harness communication. The VLM typically uses displacement sensors or strain gauge signals from the suspension system, combined with vehicle suspension characteristic parameters, to estimate the actual load weight of the vehicle.

[0108] Step S302: If the vehicle tilt angle and load value meet the triggering conditions of the anti-slipping mode, the control mode of the dual-motor drive system is switched to the anti-slipping mode, and it is determined whether the real-time operating information of the vehicle meets the preset vehicle parking conditions.

[0109] For example, after obtaining the vehicle's tilt angle and load value, the tilt angle and load value are first jointly determined to see if the triggering conditions for the anti-rollover mode are met. Specifically, when the vehicle tilt angle is greater than a preset slope threshold and the load value is within the effective load range, the triggering conditions for the anti-rollover mode are determined to be met. The slope threshold can be set according to the vehicle's maximum gradeability and safety margin, while the effective load range is used to exclude abnormal working conditions such as no-load or overload to avoid false triggering.

[0110] If the triggering conditions for the anti-rollover mode are met, the control mode of the dual-motor drive system will be switched from the current driving mode or parking mode to the anti-rollover mode. In the anti-rollover mode, the real-time operating information of the vehicle will be further obtained. The real-time operating information includes, but is not limited to, parameters such as the vehicle's current speed, brake pedal status, gear status, and output torque of the drive motor.

[0111] Then, based on the real-time operating information of the vehicle, it is determined whether the preset vehicle parking conditions are met. For example, the vehicle parking conditions can be set as the vehicle speed is lower than the preset parking speed threshold, the brake pedal is depressed and the gear is in parking or neutral, so as to ensure that the vehicle is indeed in a parking condition on a slope rather than a temporary deceleration or starting condition.

[0112] Step S303: If the real-time operating information meets the preset vehicle parking conditions, then the anti-slip torque required for parking the vehicle on the slope is determined based on the vehicle's overall tilt angle and load value.

[0113] For example, if the vehicle's real-time operating information meets the preset vehicle parking conditions, the system calculates the anti-rollover torque required for parking the vehicle on the slope based on the vehicle tilt angle and load value. Specifically, the slope angle of the current ramp can be determined based on the vehicle tilt angle value collected by IAS, and the current total mass of the vehicle can be obtained by combining it with the load value collected by VLM. Then, the gravity component in the ramp direction can be calculated based on the vehicle dynamics model.

[0114] At the same time, the rolling resistance component of the vehicle on the slope and the preset safety margin coefficient must also be taken into account to obtain the target value of the anti-slip torque. The safety margin coefficient is used to compensate for uncertainties such as fluctuations in the road surface friction coefficient and motor response delay, ensuring that the anti-slip torque has sufficient margin to cope with the risk of the vehicle slipping on the slope.

[0115] In the calculation of anti-rollover torque, the load value directly affects the magnitude of the gravity component, while the vehicle tilt angle determines the decomposition ratio of gravity along the slope direction. The two together constitute the core input for anti-rollover torque calculation. By coupling the load value and the vehicle tilt angle value, the anti-rollover torque can be adaptively adjusted according to changes in vehicle load and slope, avoiding under-protection or over-protection problems caused by fixed torque settings, thereby achieving accurate output of anti-rollover torque under slope parking conditions.

[0116] Step S304: Distribute the anti-runaway torque to each motor in the dual-motor drive system.

[0117] For example, after determining the anti-rollback torque required for the vehicle to park on a slope, the system distributes the anti-rollback torque to each motor in the dual-motor system according to a preset distribution strategy, so that each motor can work together to output the anti-rollback torque and achieve stable parking of the vehicle under slope conditions.

[0118] Optionally, in some feasible embodiments, the maximum output torque range of each motor can be determined based on the current available torque capacity and efficiency mapping of each motor in the dual-motor system; on this basis, the anti-rollover torque can be proportionally distributed to each motor in combination with the current steering state of the vehicle and the difference in load distribution between the left and right wheels.

[0119] When the vehicle is in a straight, hilly condition, the anti-slip torque can be evenly distributed according to the ratio of the rated torques of the left and right motors.

[0120] When a vehicle is in a turning and parking situation, the anti-slip torque needs to be distributed differently according to the load difference between the inner and outer wheels to ensure that both the inner and outer wheels can provide anti-slip torque that matches the current load, and avoid vehicle sideslip due to insufficient torque on one side.

[0121] In addition, during the distribution of anti-rollover torque, it is necessary to monitor the temperature status of each motor and the current allowable discharge power of the battery in real time, and dynamically correct the distribution results. If the temperature of any motor exceeds the preset over-temperature protection threshold or the battery discharge power is insufficient, the system will reduce the distributed torque of that motor accordingly and compensate the reduced part to another motor to ensure that the total anti-rollover torque is not less than the minimum value required for hill parking, thereby ensuring the reliability of vehicle hill parking under the premise of meeting the safety operation constraints of each motor.

[0122] Optionally, if the dual-motor drive system is as follows Figure 1The wheel-side dual-motor drive system shown in the diagram determines the anti-rollover torque by analyzing the vehicle tilt angle value collected by the IAS to determine the slope direction and gradient. It also combines the load values ​​collected by the VLM to obtain the load distribution ratio of the left and right wheels. The anti-rollover torque is then distributed to the left and right wheel-side motors according to the load ratio of the left and right wheels, so that the anti-rollover torque output by each wheel-side motor matches the actual load of the corresponding wheel. When the vehicle is in a steering and parking condition, the inner and outer wheels are further identified according to the steering state, and the anti-rollover torque is differentiated based on the load difference between the inner and outer wheels, so that the inner and outer wheel-side motors output anti-rollover torque adapted to their respective loads.

[0123] Optionally, if the dual-motor drive system is Figure 2 The dual-motor drive system with AMT gearbox shown above, after determining the anti-slip torque, first converts the anti-slip torque to the gearbox input end according to the current gear state and corresponding transmission ratio of the AMT gearbox. Then, combined with the efficiency mapping diagram of AM motor and TM motor and their respective current available torque capacity, the anti-slip torque is distributed to AM motor and TM motor according to the principle of optimal efficiency.

[0124] Specifically, when the AMT transmission is in a low gear, the transmission ratio is large, and the AM motor is given priority to bear the main anti-slip torque to make full use of the torque amplification effect of the low gear, while the TM motor provides auxiliary anti-slip torque. When the AMT transmission is in a high gear, the torque is evenly distributed according to the rated torque ratio of the AM motor and the TM motor to avoid overloading of a single motor.

[0125] At the same time, the clutch engagement state of the AMT transmission must also be considered. If the clutch is in a semi-engaged state, additional compensation is needed for the torque loss caused by clutch slippage. This torque increment is distributed to the TM motor to ensure that the total anti-runaway torque transmitted to the drive wheel end through the transmission is not less than the minimum value required for hill parking. This ensures the reliability of the vehicle's hill parking while meeting the safety operation constraints of the AMT transmission and dual motors.

[0126] In the embodiments provided in this application, by acquiring the vehicle tilt angle and load values ​​in real time and jointly determining the triggering conditions, the limitations of traditional fixed torque anti-rollover schemes that cannot adapt to different slopes and load conditions are overcome. By combining real-time operating information to determine the parking conditions, the false triggering of the anti-rollover mode is avoided when the vehicle is parked on a non-slope. By calculating the anti-rollover torque based on the coupling of tilt angle and load and distributing it differently according to the motor capacity, the accuracy of the anti-rollover torque output and the collaborative reliability of the dual-motor system under slope parking conditions are improved.

[0127] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of obtaining the vehicle's load value in real time may further include steps S401 to S403, which are described in detail below:

[0128] Step S401: Obtain the real-time acceleration value of the vehicle;

[0129] Step S402: Filter the real-time load of the vehicle based on the real-time acceleration value to obtain the filtered real-time load;

[0130] Step S403: Use the filtered real-time load as the vehicle's load value.

[0131] For example, the vehicle's acceleration value can be acquired in real time. This acceleration value can be directly collected by the MEMS accelerometer in the IAS tilt sensing system, or it can be calculated by the VCU by fusing data from wheel speed sensors and inertial measurement units (IMUs) to reflect the dynamic acceleration changes of the vehicle in the longitudinal, lateral and vertical directions.

[0132] After acquiring the real-time acceleration value, the acceleration value is used as the observation input to filter the raw real-time load collected by the VLM load monitoring system. For example, the filtering process can be Kalman filtering. Specifically, the raw real-time load collected by the VLM is used as the observation value, the load prediction value derived from the vehicle dynamics model is used as the prior estimate value, and the observation noise covariance matrix is ​​constructed using the real-time acceleration value.

[0133] When the absolute value of the real-time acceleration is large, increase the observation noise covariance to reduce the weight of the observation.

[0134] When the absolute value of the real-time acceleration is small, the observation noise covariance is reduced to increase the weight of the observation, thereby adaptively suppressing the dynamic load fluctuation component caused by vehicle acceleration, deceleration or steering, and retaining the static load component caused by the vehicle's own weight and the actual cargo carried, to obtain the filtered real-time load. Finally, the real-time load processed by Kalman filtering is used as the current load value of the vehicle, which is used for the subsequent triggering determination of the anti-slip mode and the calculation of the anti-slip torque.

[0135] In addition to Kalman filtering, filtering can also be any of the following: low-pass filtering, moving average filtering, median filtering, weighted moving average filtering, Butterworth filtering, complementary filtering, adaptive filtering, or particle filtering.

[0136] For example, when using a low-pass filter, the original real-time load is filtered at a preset cutoff frequency to remove high-frequency dynamic load fluctuation components caused by vehicle acceleration, deceleration or steering, while retaining low-frequency static load components.

[0137] When using moving average filtering or weighted moving average filtering, the average or weighted average of multiple consecutive frames of raw real-time load is taken within a preset time window to smooth transient fluctuations in the load data.

[0138] When median filtering is used, the median of the original real-time load is taken as the output within a preset time window to effectively suppress load jumps caused by occasional pulse interference from the sensor.

[0139] When complementary filtering is used, the low-frequency load estimate obtained by integrating the acceleration value once is weighted and fused with the original real-time load acquired by VLM, so as to take into account both dynamic response speed and steady-state accuracy.

[0140] When adaptive filtering is used, the bandwidth or weighting coefficient of the filter is automatically adjusted with reference to the real-time acceleration value, so that the filtering intensity changes adaptively with the intensity of the vehicle's dynamic operating conditions.

[0141] When particle filtering is used, the posterior probability distribution of the load is approximated by multiple sets of particles, which is suitable for scenarios where there is a strong nonlinear coupling relationship between the load and acceleration.

[0142] In this application, the specific filtering method is not limited.

[0143] In the embodiments provided in this application, by introducing dynamic filtering correction of load data based on real-time acceleration values, the interference of load fluctuations caused by acceleration, deceleration or steering during vehicle operation on the load value is effectively eliminated, ensuring that the load value can truly reflect the actual load state of the vehicle, and providing a reliable data basis for the accurate calculation of anti-runaway torque.

[0144] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of determining the anti-rollover torque required for parking on a slope based on the vehicle's overall tilt angle and load value may further include the following steps, which are detailed below:

[0145] Query the preset anti-slip torque mapping table to determine the anti-slip torque that matches the vehicle tilt angle and load value;

[0146] The anti-rollover torque mapping table includes anti-rollover torques corresponding to multiple combinations of different vehicle tilt angle values ​​and load values.

[0147] For example, when determining the anti-rollover torque required for parking a vehicle on a slope, the anti-rollover torque mapping table is queried using the vehicle tilt angle and load values ​​as indexes. The anti-rollover torque that best matches the current vehicle tilt angle and load values ​​is selected as the target output value. When the vehicle tilt angle or load value falls exactly between two adjacent nodes in the mapping table, a bilinear interpolation method is used to perform a weighted calculation on the anti-rollover torques corresponding to the adjacent nodes to obtain a continuous and smooth anti-rollover torque output, avoiding torque abrupt changes caused by discrete table lookups.

[0148] It should be noted that, in the embodiments provided in this application, after integrating IAS and VLM into the dual-motor drive system, the entire vehicle needs to complete static and dynamic multi-point calibration to establish an anti-rollover torque mapping table. This anti-rollover torque mapping table contains anti-rollover torques corresponding to multiple combinations of vehicle tilt angle values ​​and load values. The correspondence between each combination and the anti-rollover torque is obtained based on joint calibration of vehicle dynamics simulation and actual vehicle slope parking test data, covering the commonly used slope range and the anti-rollover torque requirements under full load to no load conditions.

[0149] Specifically, during the static calibration phase, the vehicle is placed on standard ramps with different inclines, and the normal load of each wheel and the minimum output torque required for the motor to keep the vehicle from slipping are measured under no-load, half-load, and full-load conditions, respectively, to form initial mapping data.

[0150] During the dynamic calibration phase, the vehicle undergoes driving tests under different gradients and load combinations, including slow acceleration, slow braking, and steering conditions. Load transfer data caused by acceleration is collected, and the initial mapping data is dynamically corrected to eliminate the influence of load fluctuations under unsteady conditions on the accuracy of anti-rollover torque calibration. The resulting anti-rollover torque mapping table can accurately reflect the actual anti-rollover torque requirements of the vehicle under various actual slope parking conditions.

[0151] In the embodiments provided in this application, the matching anti-rollover torque is determined by querying a preset anti-rollover torque mapping table using the vehicle tilt angle value and load value as an index. This overcomes the limitation that the fixed torque anti-rollover scheme cannot adapt to different slopes and load conditions. By using an offline calibrated mapping table instead of online real-time solution, the calculation delay and resource consumption caused by real-time calculation of the torque required for parking on a slope are avoided. By covering the full slope range and the full load conditions from full load to no load, the accuracy and real-time performance of the anti-rollover torque determination are improved.

[0152] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned anti-slide control method may further include the following steps, which are described in detail below:

[0153] If the real-time operating information of the vehicle is detected to meet the preset exit conditions of the anti-slip mode, the control mode of the dual-motor drive system will be switched to torque control mode.

[0154] For example, during the operation of the anti-slip mode, when the real-time operating information meets the preset anti-slip mode exit conditions, the control mode of the dual-motor drive system switches from the anti-slip mode back to the torque control mode to restore the normal driving response of the vehicle.

[0155] Optionally, during the control mode switching process, the torque output of the dual motors needs to smoothly transition from the anti-runaway torque to the target torque in the torque control mode, in order to avoid vehicle jerking or discomfort to the driver and passengers due to sudden torque changes.

[0156] Specifically, at the moment of mode switching, each motor in the dual-motor drive system gradually attenuates the current output anti-rollover torque component with a preset torque change slope. At the same time, the target torque component calculated by the driver's pedal intention or VCU drive strategy in the torque control mode is superimposed, so that the wheel-end drive torque changes continuously, completing the seamless switch from anti-rollover mode to torque control mode, thereby ensuring that the vehicle can smoothly respond to the driver's acceleration or braking operation after exiting the anti-rollover mode.

[0157] In the embodiments provided in this application, the control mode is switched from anti-rollback mode back to torque control mode in a timely manner when the exit conditions are met in real-time operating conditions, thus overcoming the problem that the vehicle cannot respond to normal driving intentions due to continuous operation of anti-rollback mode.

[0158] Based on the above embodiments, in one exemplary embodiment provided in this application, the exit condition of the above-mentioned anti-slip mode includes at least one of the following:

[0159] The vehicle's handbrake signal is active;

[0160] The vehicle's brake switch signal is valid;

[0161] The opening of the vehicle's brake pedal is greater than the first preset brake opening threshold.

[0162] The vehicle's neutral signal is valid;

[0163] The vehicle's throttle signal is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollover torque;

[0164] The vehicle's parking time on the slope has reached the preset time threshold;

[0165] The vehicle experienced a high-voltage fault.

[0166] Specifically, when the vehicle is triggered to exit the anti-slip mode, the vehicle's real-time operating information should include at least one of the following:

[0167] The vehicle's handbrake signal is active, indicating that the driver has taken over hill-holding via mechanical braking, and the anti-slip mode no longer needs to be maintained.

[0168] The vehicle's brake switch signal is active, indicating that the driver has a clear intention to brake and that the braking demand should be prioritized over the anti-rollover torque output.

[0169] If the vehicle's brake pedal opening value is greater than the first preset brake opening threshold, it indicates that the driver has applied sufficient braking force to overcome the risk of rolling back on the slope, and the anti-rollback torque can be safely disengaged.

[0170] The vehicle's neutral signal is active, indicating that the vehicle has disengaged from the drive gear. The motor torque output in anti-rollover mode has lost its transmission path and must be disengaged in time to avoid motor stalling.

[0171] If the vehicle's throttle signal is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollback torque, it indicates that the driver's starting intention is clear and the driving force is sufficient to overcome the slope resistance. The anti-rollback torque should give way to the driver's acceleration request.

[0172] If the vehicle's hill-dwelling duration reaches the preset time threshold, it indicates that the vehicle has been in hill-dwelling condition for an extended period. To prevent the motor from overheating due to continuous high current output, the anti-slipping mode must be forcibly exited and the vehicle must enter a protection state.

[0173] The occurrence of a high-voltage fault in the vehicle indicates that the high-voltage circuit has lost its normal power supply capability, and the motor can no longer output anti-runaway torque. It is necessary to immediately exit the anti-runaway slope mode to ensure driving safety.

[0174] In the embodiments provided in this application, by setting multi-dimensional exit conditions covering driver braking intention, gear status, throttle request and fault protection, the limitation of the anti-rollback mode being unable to respond to driver intention or abnormal operating conditions in a timely manner due to a single exit criterion is overcome. By forcibly exiting when parking on the slope for too long or when a high-voltage fault occurs, the safety hazards caused by the continuous output of anti-rollback torque under long-term overload or power failure of the motor are avoided. By prioritizing the response to the handbrake and braking signals to exit the anti-rollback mode, the flexibility of driver operation and driving safety under slope parking conditions are improved.

[0175] Based on the above embodiments, in one exemplary embodiment provided in this application, the triggering conditions for the above-mentioned anti-slippage mode include:

[0176] The vehicle tilt angle value is greater than or equal to the preset tilt angle threshold;

[0177] Under the dynamic operating conditions of the vehicle, the change in load value within a preset time period is less than or equal to the first preset change threshold.

[0178] Under static conditions of the vehicle, the change in load value within a preset time period is less than or equal to the second preset change threshold.

[0179] The second preset change threshold is less than the first preset change threshold.

[0180] For example, the anti-rollover mode requires both a slope condition and a load stability condition to be met simultaneously. The slope condition requires the vehicle tilt angle to be greater than or equal to a preset tilt angle threshold, indicating that the vehicle is already on a slope where rollover prevention is necessary. The load stability condition is used to exclude false triggers caused by load fluctuations due to passenger boarding / alighting, cargo loading / unloading, etc., and is specifically divided into two judgment paths: dynamic and static conditions.

[0181] Specifically, under dynamic operating conditions, with a preset time window as the observation window, when the change in load value within this window is less than or equal to the first preset change threshold, the load is determined to be in a relatively stable state, and the anti-slip-up mode can be triggered. Since the vehicle is in a driving or preparing to start state under dynamic operating conditions, acceleration, braking and steering operations will cause axle load transfer, resulting in a large short-term fluctuation in load value. Therefore, the first preset change threshold is set relatively loosely to avoid the anti-slip-up mode being mistakenly triggered due to normal load fluctuations.

[0182] Under static conditions, with the same preset time period as the observation window, if the change in load value within this window is less than or equal to the second preset change threshold, the load is determined to be in a stable state, and the anti-slippage mode can be triggered. Since the vehicle is completely stationary under static conditions, the load change only comes from the actual increase or decrease of personnel or goods, and the fluctuation amplitude itself is small. Therefore, the second preset change threshold is set relatively strictly and is less than the first preset change threshold to effectively filter out weak sensor noise interference and improve the reliability of triggering judgment.

[0183] In the embodiments provided in this application, by setting a dual triggering condition of vehicle tilt angle threshold and load stability, the limitation of a single slope criterion in accurately identifying the actual parking conditions when the load fluctuates frequently is overcome. By adopting differentiated load change thresholds for dynamic and static conditions, false triggering caused by dynamic axle load transfer and false judgment caused by static sensor noise are avoided. Through the graded design of the second preset change threshold being less than the first preset change threshold, the accuracy and reliability of the anti-slip mode triggering judgment under all working conditions are improved.

[0184] Based on the above embodiments, in one exemplary embodiment provided in this application, the above-mentioned vehicle parking conditions include:

[0185] The vehicle's handbrake signal is invalid;

[0186] The accelerator pedal opening value of the vehicle is less than or equal to the preset accelerator pedal opening threshold;

[0187] The vehicle's brake pedal opening value is less than or equal to a second preset brake opening threshold, wherein the second preset brake opening threshold is less than a first preset brake opening threshold.

[0188] The vehicle's forward or reverse gear signal is valid;

[0189] The speed of any motor in the vehicle's dual-motor drive system exceeds a preset speed threshold.

[0190] The absolute value of the vehicle's overall tilt angle is greater than the preset tilt angle threshold;

[0191] In the dual-motor drive system of the vehicle, the actual running direction of any motor is opposite to the desired driving direction, which is the driving direction corresponding to the vehicle's gear position signal.

[0192] The vehicle did not experience a high-voltage fault.

[0193] Specifically, in some feasible embodiments provided in this application, the operating condition information for vehicle parking on a slope includes the following:

[0194] The handbrake signal is inactive, indicating that the driver has not engaged the mechanical parking brake. The vehicle's hill-holding capability depends entirely on the anti-rollback torque output by the motor, which is a prerequisite for the anti-rollback mode to be activated.

[0195] If the accelerator pedal opening value is less than or equal to the preset accelerator pedal opening threshold, it indicates that the driver has no intention to accelerate. The motor torque does not need to respond to the drive request and can be used entirely for hill-holding in anti-slip conditions.

[0196] If the brake pedal opening value is less than or equal to the second preset brake opening threshold, and the second preset brake opening threshold is less than the first preset brake opening threshold, it indicates that the braking force applied by the driver is too small to overcome the risk of rolling back on the slope on its own, and the motor's anti-rollback torque is required to assist in parking on the slope. Using the second preset brake opening threshold, which is less than the first preset brake opening threshold, as the judgment threshold, the anti-rollback mode can be triggered when the driver only slightly touches the brake pedal and has not yet established effective braking force, thus preventing the risk of rolling back due to the lag of the brake pedal signal.

[0197] When the forward or reverse gear signal is active, it indicates that the vehicle has been engaged in drive gear, the motor torque has a path to be transmitted to the wheels, and the anti-rollover torque can be effectively applied to the ground through the drive wheels to achieve hill-holding.

[0198] If the speed of any motor in the dual-motor drive system exceeds the preset speed threshold, it indicates that the vehicle is not completely stationary and may be in a slow rolling or semi-clutch creeping state. The motor needs to actively output anti-rolling torque to suppress the increase in vehicle speed or maintain the current speed.

[0199] If the absolute value of the vehicle tilt angle is greater than the preset tilt angle threshold, it indicates that the vehicle is in a slope condition and the component of gravity along the slope direction has reached a level that requires motor intervention to prevent the vehicle from rolling back, thus meeting the slope triggering conditions for the anti-rollback mode.

[0200] In a dual-motor drive system, if the actual running direction of any motor is opposite to the desired driving direction (which corresponds to the gear signal), it indicates that the motor is being dragged by the vehicle and the vehicle is prone to slipping. Anti-slip torque must be output immediately to prevent the vehicle speed from increasing further.

[0201] The absence of a high-voltage fault in the vehicle indicates that the high-voltage circuit is functioning normally, the motor has the capability to output anti-runaway torque, and the anti-runaway slope mode can be safely activated.

[0202] In the embodiments provided in this application, by setting multi-dimensional parking conditions covering handbrake status, pedal opening, gear signal, motor speed and running direction, the limitations of a single slope criterion in erroneously triggering the anti-rollover mode on flat roads or when the load fluctuates are overcome. By setting the second preset brake opening threshold to be lower than the first preset brake opening threshold, the risk of failing to intervene in anti-rollover in time when the driver slightly touches the brake pedal due to the judgment threshold being too high is avoided. By introducing the reverse judgment between the actual running direction of the motor and the desired driving direction, the early identification ability of the vehicle having a tendency to rollover and the accuracy of the parking condition judgment are improved.

[0203] Secondly, embodiments of this application also provide a method for preventing landslides, which can be applied to... Figure 1 and Figure 2 The illustrated dual-electric drive system is specifically executed by a motor controller within this system. The motor controller can be... Figure 1 and Figure 2 The method is described in the context of MCU1 and MCU2. It should be understood that this method can also be applied to other exemplary implementation environments and executed by controllers in those environments; this embodiment does not limit the implementation environment to which the method is applicable.

[0204] The specific implementation process of this anti-slippage control method includes at least steps S501 and S502, which are detailed below:

[0205] Step S501: When receiving the instruction from the torque distribution controller that the control mode of the dual-motor drive system should enter the anti-slip mode, switch to the zero-speed control mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load values.

[0206] Step S502: Based on the torque allocated by the torque distribution controller, control the output motor corresponding to the motor controller.

[0207] For example, when the torque distribution controller sends an instruction to enter the anti-slip mode of the dual-motor drive system, the current control mode is immediately switched to the zero-speed control mode, so that the dual-motor drive system runs with zero speed as the control target. Each motor outputs anti-slip torque in the opposite direction to the slope slippage trend, so as to keep the vehicle wheel speed stable near zero and achieve slope parking.

[0208] The zero-speed control mode refers to setting the target speed of the motor to zero and using a proportional-integral (PI) regulator to perform closed-loop regulation of the motor current. The proportional element achieves rapid dynamic response, while the integral element eliminates steady-state deviation. This allows the motor rotor to strictly maintain a zero-speed state even under external disturbances such as gravity components on slopes, road impacts, and transmission gaps. This effectively prevents the vehicle from slipping under conditions such as parking on slopes, while also achieving high speed control accuracy and low system energy consumption.

[0209] The torque distribution controller determines whether the current working condition meets the triggering conditions of the anti-slip mode based on the real-time acquired vehicle tilt angle and load values. When the absolute value of the vehicle tilt angle exceeds the preset tilt angle threshold and the change in the load value within the preset time does not exceed the preset change threshold under the corresponding working condition, the control mode of the dual motor drive system is switched to the anti-slip mode, and a corresponding mode switching command is generated and sent to the motor controller.

[0210] During the anti-slip-up mode, the anti-slip-up torque is calculated and distributed to each motor based on the torque distribution controller. The motor controller drives the corresponding output motor, so that each motor outputs a braking torque opposite to the vehicle's tilt angle, thereby suppressing the vehicle's tendency to slip along the slope.

[0211] In the embodiments provided in this application, the torque distribution controller makes real-time judgments based on the vehicle tilt angle and load, and uniformly issues mode switching commands. This overcomes the problem of response lag and inconsistency caused by independent judgments by each controller. By switching to the zero-speed control mode and distributing anti-rollover torque as needed, the risk of vehicle rollover caused by speed loss or insufficient torque when parking on a slope is avoided. By dynamically adjusting the torque distribution based on real-time operating conditions, the reliability and adaptability of maintaining parking on slopes under different slope and load conditions are improved.

[0212] Based on the above embodiments, in the embodiments provided in this application, the specific implementation process of the above-mentioned anti-slippage control method may further include steps S601 to S604, which are described in detail below:

[0213] Step S601: Obtain the real-time speed fluctuation value of each motor in the dual-motor drive system;

[0214] Step S602: Based on the real-time speed fluctuation value of each motor, determine the target motor in the dual-motor drive system. The target motor is the motor whose real-time speed fluctuation value is greater than the target speed fluctuation threshold.

[0215] Step S603: Determine the active damping compensation value corresponding to the target motor using the whole vehicle vibration model and real-time speed fluctuation value;

[0216] Step S604: Perform damping control on the target motor based on the active damping compensation value.

[0217] For example, the speed signals of each motor in the dual-motor drive system can be collected in real time, and the real-time speed fluctuation value of each motor can be calculated to monitor whether there is abnormal speed oscillation at the output end of each motor during the parking process on the slope.

[0218] The real-time speed fluctuation value of each motor is compared with the target speed fluctuation threshold. The motor whose real-time speed fluctuation value is greater than the target speed fluctuation threshold is identified as the target motor. This indicates that there is obvious speed oscillation at the output end of the motor, which may be caused by the excitation of the slope road surface, the cogging effect of the motor teeth or the transmission clearance. Active damping compensation is required to suppress the oscillation.

[0219] For the identified target motor, the active damping compensation value corresponding to the target motor is calculated by combining the vehicle vibration model and the real-time speed fluctuation value of the motor. The vehicle vibration model characterizes the vibration transmission characteristics of the road excitation transmitted to the drive shaft through the suspension under the slope condition, and the real-time speed fluctuation value reflects the amplitude and frequency characteristics of the current vibration. The combination of the two can accurately quantify the magnitude and phase of the compensation torque required to suppress speed oscillation.

[0220] The calculated active damping compensation value is superimposed on the torque command of the target motor to implement damping control on the target motor. This causes the motor output to produce a compensation torque that is opposite to the direction of speed oscillation, quickly attenuating speed fluctuations and restoring the smoothness of motor output. This improves ride comfort and drive system stability during hill parking.

[0221] In the embodiments provided in this application, by real-time monitoring of the speed fluctuations of each motor and combining the active damping compensation value with the vehicle vibration model, the limitation of fixed damping strategy being unable to adapt to the individual oscillation characteristics of each motor under slope conditions is overcome. By implementing precise damping control only on the target motor whose speed fluctuation exceeds the threshold, the torque waste caused by uniform compensation of all motors and the interference to the output of normal motors are avoided. Through active damping compensation, the speed oscillation is quickly attenuated, thereby improving the operating stability and ride comfort of the drive system during slope parking.

[0222] Based on the above embodiments, in one exemplary embodiment provided in this application, the specific implementation process of the above-mentioned anti-slide control method can further include the following steps, which are described in detail below:

[0223] Based on the gearbox gear positions of the vehicle's dual-motor drive system, the target speed fluctuation threshold for each motor in the dual-motor drive system is determined.

[0224] For example, in a dual-motor drive system with an AMT gearbox, the AM motor and TM motor occupy different positions in the transmission chain and play different roles in torque output. Their speed fluctuation characteristics are significantly different in the same AMT gear. Therefore, it is necessary to set target speed fluctuation thresholds for the AM motor and TM motor respectively, which are adapted to the current AMT gearbox gear.

[0225] In low-gear operation, the AMT transmission has a large gear ratio, and the TM motor, as the main drive source, outputs a large torque. After being amplified by the large gear ratio, it acts on the wheels. The transmission chain has high torsional stiffness, and the speed fluctuation of the TM motor is mainly affected by the cogging torque, and the amplitude is relatively controllable. The target speed fluctuation threshold for the TM motor can be set to a lower value. On the other hand, the AM motor usually plays an auxiliary drive or energy recovery role in low gear, with a smaller torque output and intermittent operation. Its speed fluctuation is more sensitive to sudden load changes. The target speed fluctuation threshold for the AM motor should be set to a value slightly higher than that for the TM motor to avoid normal fluctuations in auxiliary operation being misjudged as abnormal oscillations.

[0226] In high-gear operation, the AMT transmission has a smaller gear ratio and the TM motor has a higher speed. The gear meshing clearance and half-shaft elastic deformation in the transmission chain have a more significant amplification effect on speed fluctuations. The speed fluctuation amplitude of the TM motor is naturally larger, so the target speed fluctuation threshold for the TM motor needs to be appropriately raised. In contrast, the AM motor also has a higher speed in high gears, but because its torque output accounts for a relatively low proportion, the speed fluctuation is less affected by the coupling effect of disturbances at the main drive end. The overall fluctuation amplitude is lower than that of the TM motor. The target speed fluctuation threshold for the AM motor can be set to be lower than that of the TM motor but higher than that of the low gear, so as to balance sensitivity and anti-false judgment capability.

[0227] In another feasible embodiment, for the wheel-side dual-motor drive system, the left and right motors independently drive the corresponding side wheels. The transmission chain only includes the motor to the wheel-side reducer, without a central differential or long drive shaft. The speed fluctuation characteristics of the left and right wheels are directly affected by the road conditions and load status of each wheel. Therefore, the target speed fluctuation threshold of each motor needs to be determined in combination with the current driving gear and the differences in the independent load status of the left and right wheels.

[0228] On flat roads or when the vehicle tilt angle is small, the driving torque borne by the left and right motors is basically equal, and the speed fluctuation characteristics of the left and right wheels tend to be consistent. Therefore, the same target speed fluctuation threshold can be set for the left and right motors. On slopes, the vehicle tilt angle causes uneven distribution of normal load on the left and right wheels. The load on the uphill wheels increases, while the load on the downhill wheels decreases. The downhill motor is more prone to speed fluctuations due to its lighter load. Therefore, the target speed fluctuation threshold for the downhill motor should be appropriately lowered to improve detection sensitivity. The uphill motor, due to its heavier load, naturally has smaller speed fluctuations. Therefore, its target speed fluctuation threshold can be appropriately increased to avoid misjudgment.

[0229] When the vehicle is turning, the inner and outer wheels travel different distances. The inner and outer motors need to output different speeds to achieve differential steering. The speed of the outer motor is higher than that of the inner motor, and the outer wheel bears a greater lateral force. The speed fluctuation characteristics are significantly different from those of the inner motor. Target speed fluctuation thresholds that match the current steering radius and steering rate need to be set for the inner and outer motors respectively. Because the outer motor has a higher speed and is affected by lateral force excitation, its target speed fluctuation threshold should be higher than that of the inner motor.

[0230] In the embodiments provided in this application, by matching a dedicated threshold for the speed fluctuation characteristics of each motor in the current gear, misjudgment and omission caused by changes in transmission chain stiffness in high gears and by cogging effect in low gears are avoided. Through the joint mapping of gear and motor type, the accuracy of target motor determination and the effectiveness of active damping compensation are improved.

[0231] Please see Figure 4 , Figure 4 The overall flowchart of the anti-slippage control provided in the embodiments of this application is as follows: Figure 4 As shown, if the vehicle's anti-rollover mode is triggered, the torque distribution controller (such as...) needs to be adjusted. Figure 4 TCU or EDU in the middle) and motor controller (such as Figure 4 Initialization is performed on MCU1 and MCU2 in the MCU.

[0232] After initialization, the torque distribution controller sends MCU enable and mode commands to the two motors. The motor controller determines whether it has received the enable and mode commands from the torque distribution controller. If so, it sets the corresponding bit for enable and mode. The torque distribution controller determines whether the MCU enable and mode are executed according to the commands. If so, it determines whether the preset parking conditions are met based on the vehicle's real-time operating information. If so, it sends control mode commands and a slope slip flag to the two motor controllers (MCU1 and MCU2). The motor controllers (MCU1 and MCU2) determine whether they have received the speed control mode command from the torque distribution controller. If so, they switch the motor speed mode to zero speed control mode.

[0233] On the other hand, the torque distribution controller combines the vehicle's tilt angle and overall vehicle load to query the MAP table, determines the corresponding anti-rollover torque for the vehicle, and monitors the overall vehicle status in real time. Then, based on the anti-rollover torque, it generates a torque distribution command and sends it to the two motor controllers.

[0234] On one hand, the motor controller executes the torque distribution command and monitors in real time whether the fluctuation of the motor output shaft speed exceeds a preset fluctuation threshold. If so, it triggers the active damping function to control the output shaft speed smoothly. The torque distribution controller determines whether the vehicle's real-time operating conditions meet the exit conditions for the anti-rollover control mode. If so, it sends an exit anti-rollover flag and the corresponding control mode to both motor controllers. The motor controller determines whether it receives the exit flag and torque control command. If so, it switches the motor control mode to torque control mode and disables the active damping function.

[0235] The triggering conditions for the anti-slide mode include:

[0236] The vehicle tilt angle value is greater than or equal to the preset tilt angle threshold;

[0237] Under the dynamic operating conditions of the vehicle, the change in load value within a preset time period is less than or equal to the first preset change threshold.

[0238] Under static conditions of the vehicle, the change in load value within a preset time period is less than or equal to the second preset change threshold.

[0239] The second preset change threshold is less than the first preset change threshold.

[0240] The exit conditions for the anti-slide mode include at least one of the following:

[0241] The vehicle's handbrake signal is active;

[0242] The vehicle's brake switch signal is valid;

[0243] The opening of the vehicle's brake pedal is greater than the first preset brake opening threshold.

[0244] The vehicle's neutral signal is valid;

[0245] The vehicle's throttle signal is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollover torque;

[0246] The vehicle's parking time on the slope has reached the preset time threshold;

[0247] The vehicle experienced a high-voltage fault.

[0248] Among them, the vehicle parking conditions on the slope include:

[0249] The vehicle's handbrake signal is invalid;

[0250] The accelerator pedal opening value of the vehicle is less than or equal to the preset accelerator pedal opening threshold;

[0251] The vehicle's brake pedal opening value is less than or equal to a second preset brake opening threshold, wherein the second preset brake opening threshold is less than a first preset brake opening threshold.

[0252] The vehicle's forward or reverse gear signal is valid;

[0253] The speed of any motor in the vehicle's dual-motor drive system exceeds a preset speed threshold.

[0254] The absolute value of the vehicle's overall tilt angle is greater than the preset tilt angle threshold;

[0255] In the dual-motor drive system of the vehicle, the actual running direction of any motor is opposite to the desired driving direction, which is the driving direction corresponding to the vehicle's gear position signal.

[0256] The vehicle did not experience a high-voltage fault.

[0257] In summary, the anti-slip control scheme provided in this application has at least the following innovative features:

[0258] 1. Unlike the control methods that estimate slope and load in related technologies, this embodiment integrates IAS and VLM in a dual-motor system to monitor the vehicle tilt angle and load values ​​in real time, and adds a Kalman filter algorithm to filter the load values, thereby obtaining accurate real-time vehicle load values.

[0259] 2. Based on the dual-motor drive system, both motors are equipped with anti-slip torque control and active damping function to adjust the output shaft speed fluctuations of the two motors in real time, avoiding the problem of poor vehicle smoothness caused by motor output shaft fluctuations;

[0260] 3. By using a torque distribution controller to control the motor controller in a time-sharing manner, the system achieves both flexibility and simplicity in control.

[0261] Compared with the prior art, this application has at least the following technical advantages:

[0262] 1. Dual-motor anti-rollover control provides sufficient parking torque compared to direct-drive single-motor solutions, ensuring the reliability and safety of the entire vehicle.

[0263] 2. Real-time monitoring of vehicle tilt angle and load values ​​via IAS and VLM systems ensures the accuracy of anti-roll-off preconditions and anti-roll-off torque control. Kalman filtering algorithm is used to ensure the accuracy of vehicle load values, further improving the timeliness of anti-roll-off slope control, enabling rapid following and precise control.

[0264] 3. By simultaneously activating the active damping function of the dual motors, the output speed of the motor shaft end is monitored in real time to ensure the stability of the zero-speed control of the dual motor drive system, thereby improving the smoothness and comfort of the vehicle's anti-rollover control.

[0265] Thirdly, Figure 5 Schematic diagram of the anti-slip control device provided in the embodiments of this application Figure 1 The anti-slip control device provided in this embodiment is applied to the torque distribution controller in the dual-motor drive system of a vehicle, such as... Figure 5 As shown, the anti-slip control device 50 includes:

[0266] The acquisition module 510 is used to acquire the vehicle tilt angle and load value in real time.

[0267] The judgment module 520 is used to switch the control mode of the dual motor drive system to the anti-slip mode if the vehicle tilt angle value and load value meet the triggering conditions of the anti-slip mode, and to judge whether the real-time working condition information of the vehicle meets the preset vehicle parking conditions.

[0268] The determination module 530 is used to determine the anti-slip torque required for parking the vehicle on the slope based on the vehicle's overall tilt angle and load value if the real-time working condition information meets the preset vehicle parking conditions.

[0269] The torque distribution module 540 is used to distribute anti-runaway torque to each motor in the dual-motor drive system.

[0270] In one possible embodiment, the acquisition module 510 described above is specifically used for,

[0271] Obtain the vehicle's real-time acceleration value;

[0272] The real-time load of the vehicle is filtered based on the real-time acceleration value to obtain the filtered real-time load.

[0273] The filtered real-time load is used as the vehicle's load value.

[0274] In one possible embodiment, the determining module 520 described above is specifically used for:

[0275] Query the preset anti-slip torque mapping table to determine the anti-slip torque that matches the vehicle tilt angle and load value;

[0276] The anti-rollover torque mapping table includes anti-rollover torques corresponding to multiple combinations of different vehicle tilt angle values ​​and load values.

[0277] In one possible embodiment, the determination module 520 described above is specifically used for:

[0278] If the real-time operating information of the vehicle is detected to meet the preset exit conditions of the anti-slip mode, the control mode of the dual-motor drive system will be switched to torque control mode.

[0279] In one possible embodiment, the exit condition for the anti-slip mode includes at least one of the following:

[0280] The vehicle's handbrake signal is active;

[0281] The vehicle's brake switch signal is valid;

[0282] The opening of the vehicle's brake pedal is greater than the first preset brake opening threshold.

[0283] The vehicle's neutral signal is valid;

[0284] The vehicle's throttle signal is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollover torque;

[0285] The vehicle's parking time on the slope has reached the preset time threshold;

[0286] The vehicle experienced a high-voltage fault.

[0287] In one possible embodiment, the triggering conditions for the anti-slip mode include:

[0288] The vehicle tilt angle value is greater than or equal to the preset tilt angle threshold;

[0289] Under the dynamic operating conditions of the vehicle, the change in load value within a preset time period is less than or equal to the first preset change threshold.

[0290] Under static conditions of the vehicle, the change in load value within a preset time period is less than or equal to the second preset change threshold.

[0291] The second preset change threshold is less than the first preset change threshold.

[0292] In one possible embodiment, the vehicle parking conditions include:

[0293] The vehicle's handbrake signal is invalid.

[0294] The accelerator pedal opening value of the vehicle is less than or equal to the preset accelerator pedal opening threshold;

[0295] The vehicle's brake pedal opening value is less than or equal to a second preset brake opening threshold, wherein the second preset brake opening threshold is less than a first preset brake opening threshold.

[0296] The vehicle's forward or reverse gear signal is valid;

[0297] The speed of any motor in the vehicle's dual-motor drive system exceeds a preset speed threshold.

[0298] The absolute value of the vehicle's overall tilt angle is greater than the preset tilt angle threshold;

[0299] In the dual-motor drive system of the vehicle, the actual running direction of any motor is opposite to the desired driving direction, which is the driving direction corresponding to the vehicle's gear position signal.

[0300] The vehicle did not experience a high-voltage fault.

[0301] The anti-slide control device provided in this embodiment can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0302] Fourthly, please refer to Figure 6 , Figure 6 Schematic diagram of the anti-slip control device provided in the embodiments of this application Figure 2 The anti-slip control device provided in this embodiment is applied to the motor controller in the dual-motor drive system of a vehicle, such as... Figure 6 As shown, the anti-slip control device 60 includes:

[0303] The switching module 610 is used to switch to the zero-speed control mode when it receives an instruction from the torque distribution controller that the control mode of the dual-motor drive system enters the anti-slip mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load value.

[0304] The control module 620 is used to control the output motor corresponding to the motor controller based on the torque allocated by the torque distribution controller.

[0305] In one possible embodiment, the control module 620 is specifically used to: acquire the real-time speed fluctuation value of each motor in the dual-motor drive system; determine the target motor in the dual-motor drive system based on the real-time speed fluctuation value of each motor, wherein the target motor is the motor whose real-time speed fluctuation value is greater than the target speed fluctuation threshold; determine the active damping compensation value corresponding to the target motor through the vehicle vibration model and the real-time speed fluctuation value; and perform damping control on the target motor based on the active damping compensation value.

[0306] In one possible implementation, the target speed fluctuation threshold for each motor in the dual-motor drive system is determined based on the gearbox gear position of the vehicle's dual-motor drive system.

[0307] The anti-slide control device provided in this embodiment can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0308] Figure 7 This is a schematic diagram of the torque distribution controller provided in an embodiment of this application. Figure 7 As shown, the torque distribution controller 70 provided in this embodiment includes at least one processor 701 and a memory 702. Optionally, the torque distribution controller 70 further includes a communication component 703. The processor 701, memory 702, and communication component 703 are connected via a bus 704.

[0309] In the specific implementation process, at least one processor 701 executes computer execution instructions stored in memory 702, causing at least one processor 701 to execute the above-mentioned anti-slope control method.

[0310] The specific implementation process of processor 701 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0311] Figure 8 This is a schematic diagram of the structure of a motor controller provided in an embodiment of this application. Figure 8 As shown, the motor controller 80 provided in this embodiment includes at least one processor 801 and a memory 802. Optionally, the motor controller 80 further includes a communication component 803. The processor 801, memory 802, and communication component 803 are connected via a bus 804.

[0312] In the specific implementation process, at least one processor 801 executes computer execution instructions stored in memory 802, causing at least one processor 801 to execute the above-mentioned anti-slope control method.

[0313] The specific implementation process of processor 801 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0314] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0315] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0316] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0317] This application also provides a vehicle, including a vehicle body and a dual-motor drive system; wherein, the dual-motor drive system includes: a tilt sensor, a load sensor, a torque distribution controller as described above, and two motor controllers as described above; the tilt sensor and the load sensor communicate with the torque distribution controller via a CAN bus.

[0318] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described anti-slope control method.

[0319] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the aforementioned anti-slope control method.

[0320] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0321] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0322] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0323] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0324] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0325] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0326] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0327] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A method for preventing landslides, characterized in that, A torque distribution controller applied to a dual-motor drive system of a vehicle, the method comprising: The vehicle's tilt angle and load value are acquired in real time. If the vehicle tilt angle and load value meet the triggering conditions of the anti-slipping mode, the control mode of the dual-motor drive system is switched to the anti-slipping mode, and it is determined whether the real-time operating information of the vehicle meets the preset vehicle parking conditions. If the real-time operating information meets the preset vehicle parking conditions, then the anti-slip torque required for parking the vehicle on the slope is determined based on the vehicle's overall tilt angle and load value. The anti-runaway torque is distributed to each motor in the dual-motor drive system.

2. The method according to claim 1, characterized in that, Real-time acquisition of the vehicle's load value, including: Obtain the real-time acceleration value of the vehicle; The real-time load of the vehicle is filtered based on the real-time acceleration value to obtain the filtered real-time load. The filtered real-time load is used as the vehicle's load value.

3. The method according to claim 1, characterized in that, The determination of the anti-rollover torque required for parking the vehicle on a slope, based on the vehicle's overall tilt angle and load value, includes: Query the preset anti-slip torque mapping table to determine the anti-slip torque that matches the vehicle tilt angle value and the load value; The anti-rollover torque mapping table includes anti-rollover torques corresponding to multiple combinations of different vehicle tilt angle values ​​and load values.

4. The method according to any one of claims 1 to 3, characterized in that, The method further includes: If the real-time operating information of the vehicle is detected to meet the preset exit conditions of the anti-slip mode, the control mode of the dual-motor drive system will be switched to torque control mode.

5. The method according to claim 4, characterized in that, The exit conditions for the anti-slip slope mode include at least one of the following: The vehicle's handbrake signal is active; The vehicle's brake switch signal is in a valid state; The opening degree of the vehicle's brake pedal is greater than a first preset brake opening degree threshold. The vehicle's neutral signal is active; The throttle signal of the vehicle is valid and the throttle request torque corresponding to the throttle signal is greater than the anti-rollover torque; The vehicle's hill-climbing duration reaches a preset time threshold; The vehicle experienced a high-voltage fault.

6. The method according to any one of claims 1 to 3, characterized in that, The triggering conditions for the anti-slippage mode include: The vehicle tilt angle value is greater than or equal to a preset tilt angle threshold; Under the dynamic operating conditions of the vehicle, the change in the load value within a preset time period is less than or equal to a first preset change threshold. Under static operating conditions of the vehicle, the change in the load value within a preset time period is less than or equal to a second preset change threshold. Wherein, the second preset change threshold is less than the first preset change threshold.

7. The method according to any one of claims 1 to 3, characterized in that, The vehicle parking conditions include: The vehicle's handbrake signal is invalid. The accelerator pedal opening value of the vehicle is less than or equal to a preset accelerator pedal opening threshold. The brake pedal opening value of the vehicle is less than or equal to a second preset brake opening threshold, wherein the second preset brake opening threshold is less than a first preset brake opening threshold. The vehicle's forward gear signal or reverse gear signal is in a valid state; The speed of any motor in the dual-motor drive system of the vehicle is greater than a preset speed threshold. The absolute value of the vehicle's overall tilt angle is greater than a preset tilt angle threshold. The actual running direction of any motor in the dual-motor drive system of the vehicle is opposite to the desired driving direction, and the desired driving direction is the driving direction corresponding to the vehicle gear signal. The vehicle did not experience a high-voltage fault.

8. A method for preventing landslides, characterized in that, The method, applied to any motor controller in a dual-motor drive system of a vehicle, includes: When the torque distribution controller sends an instruction to enter the anti-slip mode of the dual-motor drive system, it switches to the zero-speed control mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load values. The output motor corresponding to the motor controller is controlled based on the torque allocated by the torque distribution controller.

9. The method according to claim 8, characterized in that, The method further includes: Obtain the real-time speed fluctuation value of each motor in the dual-motor drive system; Based on the real-time speed fluctuation value of each motor, the target motor in the dual-motor drive system is determined. The target motor is the motor whose real-time speed fluctuation value is greater than the target speed fluctuation threshold. The active damping compensation value corresponding to the target motor is determined by using the whole vehicle vibration model and the real-time speed fluctuation value. Damping control is performed on the target motor based on the active damping compensation value.

10. The method according to claim 9, characterized in that, The method further includes: Based on the gearbox gear position of the dual-motor drive system of the vehicle, the target speed fluctuation threshold corresponding to each motor in the dual-motor drive system is determined.

11. A slope-prevention control device, characterized in that, A torque distribution controller for use in a dual-motor drive system of a vehicle, the device comprising: The acquisition module is used to acquire the vehicle tilt angle and load value in real time. The judgment module is used to switch the control mode of the dual motor drive system to the anti-slip mode if the vehicle tilt angle value and load value meet the triggering conditions of the anti-slip mode, and to determine whether the real-time working condition information of the vehicle meets the preset vehicle parking conditions. The determination module is used to determine the anti-slip torque required for parking the vehicle on the slope based on the vehicle tilt angle and load value if the real-time working condition information meets the preset vehicle parking conditions. A torque distribution module is used to distribute the anti-slip torque to each motor in the dual-motor drive system.

12. An anti-slip control device, characterized in that, A controller for any motor in a dual-motor drive system of a vehicle, the device comprising: The switching module is used to switch to zero-speed control mode when it receives an instruction from the torque distribution controller that the control mode of the dual-motor drive system enters the anti-slip mode; the torque distribution controller determines the control mode of the dual-motor drive system based on the real-time acquired vehicle tilt angle and load value. The control module is used to control the output motor corresponding to the motor controller based on the torque allocated by the torque distribution controller.

13. A torque distribution controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 7.

14. A motor controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 8 to 10.

15. A vehicle, characterized in that, include: The vehicle body and the dual-motor drive system; The dual-motor drive system includes: a tilt sensor, a load sensor, a torque distribution controller as described in claim 13, and two motor controllers as described in claim 14. The tilt sensor and load sensor communicate with the torque distribution controller via a CAN bus.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 10.

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