Vehicle track slip identification method, vehicle track slip processing device, and vehicle

Abstract

Vehicle track slip identification method, vehicle track slip processing device, and vehicle. The vehicle track slip identification method includes: acquiring rotation speeds of two driving motors of a vehicle, where a higher rotation speed is a first rotation speed and a corresponding angular acceleration is a first angular acceleration, and a lower rotation speed is a second rotation speed and a corresponding angular acceleration is a second angular acceleration; and when the first angular acceleration is greater than 0, determining a track slip tendency of the driving motor corresponding to the first rotation speed according to at least the first rotation speed, the second rotation speed, the first angular acceleration, and the second angular acceleration. The running state of the vehicle is identified by the rotation speed and angular acceleration of the electric motor, which enhances the real-time performance and accuracy of the determination.

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This disclosure claims priority to and the benefit of Chinese Patent Application No. CN202210556572.2, entitled "VEHICLE TRACKSLIP IDENTIFICATION METHOD, VEHICLE TRACKSLIP PROCESSING APPARATUS, AND VEHICLE," filed on May 20, 2022. The entire contents of the above-mentioned application are incorporated herein by reference.

[0002] The present disclosure relates to the field of vehicle control technologies, and more particularly, to a method, processing device, and vehicle for vehicle track slip identification. [Background technology]

[0003] During the running of a vehicle, the output torque of the wheels has a great influence on the running stability of the vehicle. In particular, when the vehicle is running on a road with a relatively low road adhesion coefficient or an uneven adhesion coefficient, if the output torque of the wheels is inappropriate, phenomena such as significant jitter, shaking, or track slip may be caused during the running of the vehicle. In an electric vehicle, the output torque of the motor is adjusted, thereby improving the running stability of the vehicle. The appropriate power output is related to the current running state of the vehicle. The track slip phenomenon is a situation that can easily cause a safety threat to the running of the vehicle. Currently, in this field, whether a vehicle has track slip is identified by monitoring the rotation speed of the wheels. However, this identification method is unreliable. It often occurs that the vehicle control system detects the track slip phenomenon when the vehicle has a fairly large track slip.

[0004] This problem severely affects the safety and comfort of the vehicle while it is traveling, and there is a need for improvement. Summary of the Invention [Problem to be solved by the invention]

[0005] An object of the present disclosure is to provide an optimized method for vehicle track slip identification. [Means for solving the problem]

[0006] According to a first aspect of the present disclosure, a method for vehicle track slippage identification is provided. The method for vehicle track slippage identification includes the following steps:

[0007] The rotational speeds of the two drive motors of the vehicle are obtained, the higher rotational speed is a first rotational speed and the angular acceleration corresponding to the higher rotational speed is a first angular acceleration, the lower rotational speed is a second rotational speed and the angular acceleration corresponding to the lower rotational speed is a second angular acceleration.

[0008] When the first angular acceleration is greater than zero, a track slip tendency of the drive motor corresponding to the first rotational speed is determined according to at least the first rotational speed, the second rotational speed, the first angular acceleration, and the second angular acceleration.

[0009] Optionally, determining the track slip tendency of the drive motor corresponding to the first rotational speed as a function of at least the first rotational speed, the second rotational speed, the first angular acceleration, and the second angular acceleration includes:

[0010] A ratio of the first rotational speed to the second rotational speed is calculated as a rotational speed ratio. An absolute value of a ratio of the first angular acceleration to the second angular acceleration is calculated as an angular acceleration ratio.

[0011] A track slip tendency of the drive motor corresponding to the first rotational speed is determined as a function of at least the rotational speed ratio and the angular acceleration ratio.

[0012] Optionally, determining the track slip tendency of the drive motor corresponding to the first rotational speed as a function of at least the rotational speed ratio and the angular acceleration ratio includes: determining the track slip tendency of the drive motor corresponding to the first rotational speed as a function of at least whether the rotational speed ratio exceeds a preset rotational speed ratio threshold range and whether the angular acceleration ratio exceeds a preset angular acceleration ratio threshold range.

[0013] Optionally, torques of two drive motors of the vehicle are obtained, the torque corresponding to the first rotational speed being the first torque, and the torque corresponding to the second rotational speed being the second torque.

[0014] A track slip tendency of the drive motor corresponding to the first rotational speed is determined based on a relationship between the first torque and the second torque.

[0015] Optionally, if the first torque is greater than the second torque, the rotational speed ratio exceeds a rotational speed ratio threshold range, and the angular acceleration ratio exceeds an angular acceleration ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has a tendency to track slip.

[0016] Optionally, if the second torque is greater than the first torque, the ratio of the second torque to the first torque is the torque ratio.

[0017] If the ratio of the angular acceleration ratio to the torque ratio exceeds the angular acceleration torque ratio threshold range and the rotational speed ratio exceeds the rotational speed ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has a track slip tendency.

[0018] Optionally, if the first torque is greater than the second torque, the torque ratio is the ratio of the first torque to the second torque. If the second torque is greater than the first torque, the torque ratio is the ratio of the second torque to the first torque.

[0019] If the torque ratio is within the torque ratio threshold range and the rotational speed ratio exceeds the rotational speed ratio threshold range, a track slip tendency of the drive motor corresponding to the first rotational speed is determined based on a ratio of the angular acceleration ratio to the torque ratio.

[0020] Optionally, if a ratio of the angular acceleration ratio to the torque ratio exceeds an angular acceleration torque ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has a tendency to track slip.

[0021] Optionally, the first rotational speed and the second rotational speed are obtained by a motor resolver sensor.

[0022] According to a second aspect of the present disclosure, there is further provided a method for vehicle torque regulation, the method for vehicle torque regulation comprising the steps of:

[0023] By using the method for vehicle track slip identification according to the first aspect of the present disclosure, it is determined whether the drive motor corresponding to the first rotation speed has a tendency to track slip.

[0024] If the drive motor corresponding to the first rotation speed has a track slip tendency, the torque output value of the drive motor corresponding to the first rotation speed is reduced.

[0025] Optionally, the torque output value of the drive motor corresponding to the first rotational speed is reduced including:

[0026] The torque output value of the drive motor corresponding to the first rotational speed is reduced to a negative torque.

[0027] Optionally, the torque output value of the drive motor corresponding to the first rotational speed is reduced including:

[0028] A torque output value of the driving motor corresponding to the first rotation speed is decreased, and a torque output value of the driving motor corresponding to the second rotation speed is increased.

[0029] Optionally, by using the method for vehicle track slip identification according to the first aspect of the present disclosure, an output torque at the moment when the drive motor corresponding to the first rotation speed has a track slip tendency is recorded, and this output torque is used as a maximum torque reference value under the current road adhesion condition.

[0030] The torque output value of the drive motor corresponding to the first rotation speed is adjusted according to the maximum torque reference value.

[0031] The present disclosure provides a processing device, which uses the method for vehicle track slip identification according to the first aspect. The processing device includes the following modules:

[0032] The signal collection module is configured to acquire at least the rotational speeds of the two drive motors of the vehicle.

[0033] A determination module obtains a rotational speed ratio and an angular acceleration ratio, and determines a track slip tendency of the drive motor corresponding to the first rotational speed according to at least the rotational speed ratio and the angular acceleration ratio.

[0034] The present disclosure provides a processing device, which uses the method for vehicle torque regulation according to the second aspect. The processing device includes the following modules:

[0035] The signal collection module is configured to acquire at least the rotational speeds of the two drive motors of the vehicle.

[0036] The determination module obtains a rotational speed ratio and an angular acceleration ratio, and determines a track slip tendency of the drive motor corresponding to the first rotational speed according to at least the rotational speed ratio and the angular acceleration ratio.

[0037] The torque adjustment module is configured to decrease a torque output value of the drive motor corresponding to the first rotational speed.

[0038] The present disclosure further provides a vehicle, comprising a processing device as described above using the method for vehicle torque regulation, configured to execute the method for vehicle torque regulation according to the second aspect.

[0039] Alternatively, a vehicle includes said processing device using the method for vehicle track slippage identification, configured to execute the method for vehicle track slippage identification according to said first aspect.

[0040] The present disclosure further provides a computer readable storage medium having stored thereon a computer program product which, when executed, performs the above-described method for vehicle track slippage identification.

[0041] Alternatively, a computer program, when executed, performs the aforementioned method for vehicle torque regulation.

[0042] The technical effect of the present disclosure is that the running state of the vehicle is identified based on the rotation speed and angular acceleration of the motor, thereby improving the real-time performance and accuracy of the decision. In the technical solution of the present disclosure, the track slip tendency during the running of the vehicle can be predicted in time, which is more conducive to timely intervention and control of the vehicle.

[0043] Other features and advantages of the present disclosure will become apparent from the following detailed description of illustrative embodiments thereof, which proceeds with reference to the accompanying drawings.

[0044] The drawings constitute a part of this specification, illustrate embodiments of the disclosure, and are used in conjunction with the specification to explain the principles of the disclosure. [Brief description of the drawings]

[0045] [Figure 1] FIG. 1 is a schematic diagram of a method for vehicle track slippage identification. [Diagram 2]FIG. 2 is a schematic diagram of a method for vehicle torque regulation. [Diagram 3] 1 is a schematic diagram of a processing device using the method for vehicle track slippage identification. [Figure 4] 1 is a schematic diagram of a processing device using a method for vehicle torque regulation; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0046] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specified, the reverse arrangement, numerical expressions, and numerical values ​​of the components and steps described in the embodiments do not limit the scope of the present disclosure.

[0047] Indeed, the following description of at least one exemplary embodiment is merely illustrative and is in no way intended to constitute any limitation on the present disclosure or its application or uses.

[0048] Techniques and devices known to those skilled in the art may not be discussed in detail, but where appropriate, the techniques and devices should be considered part of this specification.

[0049] In all examples shown and discussed herein, any particular values ​​should be construed as merely illustrative and not limiting, and therefore other examples of example embodiments may have different values.

[0050] It should be noted that like reference numbers or letters in the drawings indicate like items, and therefore, once an item is defined in one drawing, the item need not be further discussed in a subsequent drawing.

[0051] The present disclosure provides a method for vehicle track slip identification. The method for vehicle track slip identification can be used to quickly identify the vehicle track slip tendency based on the rotation speed of the motor and the angular acceleration of the motor during the vehicle running, thereby improving the real-time performance and accuracy of identification. In particular, in the present disclosure, the rotation state of the driving motor is directly detected, and the more accurate and more real-time detection characteristics of the driving motor are used, so that the accuracy of detecting vehicle track slip is greatly improved and the real-time performance of detection is improved.

[0052] Furthermore, in the present disclosure, timely intervention and control is performed on the driving motor with track slip tendency based on the identification result, so that the driving wheel track slip phenomenon occurring when the vehicle starts or accelerates in complex operating situations such as low adhesion roads and divided roads can be effectively suppressed, so that the vehicle obtains good ground friction, and the stability and driving comfort of the vehicle are improved. In addition, there is no need to add additional sensors, thereby having the advantages of low cost and high identification accuracy.

[0053] In the actual operating situation of the vehicle running, there is usually no large difference between the rotation speeds of the drive motors configured to drive different wheels. If the phenomenon occurs, there is an abnormality during the running of the vehicle. The technical solution of the present disclosure is described in the present disclosure by using as an example a situation in which the vehicle has at least two drive motors respectively configured to drive the wheels of the front axle and the rear axle. In other embodiments, the vehicle can alternatively have more drive motors respectively configured to drive different wheels.

[0054] As shown in Figure 1, the present disclosure provides a method for vehicle track slippage identification. The method for vehicle track slippage identification includes the following steps.

[0055] S101: The rotation speeds of two drive motors of a vehicle are obtained. The higher rotation speed is a first rotation speed, and the angular acceleration corresponding to the higher rotation speed is a first angular acceleration. The lower rotation speed is a second rotation speed, and the angular acceleration corresponding to the lower rotation speed is a second angular acceleration.

[0056] The two drive motors may be a front motor driving the front axle and a rear motor driving the rear axle, respectively. The front motor and the rear motor may be the same type of motor or different types of motor.

[0057] S102: If the first angular acceleration is greater than 0, a track slip tendency of the drive motor corresponding to the first rotational speed is determined according to at least the first rotational speed, the second rotational speed, the first angular acceleration, and the second angular acceleration.

[0058] In step S101, the rotational angular velocities of the two driving motors are detected, so that two rotational speed signals can be obtained. The angular velocity of the motor with the higher rotational speed is a first rotational speed ω1. The angular velocity of the other motor with the lower rotational speed is a second rotational speed ω2. The angular acceleration corresponding to the first rotational speed ω1 is a first angular acceleration α1. The angular acceleration corresponding to the second rotational speed ω2 is a second angular acceleration α2. In the technical solution of the present disclosure, the track slip situation of the vehicle is identified based on the above four parameters.

[0059] In step S102, firstly, it is determined whether the first angular acceleration α1 is greater than 0. If α1 is greater than 0, it indicates that the driving motor corresponding to α1 has an acceleration tendency. Furthermore, the track slip tendency of the driving motor corresponding to the first rotation speed ω1, i.e., the track slip tendency of the driving motor having a higher rotation speed, is determined based on at least four parameters, i.e., ω1, ω2, α1, and α2.

[0060] Optionally, the ratio of the first rotational speed ω1 to the second rotational speed ω2 is at least calculated and represented as the rotational speed ratio SpdDivid. The absolute value of the ratio of the first angular acceleration α1 to the second angular acceleration α2 is calculated and represented as the angular acceleration ratio SpdDerivDivid. The track slip tendency of the drive motor corresponding to the first rotational speed is determined according to the rotational speed ratio and the angular acceleration ratio.

[0061] The rotational speed ratio and the angular acceleration ratio are calculated, and as a result, phenomena such as signal misjudgment caused by the absolute values of parameters such as ω1 and ω2 being overall too large or too small can be eliminated, and the angular velocity relationship and the angular acceleration relationship between the two drive motors can be more realistically reflected. The track slip tendency can be more accurately determined based on the rotational speed ratio and the angular acceleration ratio.

[0062] Optionally, a rotational speed ratio threshold range is preset and may be represented as A1 < SpdDivid < A2. When the rotational speed ratio satisfies the rotational speed ratio threshold range, it can be considered that ω1 and ω2 do not have a large difference and are within a relatively stable rotational speed difference range. When the rotational speed ratio exceeds the rotational speed ratio threshold range, ω1 and ω2 have a large difference, there is a track slip risk, and the track slip tendency may be further determined based on other parameter relationships.

[0063] The angular acceleration ratio threshold range is further preset and may be represented as SpdDerivDivid > C1. When the angular acceleration ratio is greater than the angular acceleration ratio threshold range, it indicates that α1 is significantly greater than α2. In this situation, ω1 and ω2 have a large difference, and ω1 is greater than ω2. Furthermore, α1 is significantly greater than α2. It can be seen that the drive motor corresponding to ω1 has a tendency to rotate faster. Based on this, the track slip tendency of the drive motor corresponding to the first rotational speed ω1 can be determined.

[0064] In a further technical solution of the present disclosure, the track slip tendency of the driving motor corresponding to the first rotational speed ω1 can further be more accurately determined by the torque relationship between the two motors.

[0065] Optionally, the torques of two drive motors of the vehicle are obtained. The torque corresponding to the first rotation speed is a first torque T1. The torque corresponding to the second rotation speed is a second torque T2. The track slip tendency of the drive motor corresponding to the first rotation speed is determined based on the relationship between the first torque T1 and the second torque T2. In some special situations, the first rotation speed ω1 is greater than the second rotation speed ω2, but the performance of the first torque T1 and the second torque T2 does not exactly match the track slip situation. Therefore, the track slip situation may be further determined according to the relationship between the torques.

[0066] Optionally, if the first torque T1 is greater than the second torque T2, the rotational speed ratio exceeds the rotational speed ratio threshold range, and the angular acceleration ratio exceeds the angular acceleration ratio threshold range, it can be determined that the driving motor corresponding to the first rotational speed ω1 has a track slip tendency. In this situation, the driving motor corresponding to the first rotational speed ω1 has a clear tendency to accelerate rotation, and the first torque T1 corresponding to the first rotational speed ω1 is larger. In this case, it can be more accurately determined that the motor corresponding to the first rotational speed ω1 has a track slip tendency.

[0067] Optionally, in another situation, when the second torque T2 is greater than the first torque T1, the ratio of the second torque to the first torque can be set as the torque ratio. In other words, the torque ratio is a value greater than 1. When the second torque T2 is greater than the first torque T1, it indicates that the vehicle is not necessarily in an accelerating state or the road situation is relatively complicated. In order to improve the reliability of the determination of the track slip state of the drive motor in the present disclosure, the following determination method may also be relied upon.

[0068] The angular acceleration torque ratio threshold range is preset and expressed as SpdTorqDivid > C2. The ratio of the angular acceleration ratio to the torque ratio is introduced and expressed as (α1 / α2) / (T2 / T1). When (α1 / α2) / (T2 / T1) > C2 and the rotational speed ratio exceeds the rotational speed ratio threshold range, it indicates that the first rotational speed ω1 is significantly greater than the second rotational speed ω2. Additionally, even when the angular acceleration ratio is corrected with respect to the torque, the angular acceleration ratio is excessively large. In this way, it can be determined that the drive motor corresponding to the first rotational speed has a tendency of track slip.

[0069] Optionally, in another situation, the torque ratio can be first obtained according to the relationship between the first torque T1 and the second torque T2. When the first torque T1 is greater than the second torque T2, the ratio of the first torque T1 to the second torque T2 is the torque ratio. When the second torque T2 is greater than the first torque T1, the ratio of the second torque T2 to the first torque T1 is the torque ratio.

[0070] In this situation, the torque ratio is within the torque ratio threshold range. In the technical solution of the present disclosure, the torque ratio threshold range is preset and can be expressed as B1 < TorDivid < B2. When the torque ratio is within the torque ratio threshold range, it indicates that the first torque T1 and the second torque T2 do not have a large difference. In this situation, when the first rotational speed ω1 is greater than the second rotational speed ω2, the track slip situation of the drive motor corresponding to the first rotational speed ω1 may be further determined based on additional conditions.

[0071] Optionally, in response to the rotational speed ratio exceeding the rotational speed ratio threshold range, a parameter, i.e., a ratio of the angular acceleration ratio to the torque ratio, may be introduced and expressed as (α1 / α2) / (T2 / T1). Based on the parameter (α1 / α2) / (T2 / T1), the angular acceleration ratio may be modified based on the torque performance, so that a track slip tendency of the drive motor corresponding to the first rotational speed is determined.

[0072] Further, optionally, an angular acceleration torque ratio threshold range is preset, which is expressed as SpdTorqDivid>C4. In the above situation, if the ratio of the angular acceleration ratio to the torque ratio exceeds the angular acceleration torque ratio threshold range, i.e., (α1 / α2) / (T2 / T1)>C4, it can be determined that the drive motor corresponding to the first rotation speed has a track slip tendency.

[0073] Optionally, in the present disclosure, the first rotation speed and the two second rotation speeds of the two driving motors are directly obtained by the motor resolver sensor. Based on the high resolution characteristic of the motor resolver sensor, small fluctuations can be accurately and effectively identified. Therefore, the measurement accuracy of the rotation speed of the motor is faster and higher than that of the wheel speed. In addition, in the drive structure of the four-wheel drive vehicle, the torque of the motor end is first transmitted to the reducer by the mechanical transmission and then transmitted to the left and right wheels. In this process, a delay occurs. The change trend of the wheel speed of the wheels can be predicted in advance by using the rotation speed of the motor, which is further helpful for the control of the vehicle. Therefore, in the present disclosure, the running state of the four-wheel drive vehicle is identified by monitoring the change of the rotation speed and torque of the motor, which has better real-time performance and higher accuracy than the conventional method.

[0074] The above method for vehicle track slip identification provided in the present disclosure is further described below by separate embodiments.

[0075] The parameters applicable to a specific embodiment include the following. (1) SpdDiff = ω f - ω r . ω f is the rotational speed of the front motor, and ω r is the rotational speed of the rear motor. (2) Torqdiff = T f - T r . T f is the torque of the front motor, and T r is the torque of the rear motor. (3) When SpdDiff > 0, SpdDivid = ω f / ω r . When SpdDiff < 0, SpdDivid = ω r / ω f . (4) When SpdDiff > 0, SpdDerivDivid = α f / α r . When SpdDiff < 0, SpdDerivDivid = α r / α f . α f is the angular acceleration of the front motor, and α r is the angular acceleration of the rear motor. (5) When Torqdiff > 0, TorqDivid = T f / T r . When Torqdiff < 0, TorqDivid = T r / T f . (6) SpdTorqDivid = SpdDerivDivid / TorDivid. (7) FMSpdDeriv = α f , and RMSpdDeriv = α r . (8) When A1 < SpdDivid < A2, the flag bit of SpdDivid_Flag is set to 1. Otherwise, the flag bit of SpdDivid_Flag is set to 0. When (9)B1 < TorqDivid < B2, the flag bit of TorqDivid_Flag is set to 1. Otherwise, the flag bit of TorqDivid_Flag is set to 0.

[0076] <Embodiment I> When the minimum rotational speeds of the front motor and the rear motor are greater than the threshold value C0, the actual torques of the front motor and the rear motor are greater than 0, the rotational speed difference SpdDiff between the front motor and the rear motor is greater than 0, and one of the following situations is satisfied, it can be determined that the front motor has a tendency to slip on the track.

[0077] Embodiment 1 The rotational speed difference SpdDiff between the front motor and the rear motor is greater than 0. When the torque difference Torqdiff between the front motor and the rear motor is greater than 0, the acceleration FMSpdDeriv of the front motor is greater than 0, the acceleration RMSpdDeriv of the rear motor is greater than 0, SpdDerivDivid is greater than the threshold value C1, and the flag bit of SpdDivid_Flag is set to 0, the front motor has a tendency to slip on the track.

[0078] Embodiment 2 The rotational speed difference SpdDiff between the front motor and the rear motor is greater than 0. When the torque difference Torqdiff between the front motor and the rear motor is less than 0, the acceleration FMSpdDeriv of the front motor is greater than 0, the acceleration RMSpdDeriv of the rear motor is greater than 0, SpdTorqDivid is greater than the threshold value C2, and the flag bit of SpdDivid_Flag is set to 0, the front motor has a tendency to slip on the track.

[0079] Embodiment 3 When the rotational speed ratio SpdDivid between the front motor and the rear motor is greater than the threshold value C3, the motor acceleration ratio / motor torque ratio SpdTorqDivid is greater than the threshold value C4, and the flag bit of TorqDivid_Flag is set to 1, the front motor has a tendency to slip on the track.

[0080] EMBODIMENT 4 The rotational speed difference SpdDiff between the front motor and the rear motor is greater than 0. If the torque difference Torqdiff between the front motor and the rear motor is greater than 0, the acceleration FMSpdDeriv of the front motor is greater than 0, the acceleration RMSpdDeriv of the rear motor is less than 0, the absolute value of SpdDerivDivid is greater than the threshold C5, and the flag bit of SpdDivid_Flag is set to 0, the front motor has a tendency to track slip.

[0081] <Embodiment II> If the minimum rotational speeds of the front motor and the rear motor are greater than the threshold C0, the actual torque of the rear motor is greater than 0, and the rotational speed difference SpdDiff between the front motor and the rear motor is less than 0, and one of the following conditions is met, it can be determined that the rear motor has a tendency to track slip.

[0082] EMBODIMENT 5 The rotational speed difference SpdDiff between the front motor and the rear motor is less than 0. If the torque difference Torqdiff between the front motor and the rear motor is less than 0, the acceleration FMSpdDeriv of the front motor is greater than 0, the acceleration RMSpdDeriv of the rear motor is greater than 0, SpdDerivDivid is greater than the threshold C6, and the flag bit of SpdDivid_Flag is set to 0, the rear motor has a track slip tendency.

[0083] EMBODIMENT 6 The rotational speed difference SpdDiff between the front motor and the rear motor is less than 0. If the torque difference Torqdiff between the front motor and the rear motor is greater than 0, the acceleration FMSpdDeriv of the front motor is greater than 0, the acceleration RMSpdDeriv of the rear motor is greater than 0, SpdTorqDivid is greater than the threshold C7, and the flag bit of SpdDivid_Flag is set to 0, the rear motor has a tendency to track slip.

[0084] EMBODIMENT 7 If the rotational speed ratio SpdDivid between the front motor and the rear motor is greater than the threshold C8, the motor acceleration ratio / motor torque ratio SpdTorqDivid is greater than the threshold C9, and the flag bit of TorqDivid_Flag is set to 1, the rear motor has a tendency to track slip.

[0085] EMBODIMENT 8 The rotational speed difference SpdDiff between the front motor and the rear motor is less than 0. If the torque difference Torqdiff between the front motor and the rear motor is less than 0, the acceleration FMSpdDeriv of the front motor is less than 0, the acceleration RMSpdDeriv of the rear motor is greater than 0, the absolute value of SpdDerivDivid is greater than the threshold C10, and the flag bit of SpdDivid_Flag is set to 0, the rear motor has a tendency to track slip.

[0086] Suggested ranges of preset threshold values ​​are set forth in this disclosure. Ranges of threshold options are provided in the comparison table below for reference. [Table 1]

[0087] The present disclosure further provides a method for vehicle torque regulation, which can be used to perform vehicle intervention and control when the vehicle has a tendency to track slip during vehicle running, thereby effectively suppressing the driving wheel track slip phenomenon occurring when the vehicle starts or accelerates in complex operating conditions such as low adhesion roads and divided roads, so that the vehicle obtains good ground friction, and the stability and driving comfort of the vehicle are improved.

[0088] As shown in Figure 2, the present disclosure provides a method for vehicle torque adjustment. The method for vehicle torque adjustment includes the following steps.

[0089] S201: By using the method for vehicle track slip identification in any one of the above embodiments, it is determined whether the driving motor corresponding to the first rotation speed has a track slip tendency.

[0090] S202: If the driving motor corresponding to the first rotation speed has a track slip tendency, the torque output value of the driving motor corresponding to the first rotation speed is reduced.

[0091] In this embodiment, step S201 is for effectively suppressing the vehicle track slip phenomenon. By using the method for vehicle track slip identification in any one of the above embodiments, it is determined whether the driving motor corresponding to the first rotation speed has a track slip tendency. If the driving motor corresponding to the first rotation speed has a track slip tendency, in step S202, the torque output value of the driving motor corresponding to the first rotation speed is reduced. The torque output value is reduced and the power increase is reduced, so that the vehicle obtains good ground friction and the stability of the vehicle is improved.

[0092] In one embodiment, in step S202, the torque output value of the driving motor corresponding to the first rotation speed is reduced can mean that the torque output value of the driving motor corresponding to the first rotation speed is reduced to a negative torque. The torque output is greatly reduced until a negative torque is output, and the power is rapidly reduced until the vehicle decelerates, so that the vehicle obtains good ground friction and the stability of the vehicle is improved.

[0093] In another embodiment, in step S202, the torque output value of the driving motor corresponding to the first rotation speed is decreased, and the torque output value of the driving motor corresponding to the second rotation speed is further increased. In this control method, the torque output values ​​of the two driving motors are controlled in a coordinated manner, and the torque output value of the driving motor corresponding to the first rotation speed is increased or decreased to maintain a balance, so that the vehicle track slip is controlled and the stability of the vehicle is maintained.

[0094] In one embodiment, the method for vehicle torque regulation further records the output torque at the moment when the drive motor corresponding to the first rotation speed has a tendency to track slip by using the method for vehicle track slip identification in any one of the above embodiments. This output torque is used as a maximum torque reference value under the current road adhesion situation. In this way, the torque output value of the drive motor corresponding to the first rotation speed is adjusted according to the maximum torque reference value, thereby providing a reference basis for the method for vehicle torque regulation to be used in the entire vehicle control system.

[0095] The present disclosure further provides a processing device 1. The processing device 1 uses the above-mentioned method for vehicle track slip identification. The processing device 1 can quickly identify the vehicle track slip tendency based on the change of the rotation speed and torque of the motor during the vehicle running, thereby improving the real-time performance and accuracy of identification. In addition, there is no need to add additional sensors. As shown in Figure 3, the processing device 1 includes the following modules:

[0096] The signal acquisition module 11 is configured to acquire at least the rotational speeds of the two drive motors of the vehicle.

[0097] The determination module 12 obtains a rotational speed ratio and an angular acceleration ratio, and determines a track slip tendency of the drive motor corresponding to the first rotational speed according to at least the rotational speed ratio and the angular acceleration ratio.

[0098] In the processing device 1 provided in the present disclosure, the signal collection module 11 acquires the rotational speeds of the two driving motors of the vehicle, and the determination module 12 acquires a rotational speed ratio and an angular acceleration ratio, and determines the track slip tendency of the driving motor corresponding to the first rotational speed according to the acquired rotational speed ratio and angular acceleration ratio.

[0099] The present disclosure further provides a processing device 2. The processing device 2 uses the above-mentioned method for vehicle torque regulation. The processing device 2 is used to perform timely intervention and control on the vehicle based on the vehicle track slip identification result, so that the driving wheel track slip phenomenon occurring when the vehicle starts or accelerates in complex operating situations such as low adhesion roads and divided roads can be effectively suppressed, so that the vehicle obtains good ground friction, and the stability and driving comfort of the vehicle are improved. As shown in FIG. 4, the processing device 2 includes the following modules:

[0100] The signal acquisition module 21 is configured to acquire at least the rotational speeds of the two drive motors of the vehicle.

[0101] The determination module 22 obtains a rotational speed ratio and an angular acceleration ratio, and determines a track slip tendency of the drive motor corresponding to the first rotational speed according to at least the rotational speed ratio and the angular acceleration ratio.

[0102] The torque adjustment module 23 is configured to decrease a torque output value of the drive motor corresponding to the first rotational speed.

[0103] In the processing device 2 provided in the present disclosure, the signal collection module 21 is configured to acquire the rotational speeds of the two driving motors of the vehicle, the determination module 22 acquires the rotational speed ratio and the angular acceleration ratio, and determines the track slip tendency of the driving motor corresponding to the first rotational speed according to at least the rotational speed ratio and the angular acceleration ratio, and finally, the torque adjustment module 23 is configured to reduce the torque output value of the driving motor corresponding to the first rotational speed.

[0104] The present disclosure further provides a vehicle, the vehicle including said processing device 2 configured to execute said method for vehicle torque regulation. Alternatively, the vehicle includes said processing device 1 configured to execute said method for vehicle track slippage identification.

[0105] The present disclosure further provides a computer readable storage medium having stored thereon a computer program product which, when executed, performs the method for vehicle track slip identification. Alternatively, the computer program product, when executed, performs the method for vehicle torque modulation.

[0106] The above embodiments focus on the differences between the embodiments. Different optimization features between the embodiments may be combined to form a better embodiment, unless they are inconsistent. In the interest of brevity, the details will not be described again herein.

[0107] Although some specific embodiments of the present disclosure have been described in detail by way of example, those skilled in the art should understand that the above examples are merely illustrative and are not intended to limit the scope of the present disclosure. Those skilled in the art should understand that modifications may be made to the above embodiments without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is limited only by the scope of the appended claims.

Claims

1. 1. A method for vehicle track slippage identification, comprising: Obtaining rotational speeds of two drive motors of a vehicle, a higher rotational speed being a first rotational speed, an angular acceleration corresponding to the higher rotational speed being a first angular acceleration, a lower rotational speed being a second rotational speed, and an angular acceleration corresponding to the lower rotational speed being a second angular acceleration; if the first angular acceleration is greater than 0, determining a track slip tendency of a drive motor corresponding to the first rotational speed based on at least the first rotational speed, the second rotational speed, the first angular acceleration, and the second angular acceleration; 16. A method for vehicle track slip identification comprising:

2. determining a track slip tendency of a drive motor corresponding to the first rotational speed based on at least the first rotational speed, the second rotational speed, the first angular acceleration, and the second angular acceleration; calculating a ratio of the first rotational speed to the second rotational speed as a rotational speed ratio, and calculating an absolute value of a ratio of the first angular acceleration to the second angular acceleration as an angular acceleration ratio; determining the track slip tendency of the drive motor corresponding to the first rotational speed based on at least the rotational speed ratio and the angular acceleration ratio; 2. The method for vehicle track slip identification as recited in claim 1, comprising:

3. determining the track slip tendency of the drive motor corresponding to the first rotational speed based on at least the rotational speed ratio and the angular acceleration ratio; determining the track slip tendency of the drive motor corresponding to the first rotational speed based at least on whether the rotational speed ratio exceeds a preset rotational speed ratio threshold range and whether the angular acceleration ratio exceeds a preset angular acceleration ratio threshold range.

3. The method for vehicle track slip identification according to claim 1 or 2, comprising:

4. Obtaining torques of the two drive motors of the vehicle, the torque corresponding to the first rotation speed being a first torque and the torque corresponding to the second rotation speed being a second torque; determining the track slip tendency of the drive motor corresponding to the first rotational speed based on a relationship between the first torque and the second torque; The method for vehicle track slip identification according to claim 1 , further comprising:

5. 5. The method for vehicle track slip identification according to claim 1, wherein if the first torque is greater than the second torque, the rotational speed ratio exceeds the rotational speed ratio threshold range, and the angular acceleration ratio exceeds the angular acceleration ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has the track slip tendency.

6. if the second torque is greater than the first torque, the ratio of the second torque to the first torque is a torque ratio; 5. The method for vehicle track slip identification according to claim 1, wherein if the ratio of the angular acceleration ratio to the torque ratio exceeds an angular acceleration torque ratio threshold range and the rotational speed ratio exceeds the rotational speed ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has the track slip tendency.

7. a ratio of the first torque to the second torque is a torque ratio when the first torque is greater than the second torque, or a ratio of the second torque to the first torque is a torque ratio when the second torque is greater than the first torque; 5. The method for vehicle track slip identification according to claim 1, wherein if the torque ratio is within a torque ratio threshold range and the rotational speed ratio exceeds the rotational speed ratio threshold range, the track slip tendency of the drive motor corresponding to the first rotational speed is determined based on a ratio of the angular acceleration ratio to the torque ratio.

8. 8. The method for vehicle track slip identification according to claim 1, wherein if the ratio of the angular acceleration ratio to the torque ratio exceeds the angular acceleration torque ratio threshold range, it is determined that the drive motor corresponding to the first rotational speed has the track slip tendency.

9. 9. The method for vehicle track slip identification according to claim 1, further comprising obtaining the first rotational speed and the second rotational speed by a motor resolver sensor.

10. 1. A method for vehicle torque regulation, comprising: determining whether the drive motor corresponding to the first rotational speed has the tendency to track slip by using a method for vehicle track slip identification according to any one of claims 1 to 9; reducing a torque output value of the drive motor corresponding to the first rotational speed when the drive motor corresponding to the first rotational speed has the track slip tendency; 16. A method for vehicle torque regulation comprising:

11. The decreasing a torque output value of the drive motor corresponding to the first rotational speed, Reducing the torque output value of the drive motor corresponding to the first rotational speed to a negative torque.

11. The method for vehicle torque regulation according to claim 1, comprising:

12. The decreasing a torque output value of the drive motor corresponding to the first rotational speed, decreasing the torque output value of the drive motor corresponding to the first rotation speed and increasing the torque output value of the drive motor corresponding to the second rotation speed.

11. The method for vehicle torque regulation according to claim 1, comprising:

13. Recording an output torque at an instant when the drive motor corresponding to the first rotation speed has the track slip tendency by using the method for vehicle track slip identification according to any one of claims 1 to 9, the output torque being used as a maximum torque reference value under the current road adhesion condition; adjusting the torque output value of the drive motor corresponding to the first rotational speed based on the maximum torque reference value; The method for vehicle torque regulation according to any one of claims 1 to 10, further comprising:

14. A processing device using the method for vehicle track slippage identification according to any one of claims 1 to 9, comprising: A signal acquisition module configured to acquire at least the rotational speeds of two drive motors of the vehicle; a determining module for obtaining a rotational speed ratio and an angular acceleration ratio, and determining a track slip tendency of a drive motor corresponding to a first rotational speed based on at least the rotational speed ratio and the angular acceleration ratio; A processing device comprising:

15. A processing device using the method for vehicle torque regulation according to any one of claims 10 to 13, comprising: A signal acquisition module configured to acquire at least the rotational speeds of two drive motors of the vehicle; a determining module for obtaining a rotational speed ratio and an angular acceleration ratio, and determining a track slip tendency of a drive motor corresponding to a first rotational speed based on at least the rotational speed ratio and the angular acceleration ratio; a torque adjustment module configured to decrease a torque output value of the drive motor corresponding to the first rotational speed; A processing device comprising:

16. A vehicle, or comprising a processing device according to claim 15 adapted to carry out a method for vehicle torque regulation according to any one of claims 10 to 13; A vehicle comprising a processing device according to claim 14 configured to carry out the method for vehicle track slip identification according to any one of claims 1 to 9.

17. A computer-readable storage medium storing a computer program, comprising: The computer program, when executed, performs a method for vehicle track slippage identification according to any one of claims 1 to 9; or A computer readable storage medium, the computer program which, when executed, performs a method for vehicle torque regulation according to any one of claims 10 to 13.

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