Anti-slip regulation method, vehicle, electronic device, and storage medium

Abstract

An anti-slip regulation method, a vehicle, an electronic device, and a storage medium, applied to a vehicle. A first motor is used for driving two wheels of a first axle, a second motor is used for driving a first wheel of a second axle, and a third motor is used for driving a second wheel of the second axle. The method comprises: when at least one wheel of the vehicle slips, determining a target wheel end torque for each wheel (S301); on the basis of the target wheel end torque of the two wheels of the first axle, determining a first output torque of the first motor (S302); determining a second output torque of the second motor on the basis of the target wheel end torque of the first wheel, and determining a third output torque of the third motor on the basis of the target wheel end torque of the second wheel (S303); and controlling the first motor on the basis of the first output torque, controlling the second motor on the basis of the second output torque, and controlling the third motor on the basis of the third output torque (S304).

Description

Anti-skid control methods, vehicles, electronic devices and storage media

[0001] This application claims priority to Chinese patent application No. 202410685073.2, filed on May 29, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle technology, and more particularly to an anti-skid control method, a vehicle, electronic equipment, and a storage medium. Background Technology

[0003] During vehicle operation, the torque output from the electric motor drives the wheel transmission to propel the vehicle forward. To prevent wheel slippage, anti-slip control methods are typically used to monitor wheel slippage and adjust the engine output and braking system accordingly. Summary of the Invention

[0004] Some embodiments of this disclosure are intended to at least partially address one of the technical problems in the related art. Therefore, the purpose of some embodiments of this disclosure is to provide an anti-skid control method, vehicle, electronic device, storage medium, and program product.

[0005] This disclosure provides an anti-skid control method for a vehicle, the vehicle including a first motor, a second motor, and a third motor. The first motor is configured to drive two wheels on a first axle, the second motor is configured to drive a first wheel on a second axle, and the third motor is configured to drive a second wheel on the second axle. The method includes: determining a target wheel-end torque for each wheel when at least one wheel of the vehicle slips; the at least one wheel includes at least one of the two wheels on the first axle, the first wheel, and the second wheel; each wheel includes the two wheels on the first axle, the first wheel, and the second wheel; determining a first output torque of the first motor based on the target wheel-end torque of the two wheels on the first axle; determining a second output torque of the second motor based on the target wheel-end torque of the first wheel; and determining a third output torque of the third motor based on the target wheel-end torque of the second wheel; controlling the first motor based on the first output torque, controlling the second motor based on the second output torque, and controlling the third motor based on the third output torque to perform anti-skid control on the vehicle.

[0006] In some embodiments, determining the target wheel-end torque for each wheel includes: determining the target wheel-end torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle.

[0007] In some embodiments, determining the target wheel-end torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle includes: determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the driving parameters of the vehicle; determining the wheel-end cumulative torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle; determining the wheel-end additional torque for each wheel based on the operating parameters of each wheel and the driving parameters of the vehicle; and determining the target wheel-end torque for each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque.

[0008] In some embodiments, determining the first output torque of the first motor based on the target wheel-end torques of the two wheels of the first axle includes: determining the minimum target wheel-end torque from the target wheel-end torques of the two wheels of the first axle; and determining the first output torque of the first motor based on the minimum target wheel-end torque.

[0009] In some embodiments, the method further includes: determining the current slip of each wheel based on the current wheel speed and the vehicle speed; determining the slip difference between each wheel based on the current slip and the target slip, and using the slip difference as the slip data of each wheel.

[0010] In some embodiments, determining the target wheel-end torque of each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque includes: obtaining the initial wheel track of each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque; and determining the target wheel-end torque of each wheel based on a comparison result between the initial wheel track and the motor wheel track limit.

[0011] In some embodiments, the vehicle's driving parameters include the vehicle's longitudinal acceleration; determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the vehicle's driving parameters includes: determining a first correlation parameter based on the slip data of each wheel and the vehicle's longitudinal acceleration; and determining the wheel-end proportional torque of each wheel based on the first correlation parameter and the slip data of each wheel.

[0012] In some embodiments, the operating parameters of each wheel include the actual wheel-end torque of each wheel and the slippage state parameters of each wheel, and the driving parameters of the vehicle include the longitudinal acceleration of the vehicle. Determining the cumulative wheel-end torque for each wheel based on the slippage data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle includes: when the slippage state parameters indicate that each wheel is slipping for the first time, determining the cumulative wheel-end torque of each wheel based on the longitudinal acceleration of the vehicle and the actual wheel-end torque of each wheel; when the slippage state parameters indicate that each wheel is continuously slipping, the relationship between the previous cumulative wheel-end torque and the previous proportional wheel-end torque of each wheel satisfies a preset relationship, and the slippage data of each wheel is greater than a preset threshold, using the previous cumulative wheel-end torque as the current cumulative wheel-end torque; otherwise, determining the current cumulative wheel-end torque of each wheel based on the slippage data of each wheel, the longitudinal acceleration of the vehicle, and the previous cumulative wheel-end torque.

[0013] In some embodiments, determining the wheel-end cumulative torque of each wheel based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel includes: determining the wheel-end reference torque of each wheel based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel; and selecting one of the wheel-end reference torque and the actual wheel-end torque of each wheel as the wheel-end cumulative torque of each wheel.

[0014] In some embodiments, determining the wheel-end accumulated torque of each wheel based on the slip data of each wheel, the vehicle longitudinal acceleration, and the previous wheel-end accumulated torque includes: determining a first correlation sub-parameter based on the slip data of each wheel and the vehicle longitudinal acceleration; determining a second correlation sub-parameter based on accelerator pedal depth data; determining a second correlation parameter based on the first correlation sub-parameter and the second correlation sub-parameter; and determining the current wheel-end accumulated torque of each wheel based on the second correlation parameter, the slip data of each wheel, and the previous wheel-end accumulated torque.

[0015] In some embodiments, the operating parameters of each wheel include wheel acceleration, and the driving parameters of the vehicle include vehicle longitudinal acceleration; determining the wheel-end additional torque for each wheel based on the operating parameters of each wheel and the driving parameters of the vehicle includes: determining a third correlation parameter based on the wheel acceleration and the vehicle longitudinal acceleration when the wheel acceleration increases over time; and determining the wheel-end additional torque for each wheel based on the third correlation parameter and the wheel acceleration.

[0016] In some embodiments, the method further includes: correcting the target wheel end torque of the second wheel based on the target wheel end torque and the target differential torque of the first wheel, wherein the target differential torque is used to limit the torque difference between the target wheel end torque of the first wheel and the target wheel end torque of the second wheel.

[0017] In some embodiments, the step of correcting the target wheel end torque of the second wheel based on the target wheel end torque and the target differential torque of the first wheel includes: adding the target wheel end torque and the target differential torque of the first wheel to obtain a sum of torques; and determining the minimum value from the target wheel end torque of the second wheel and the sum of torques as the corrected target wheel end torque of the second wheel.

[0018] In some embodiments, the target differential torque is determined by: determining a base differential torque based on vehicle speed and vehicle driving mode; determining the base differential torque as the target differential torque when the coefficient of adhesion of the two wheels of the second axle on the road surface is consistent; the two wheels of the second axle include the first wheel and the second wheel; when the coefficient of adhesion of the two wheels of the second axle on the road surface is inconsistent, determining the target differential torque based on the base differential torque and the split differential torque, wherein the split differential torque indicates that the coefficient of adhesion of the two wheels of the second axle on the road surface is inconsistent, resulting in a differential torque between the two wheels of the second axle.

[0019] In some embodiments, the differential torque is obtained by: determining a differential torque gain value and a ramp differential torque gain value based on the vehicle driving mode; determining a first differential torque based on the time the two wheels of the second axle travel on a road surface with inconsistent adhesion coefficients, the vehicle speed, and the differential torque gain value; determining a second differential torque based on the road surface slope where the two wheels of the second axle are located, the vehicle speed, and the ramp differential torque gain value; and obtaining the differential torque based on at least one of the first differential torque and the second differential torque.

[0020] In some embodiments, after correcting the target wheel-end torque of the second wheel, the method further includes: correcting the target wheel-end torque of the second wheel based on a torque slope threshold.

[0021] In some embodiments, the step of correcting the target wheel-end torque of the second wheel based on a torque slope threshold includes: subtracting the wheel-end torque prior to the second wheel from the torque slope threshold to obtain a lower torque limit; adding the wheel-end torque prior to the second wheel to the torque slope threshold to obtain an upper torque limit; determining a maximum value from the target wheel-end torque of the second wheel and the lower torque limit, and determining a minimum value from the maximum value and the upper torque limit, and using the minimum value as the corrected target wheel-end torque of the second wheel.

[0022] Other embodiments of this disclosure provide a vehicle for implementing the steps of the above-described method.

[0023] Other embodiments of this disclosure provide an electronic device including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the method of any of the above embodiments.

[0024] Other embodiments of this disclosure provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method of any of the above embodiments.

[0025] Other embodiments of this disclosure provide a computer program product including instructions that, when executed by a processor of a computer device, enable the computer device to perform the steps of the method of any of the above embodiments.

[0026] In the above embodiments, when at least one wheel of the vehicle slips, a target wheel-end torque is determined for each wheel; a first output torque of the first motor is determined based on the target wheel-end torques of the two wheels on the first axle; a second output torque of the second motor is determined based on the target wheel-end torque of the first wheel; and a third output torque of the third motor is determined based on the target wheel-end torque of the second wheel; the first motor is controlled based on the first output torque, the second motor is controlled based on the second output torque, and the third motor is controlled based on the third output torque to perform anti-slip control on the vehicle. The anti-slip control method of some embodiments of this disclosure can effectively suppress vehicle slippage, and the method is applicable to vehicles with a three-motor architecture. Attached Figure Description

[0027] Figure 1 is a flowchart of a control strategy for avoiding wheel slippage according to some embodiments of this disclosure;

[0028] Figure 2 is a flowchart of another control strategy for avoiding wheel slippage according to some embodiments of this disclosure;

[0029] Figure 3 is a flowchart of an anti-slip control method according to some embodiments of the present disclosure;

[0030] Figure 4 is a flowchart illustrating the calculation of slip data for each wheel according to some embodiments of this disclosure;

[0031] Figure 5 is a flowchart of determining the target wheel-end torque for each wheel according to some embodiments of this disclosure;

[0032] Figure 6 is a flowchart of determining the wheel-end cumulative torque for each wheel according to some embodiments of this disclosure;

[0033] Figure 7 is a flowchart illustrating another embodiment of the present disclosure for determining the wheel-end cumulative torque of each wheel;

[0034] Figure 8 is a flowchart illustrating another embodiment of the present disclosure for determining the target wheel end torque of each wheel;

[0035] Figure 9 is a flowchart of calculating the first output torque of each motor based on the slip difference in some embodiments of this disclosure;

[0036] Figure 10 is a flowchart of calculating the target differential torque according to some embodiments of this disclosure;

[0037] Figure 11 is a flowchart of calculating the differential torque of the two-way valve according to some embodiments of this disclosure;

[0038] Figure 12 is a flowchart of calculating the final output torque of the rear wheel motor considering the differential effect in some embodiments of this disclosure;

[0039] Figure 13 is a flowchart of a vehicle anti-skid control strategy according to some embodiments of the present disclosure;

[0040] Figure 14 is a block diagram of an electronic device according to some embodiments of the present disclosure. Detailed Implementation

[0041] Embodiments of this disclosure are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0042] During vehicle operation, the torque output by the motor drives the wheel transmission to propel the vehicle forward. However, during vehicle acceleration, the large torque of the motor can cause the wheels to slip, so most vehicles have control strategies to prevent wheel slippage.

[0043] In some examples, as shown in Figure 1, control strategies to avoid wheel slip include: acquiring vehicle operating parameters and actual wheel speeds, calculating wheel slip ratio and wheel speed difference based on these parameters, and then determining whether the vehicle has traction slip based on at least one of the wheel slip ratio or wheel speed difference. When traction slip exists, the driving state of the vehicle is controlled based on the wheel speed difference and vehicle operating parameters. This method uses an Electronic Stability Program (ESP) or an Anti-lock Braking System (ABS) to apply hydraulic braking to decelerate the vehicle by braking one or more wheels, thereby adjusting the wheel end slip ratio. This hydraulic braking method suffers from slow braking speed and high noise, and it also wastes energy by applying torque in the opposite direction to eliminate excessive torque.

[0044] In other examples, as shown in Figure 2, the control strategy to avoid wheel slippage also includes: determining the base torque of each wheel based on the accelerator pedal opening and the vehicle fault level, then determining at least one of the vehicle's additional anti-slip torque or additional yaw torque, then adjusting at least one of the base torques based on the additional anti-slip torque or additional yaw torque, and outputting the required torque of each wheel; and determining the drive control strategy based on the required torque of the wheel and the maximum output torque of each hub motor. This method relies on the architecture of four-wheel side motors or hub motors and achieves wheel-end drive anti-slip by independently controlling the torque of the four-wheel motors, but it is not suitable for three-motor architectures.

[0045] Based on this, some embodiments of this disclosure propose an anti-slip control method, which achieves drive anti-slip control that is more suitable for the architecture of a three-motor four-wheel drive vehicle by using low-select torque control of the two front axle wheels and independent control of the wheel-side motors of the two rear axle wheels.

[0046] Figure 3 is a flowchart of an anti-slip control method according to some embodiments of the present disclosure.

[0047] As shown in Figure 3, the anti-skid control method includes steps S301-S304. This anti-skid control method is applied to a vehicle, which includes a first motor, a second motor, and a third motor. The first motor drives the two wheels of the first axle, the second motor drives the first wheel of the second axle, and the third motor drives the second wheel of the second axle.

[0048] S301, in the event that at least one wheel of the vehicle slips, determines the target wheel-end torque for each wheel.

[0049] S302, based on the target wheel end torque of the two wheels of the first axle, determine the first output torque of the first motor.

[0050] S303, based on the target wheel end torque of the first wheel, determine the second output torque of the second motor, and based on the target wheel end torque of the second wheel, determine the third output torque of the third motor.

[0051] S304 controls a first motor based on a first output torque, a second motor based on a second output torque, and a third motor based on a third output torque to perform anti-slip control on the vehicle.

[0052] For example, when a vehicle is in motion, it relies on the torque output by the motor to drive the wheel transmission so that the vehicle can move forward. However, during the acceleration of the vehicle, the motor torque is large, which makes the wheels prone to slippage. Therefore, it is necessary to prevent slippage when the vehicle wheels slip. For example, by determining the target wheel-end torque for each wheel, the drive can be based on the target wheel-end torque to avoid wheel slippage and achieve the purpose of anti-slippage.

[0053] This disclosure uses a three-motor four-wheel drive vehicle with a single front motor and dual rear motors as an example for illustration. In this three-motor vehicle, the front two wheels share a first motor, while the rear two wheels are each driven by a second motor and a third motor, respectively. After determining the target wheel-end torque for each wheel based on relevant vehicle data, a first output torque for the first motor is determined based on the target wheel-end torques of the two front wheels. Similarly, a second output torque for the second motor and a third output torque for the third motor are determined based on the target wheel-end torques of the two rear wheels. Finally, anti-slip drive control is applied to the first motor based on the first output torque, the second motor based on the second output torque, and the third motor based on the third output torque.

[0054] For example, the first axle corresponds to the front wheel end, the second axle corresponds to the rear wheel end, the first motor is used to simultaneously drive the two wheels that are coaxially arranged at the front wheel end, the second motor is used to drive the first wheel at the rear wheel end, and the third motor is used to drive the second wheel at the rear wheel end.

[0055] Some embodiments of this disclosure employ a separate anti-slip control strategy for the front and rear wheels, which improves vehicle response speed and control accuracy compared to single hydraulic braking, and solves the problem that the four-motor control strategy cannot be adapted to a three-motor architecture.

[0056] In one example, the target wheel-end torque for each wheel can be determined based on the slip data of each wheel, the operating parameters of each wheel, and the vehicle's driving parameters. The following will provide a detailed explanation of how to determine the target wheel-end torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the vehicle's driving parameters.

[0057] In some embodiments, as shown in FIG4, the anti-slip control method further includes S401-S402.

[0058] S401 determines the current slip of each wheel based on the current wheel speed and vehicle speed.

[0059] S402, based on the current slip and target slip of each wheel, determine the slip difference of each wheel, and use the slip difference of each wheel as the slip data of each wheel.

[0060] The target slip is associated with at least one of the following: road surface adhesion coefficient, vehicle speed, accelerator pedal depth, and road surface gradient.

[0061] For example, during vehicle acceleration, when vehicle slippage is detected, anti-slip control strategies according to some embodiments of this disclosure can be implemented. Alternatively, these strategies can be implemented in real-time before slippage occurs. Whether vehicle slippage exists can be determined through experience or factors such as slippage amount. For instance, when slippage is detected, the current slippage amount of each wheel is first determined based on the current wheel speed and vehicle speed.

[0062] In some embodiments, the current slip is denoted as λ, and the current wheel speed is denoted as n. 轮 The vehicle's speed is denoted as v. 车 The current slip of each wheel is obtained by subtracting the current wheel speed from the vehicle's speed, as shown in Formula 1: λ = n 轮 -v 车 (Formula 1)

[0063] The current wheel speed of each wheel may be inconsistent. Therefore, the current slip amount needs to be calculated for each wheel. Then, based on the current slip amount and the target slip amount of each wheel, the slip difference between the wheels is determined, and this slip difference is used as the slip data for each wheel. The target slip amount can be denoted as λ. t Target slip λ t It is associated with at least one of the following: road surface adhesion coefficient, vehicle speed, accelerator pedal depth, and road surface slope. For example, the target slip amount λ is obtained by looking up each slip component in a table based on the road surface adhesion coefficient, vehicle speed, accelerator pedal depth, and road surface slope, and then summing them up. t As shown in Formula 2 below: λ t =map{μ}+map{v 车}+map{v 车 ,x p}+map{θ} (Formula 2)

[0064] Where μ represents the road surface adhesion coefficient, x pThe value represents the accelerator pedal depth, θ represents the road slope, and map{} represents the value obtained by looking up the table based on the content within {}.

[0065] Based on the current slip and target slip of each wheel, the slip difference between each wheel is determined as shown in Formula 3 below: Δλ=λ-λ t (Formula 3)

[0066] Where Δλ represents the difference in slip. The difference in slip between each wheel is the slip data for each wheel.

[0067] Then, based on the slip data of each wheel in the vehicle, the working parameters of each wheel, and the driving parameters of the vehicle, the target wheel-end torque for each wheel is determined.

[0068] In some embodiments, as shown in FIG5, the target wheel-end torque for each wheel is determined based on the slip data of each wheel of the vehicle, the working parameters of each wheel, and the driving parameters of the vehicle, including S501-S504.

[0069] S501 determines the wheel-end proportional torque of each wheel based on the slip data of each wheel and the vehicle's driving parameters.

[0070] S502 determines the wheel-end cumulative torque for each wheel based on the slip data of each wheel, the working parameters of each wheel, and the driving parameters of the vehicle.

[0071] S503 determines the additional wheel-end torque for each wheel based on the operating parameters of each wheel and the driving parameters of the vehicle.

[0072] S504, based on at least one of wheel-end proportional torque, wheel-end cumulative torque and wheel-end additional torque, determines the target wheel-end torque for each wheel.

[0073] For example, wheel slip data includes the difference in wheel slip, and vehicle driving parameters include longitudinal acceleration. Based on the wheel slip data and vehicle driving parameters, the proportional torque at the wheel end of each wheel is determined. For example, the proportional torque at the wheel end of each wheel is determined based on the difference in wheel slip and the vehicle's longitudinal acceleration. For example, the operating parameters of each wheel include the actual torque at the wheel end and slippage state parameters. Based on the wheel slip data, operating parameters, and vehicle driving parameters, the cumulative torque at the wheel end of each wheel is determined. For example, the cumulative torque at the wheel end of each wheel is determined based on the difference in wheel slip, the actual torque at the wheel end of each wheel, slippage state parameters, and the vehicle's longitudinal acceleration. Additionally, the additional torque at the wheel end of each wheel is determined based on the operating parameters and vehicle driving parameters.

[0074] For each wheel, three aspects of torque are calculated: the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque. Finally, based on at least one of the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque, the target wheel-end torque for each wheel is determined. For example, depending on the actual situation, the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque with the largest weight (e.g., the largest) or the largest influence (e.g., the largest) is selected as the target wheel-end torque. Alternatively, the selected torque can be further processed to obtain the target wheel-end torque. Or, two or three of the three can be combined as the target wheel-end torque. Or, two or three combinations can be further processed (e.g., according to the steps in Figure 8) to obtain the target wheel-end torque.

[0075] In other embodiments, the initial wheel track of each wheel can be obtained based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque; the target wheel-end torque of each wheel is determined based on the comparison between the initial wheel track and the motor wheel track limit. For ease of understanding, the method in some embodiments of this disclosure obtains a total wheel-end torque limit for each wheel by superimposing the torque limits from three aspects, determines this total wheel-end torque limit as the initial wheel track for each wheel, and then further restricts the initial wheel track to obtain the target wheel-end torque for each wheel.

[0076] In some embodiments, the vehicle's driving parameters include the vehicle's longitudinal acceleration; determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the vehicle's driving parameters includes: determining a first association parameter associated with the torque and slip data based on the slip data of each wheel and the vehicle's longitudinal acceleration; and determining the wheel-end proportional torque of each wheel based on the first association parameter and the slip data of each wheel. For example, let the wheel-end proportional torque be T. p The vehicle's longitudinal acceleration is a x Based on the difference in slip Δλ between each wheel and the vehicle's longitudinal acceleration a x Determine the first correlation parameter associated with the torque and slip data, and denote the first correlation parameter as k. p The first associated parameter k p This can be obtained by looking up a table, and then based on the first correlation parameter k. p The wheel-end proportional torque of each wheel is determined by the slip difference Δλ between each wheel, as shown in Formulas 4 and 5 below: k p =map{a x ,Δλ} (Formula 4) T p = (-1)*k p *Δλ (Formula 5)

[0077] Wheel end proportional torque T p A negative value indicates that the torque needs to be reduced when slippage occurs.

[0078] In some embodiments, as shown in FIG6, the wheel-end cumulative torque for each wheel is determined based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle, including:

[0079] S601, when the slippage state parameters indicate that each wheel is slipping for the first time, determines the cumulative torque at the wheel end of each wheel based on the vehicle's longitudinal acceleration and the actual torque at the wheel end of each wheel.

[0080] S602, when the slippage state parameters indicate that each wheel is continuously slipping, the relationship between the previous wheel-end cumulative torque and the previous wheel-end proportional torque satisfies the preset relationship, and the wheel slippage data is greater than the preset threshold, the previous wheel-end cumulative torque is used as the current wheel-end cumulative torque.

[0081] S603, otherwise, based on the slip data of each wheel, the longitudinal acceleration of the vehicle, and the previous wheel-end accumulated torque, determine the current wheel-end accumulated torque of each wheel.

[0082] For example, the operating parameters of each wheel include the actual torque at the wheel end and the slippage parameters of each wheel; the vehicle's driving parameters include the vehicle's longitudinal acceleration; and the accumulated torque at the wheel end is denoted as T. i The accumulated torque T at the wheel end is calculated in three cases. i The following discussion is shown in Formula 6:

[0083] In the first scenario, when the vehicle initially slips, based on the vehicle's longitudinal acceleration a... x and the actual torque T at the wheel end of each wheel 轮 Determine the cumulative torque T at the wheel end i .

[0084] In the second scenario, if the slippage parameters indicate that each wheel is continuously slipping, and the relationship between the previous wheel-end cumulative torque and the previous wheel-end proportional torque satisfies a preset relationship, and the wheel slippage data is greater than a preset threshold, then the previous wheel-end cumulative torque T is satisfied. i t-1 The wheel-end proportional torque T compared to the previous moment p t-1 When the sum of the negative numbers is less than or equal to zero, and the slip difference Δλ is greater than zero, the cumulative torque T at the wheel end is... i The wheel-end cumulative torque T at the previous moment i t-1 The same, remaining unchanged. That is, if the accumulated torque T at the wheel end at the previous moment... i t-1 The wheel-end proportional torque T compared to the previous moment p t-1If the sum is less than or equal to zero, it indicates that the wheel-end proportional torque T p t-1 The absolute value is already greater than the wheel-end accumulated torque T. i t-1 Big, T p t-1 (negative number) and T i t-1 If the sum is still negative, it indicates that the torque reduction control implemented in the previous moment was sufficient, and there is no need to adjust the wheel-end accumulated torque T further. i At this time, keep T i For T i t-1 .

[0085] The third scenario occurs when neither of the first two conditions is met, indicating that the vehicle is slipping more severely. In this case, it is necessary to reduce the torque (T). i At this point, the current wheel-end accumulated torque of each wheel can be determined based on the slip data of each wheel, the longitudinal acceleration of the vehicle, and the previous wheel-end accumulated torque.

[0086] In some embodiments, in the first case (initial slippage), the wheel-end cumulative torque of each wheel is determined based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel, including: determining the wheel-end reference torque of each wheel based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel; and selecting one of the wheel-end reference torque and the actual wheel-end torque as the wheel-end cumulative torque of each wheel.

[0087] For example, as shown in the first sub-formula of Formula 6, when the slippage state parameter indicates that each wheel is slipping for the first time, the reference torque at the wheel end of each wheel is determined based on the vehicle's longitudinal acceleration and the actual torque at the wheel end of each wheel. This can be based on the vehicle's longitudinal acceleration a. x and the actual torque T at the wheel end of each wheel 轮 The wheel end reference torque is obtained by looking up the table and denoted as map{a x ,T 轮 Choose either the wheel-end reference torque or the actual wheel-end torque as the cumulative wheel-end torque for each wheel. For example, the wheel-end reference torque map{a} can be selected. x ,T 轮} and the actual torque T at the wheel end 轮 The smaller of the two is used as the wheel-end cumulative torque T i .

[0088] In some embodiments, as shown in FIG7, in the third case, determining the wheel-end accumulated torque of each wheel based on the slip data of each wheel, the vehicle longitudinal acceleration, and the previous wheel-end accumulated torque includes:

[0089] S701, based on the slip data of each wheel and the longitudinal acceleration of the vehicle, determines the first correlation sub-parameter.

[0090] S702, based on accelerator pedal depth data, determines the second correlation sub-parameter.

[0091] S703, determine the second association parameter based on the first association sub-parameter and the second association sub-parameter.

[0092] S704 determines the current wheel-end accumulated torque of each wheel based on the second correlation parameter, the slip data of each wheel, and the previous wheel-end accumulated torque.

[0093] For example, the first correlation sub-parameter is associated with torque and slip data, the second correlation sub-parameter is associated with torque and slip data, and the third correlation parameter is associated with torque and slip data. As shown in the third sub-formula of Formula 6, when the slip parameters do not meet the above two conditions, the wheel-end accumulated torque of each wheel is determined based on the slip data of each wheel, the vehicle's longitudinal acceleration, and the previously accumulated wheel-end torque. For example, firstly, based on the difference in slip Δλ between each wheel and the vehicle's longitudinal acceleration a... x The first associated sub-parameter, map{a, is obtained by looking up the table. x ,Δλ}, based on the accelerator pedal depth x p The second associated sub-parameter, map{x, is obtained by looking up the table. p}, map{a} the first associated sub-parameter x ,Δλ} and the second associated subparameter map{x p Multiplying them together yields the second correlation parameter k. i The second correlation parameter k i The calculation formula is shown in Formula 7 below: k i =map{a x ,Δλ}*map{x p} (Formula 7)

[0094] As shown in the third sub-formula of Formula 6, based on the second correlation parameter k i The difference in slippage Δλ between each wheel and the previous accumulated wheel-end torque T i t-1 Determine the current wheel-end cumulative torque T for each wheel. i ,

[0095] In other embodiments, the wheel-end additional torque for each wheel is determined based on the operating parameters of each wheel and the driving parameters of the vehicle.

[0096] In some embodiments, determining the wheel-end additional torque for each wheel based on the operating parameters of each wheel and the driving parameters of the vehicle includes: determining a third correlation parameter associated with the torque and wheel acceleration based on the wheel acceleration and the longitudinal acceleration of the vehicle as the wheel acceleration increases over time; and determining the wheel-end additional torque for each wheel based on the third correlation parameter and the wheel acceleration.

[0097] For example, the operating parameters of each wheel include wheel acceleration a. 轮 The vehicle's driving parameters include the vehicle's longitudinal acceleration a. x At wheel acceleration a 轮 As time increases, the wheel acceleration a can be used as a reference. 轮 and vehicle longitudinal acceleration a x The third association parameter is obtained by looking up the table, and is denoted as map{a}. 轮 ,a x}, based on the third association parameter map{a x ,a 轮} and wheel acceleration a 轮 Determine the wheel-end additional torque T for each wheel. x Additional torque T at the wheel end x The calculation formula is shown in Formula 8 below:

[0098] in, The longitudinal acceleration a of the vehicle x The differential, A value greater than zero indicates that the wheel acceleration increases with time. If the wheel acceleration does not increase with time, then the additional torque T at the wheel end... x It is zero.

[0099] After calculating the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque for each wheel using the above formula, the target wheel-end torque for each wheel is determined based on these three torques.

[0100] In some embodiments, as shown in FIG8, determining the target wheel-end torque for each wheel based on at least one of wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque includes:

[0101] S801, based on at least one of the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque, obtains the initial wheel track of each wheel.

[0102] For example, one or more of the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque can be added together to obtain the initial track width for each wheel. Of course, in some cases, the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque can correspond to different weights. In such cases, the wheel-end proportional torque, wheel-end cumulative torque, and wheel-end additional torque can be multiplied by their respective weights before being added together.

[0103] S802 determines the target wheel end torque for each wheel based on the comparison between the initial wheel track and the motor wheel track limit.

[0104] The initial wheel track of each wheel is limited based on the wheel track limit of the motor to obtain the target wheel end torque of each wheel. The initial wheel track of each wheel at the front wheel end is limited by the wheel track limit of the first motor, and the initial wheel track of the wheel at the rear wheel end is limited by the wheel track limits of the second and third motors corresponding to that wheel.

[0105] For example, by summing the three torque limits—the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque—the initial wheel track of each wheel is obtained. Then, the result is constrained according to the upper and lower limits of the motor output torque to obtain the target wheel-end torque T for each wheel. c The calculation formula is shown in Formula 9 below: T c =min{max{T p +T i +T x ,T min},T max} (Formula 9)

[0106] It should be noted that the target wheel-end torque T c This is for each wheel, meaning there are a total of four target wheel-end torques T. c Because there is only one motor at the front wheel end, the lower limit T of the output torque to the motors of the two front wheels is... min and upper limit T max They are the same. The upper and lower limits of the motor output torque are determined by the motor itself. The upper and lower limits of the output torque of the first motor are used to limit the initial wheel track of the two wheels at the front wheel end. The upper and lower limits of the output torque of the second and third motors corresponding to the rear wheels are used to limit the initial wheel track of the two wheels at the rear wheel end.

[0107] In some embodiments, determining a first output torque of a first motor based on the target wheel-end torques of the two wheels of the first axle includes: determining the minimum target wheel-end torque from the target wheel-end torques of the two wheels of the first axle; and determining the first output torque for the first motor based on the minimum target wheel-end torque.

[0108] For example, to address the issue of inconsistent target wheel-end torques between the two front axle wheels, some embodiments of this disclosure employ a method of selecting a lower front axle wheel-end torque limit, i.e., using the target wheel-end torque T of the two front wheels as the reference value. c In the above formula, the lower value is selected to determine the first output torque of the first motor at the front wheel end. This avoids excessive motor torque causing wheel slippage due to the lower wheel end torque limit. Therefore, the first output torque of the first motor is shown in Formula 10 below: T F =min{T c_FL ,T c_FR}*2 (Formula 10)

[0109] Wherein, the subscript FL represents the front left wheel, FR represents the front right wheel, and T represents the front right wheel. F This is the first output torque of the first motor.

[0110] For example, the first wheel of the second axle can be the left rear wheel, and the second wheel can be the right rear wheel, or vice versa. The target wheel-end torque corresponding to the left rear wheel is used as the second output torque of the second motor, and the target wheel-end torque corresponding to the right rear wheel is used as the third output torque of the third motor, as shown in Formula 11 below: T RL =T c_RL ,T RR =T c_RR (Formula 11)

[0111] In this context, the subscript RL represents the rear left wheel and RR represents the rear right wheel.

[0112] Figure 9 is a flowchart of calculating the first output torque of each motor based on the slip difference according to some embodiments of this disclosure.

[0113] As shown in Figure 9, firstly, the P control wheel-end torque limit (i.e., the proportional torque at the wheel end of each wheel) is calculated based on the slip difference and longitudinal acceleration. Secondly, the I control wheel-end torque limit (i.e., the cumulative torque at the wheel end of each wheel) is calculated based on the actual wheel-end torque, longitudinal acceleration, slip difference, and slippage state parameters. Thirdly, the additional wheel-end torque limit (i.e., the additional torque at the wheel end of each wheel) is calculated based on wheel acceleration, longitudinal acceleration, and other information. The proportional torque at the wheel end, the cumulative torque at the wheel end, and the additional torque at the wheel end are summed to obtain the wheel-end torque limit for each wheel (i.e., the initial wheel track for each wheel). Finally, the front axle wheel-end torque limit is selected to calculate the first output torque of the front axle motor; the wheel-end torque limits corresponding to the left and right rear wheels are used as the first output torques of the left and right rear motors, respectively.

[0114] Some embodiments of this disclosure also consider the influence of differential torque, correct the output torque of the two motors on the rear axle, and calculate the final second output torque and third output torque.

[0115] In some embodiments, the anti-skid control method further includes: for the first wheel and the second wheel of the second axle, when the first wheel is the left rear wheel and the second wheel is the right rear wheel, and when the first wheel is the right rear wheel and the second wheel is the left rear wheel, the target wheel end torque of the second wheel is corrected based on the target wheel end torque and the target differential torque of the first wheel, wherein the target differential torque is used to limit the torque difference between the target wheel end torque of the first wheel and the target wheel end torque of the second wheel.

[0116] In some embodiments, in order to avoid vehicle instability caused by excessive differential torque between different wheel ends, some embodiments of this disclosure also perform correction processing on the target wheel end torque of the rear wheel end based on the target differential torque. It should be noted that this correction processing only applies to the two rear wheels at the rear wheel end.

[0117] To correct the target wheel end torque of the second wheel in the rear wheel end, the target differential torque must first be obtained.

[0118] In some embodiments, as shown in FIG10, the target differential torque is determined in the following manner:

[0119] S1001 determines the basic differential torque based on vehicle speed and driving mode.

[0120] S1002, under the condition that the adhesion coefficients of the two wheels on the road surface are the same, the basic differential torque is determined as the target differential torque.

[0121] S1003, when the adhesion coefficients of the two wheels on the second axle are inconsistent, the target differential torque is determined based on the basic differential torque and the split differential torque.

[0122] The differential torque characterizes the differential torque that exists between the two wheels of the second axle due to the inconsistent road surface adhesion coefficients. The two wheels of the second axle include the first wheel and the second wheel.

[0123] For example, based on the vehicle's speed v 车 and vehicle driving mode D m od, the basic differential torque T is obtained by looking up the table. b The calculation formula is shown in Formula 12 below: T b =map{v 车 D mod} (Formula 12)

[0124] Vehicle driving modes typically include the following, and of course, other modes may also be included:

[0125] 1) Economic Mode (ECO Mode): This mode aims to reduce fuel consumption by optimizing the operation of the engine and transmission. This mode is suitable for low-to-medium speed driving, such as daily commuting, but the fuel-saving effect is not significant at high speeds due to increased wind resistance. Activating this mode may result in a slight decrease in power.

[0126] 2) Sport Mode: This mode primarily enhances vehicle performance by increasing engine speed and responsiveness to deliver more power. It's suitable for wide, flat roads and situations requiring quick overtaking. However, activating this mode may significantly increase fuel consumption.

[0127] 3) Standard mode (NORMAL mode): This mode is a balance between economy mode and sport mode, providing moderate power and economy.

[0128] 4) Snow mode: This mode reduces the risk of vehicle slippage when driving on snow or snow-covered roads by limiting engine output torque and transmission reduction ratio.

[0129] In addition, there are off-road modes (TRAIL mode), rock climbing modes (ROCK mode), and other modes suitable for specific driving conditions and road conditions. Different vehicle models may offer different driving modes.

[0130] When the coefficient of friction of the road surface where the first and second wheels are located is the same, the base differential torque is determined as the target differential torque. The same coefficient of friction of the road surface where the first and second wheels are located indicates that all wheels at the rear wheel end are on a uniform road surface; in this case, the base differential torque T is... b The target differential torque T 差动 .

[0131] When the coefficients of friction of the first and second wheels on the road surface are inconsistent, i.e., when the first and second wheels are on a split road surface, it can be understood that one side of the road surface has a high coefficient of friction, and the other side has a low coefficient of friction. This will result in different coefficients of friction for the two rear wheels. In this case, the target differential torque is determined based on the base differential torque and the split differential torque. The formula for calculating the target differential torque is shown in Formula 13 below:

[0132] Among them, T 对开 This indicates the differential torque.

[0133] In some embodiments, as shown in FIG11, the differential torque is obtained in the following manner:

[0134] S1101, determine the differential torque gain value and the ramp differential torque gain value according to the vehicle driving mode.

[0135] S1102, based on the time length of the two wheels of the second axle traveling on a road surface with inconsistent adhesion coefficients, the vehicle speed, and the differential torque gain value, determine the first differential torque.

[0136] S1103, based on the road slope where the two wheels of the second axle are located, the vehicle speed, and the slope differential torque gain value, determine the second differential torque.

[0137] S1104, based on at least one of the first split differential torque and the second split differential torque, the split differential torque is obtained.

[0138] For example, different differential torque gain values ​​k are determined based on different vehicle driving modes. 对开 And determine different ramp torque gain values ​​k based on different vehicle driving modes. 坡道 The time t is determined by the duration of travel of each rear wheel on a surface with inconsistent coefficients of adhesion. 对开 Vehicle speed v 车 , differential torque gain value k 对开 The first differential torque is obtained by looking up the table. The first differential torque = map{t 对开 ,v 车}*k 对开 Based on the road surface slope θ where each rear wheel is located and the vehicle speed v... 车 The torque gain value k of the ramp split 坡道 The second differential torque is obtained by looking up the table. The second differential torque is equal to map{θ,v}. 车}*k 坡道 .

[0139] It should be noted that, depending on the actual situation, an important or influential differential torque can be selected from the first and second differential torques as the final differential torque. In some embodiments, the first and second differential torques can also be added together to obtain the final differential torque, and the formula for calculating the final differential torque is shown in Formula 14 below: T 对开 =map{t 对开 ,v 车}*k 对开 +map{θ,v 车}*k 坡道 (Formula 14)

[0140] Among them, T 对开 The differential torque, t 对开This indicates the length of time the vehicle remains in the opposite operating condition.

[0141] If the vehicle's rear wheels are on opposite sides of the road, the target differential torque T 差动 Based on differential torque T b and the differential torque T 对开 The sum of these values, if the vehicle's rear wheels are on a uniform road surface, is the target differential torque T. 差动 Based on differential torque T b .

[0142] After determining the target differential torque for the first and second wheels at the rear wheel end, the target wheel end torque of the second wheel is corrected based on the target wheel end torque and target differential torque of the first wheel.

[0143] In some embodiments, the target wheel-end torque of the second wheel is corrected based on the target wheel-end torque and the target differential torque of the first wheel. This includes: adding the target wheel-end torque and the target differential torque of the first wheel to obtain a sum of torques; determining the minimum value from the target wheel-end torque of the second wheel and the sum of torques, and using this minimum value as the corrected target wheel-end torque of the second wheel. Thus, the smaller of the target wheel-end torque of the second wheel and the sum of torques is the minimum value.

[0144] Taking the first wheel as the right rear wheel and the second wheel as the left rear wheel as an example, based on the differential torque limit T 差动 The target output torque of the left and right rear motors is further adjusted to ensure that the difference in output torque between the left and right rear motors does not exceed (e.g., is less than or equal to) the T value corresponding to the rear axle. 差动 Taking the left rear wheel as an example, the corrected target wheel-end torque is obtained after passing the differential torque limit. The calculation formula is shown in Equation 15 below: T c_RL,lim =min{T c_RL ,T 差动 +T c_RR} (Formula 15)

[0145] Taking the left rear wheel (second wheel) as an example, when correcting the target wheel-end torque of the left rear wheel, the differential torque limit T is first calculated. 差动 The differential torque limit T 差动 The target wheel end torque T of the right rear wheel (first wheel) c_RR Add them together to get the sum of the torques, and compare it with the target wheel-end torque T of the left rear wheel. c_RL The magnitude of the sum of torque and value is used, and the minimum value is taken as the target wheel-end torque T after correction for the left rear wheel. c_RL,lim .

[0146] In some embodiments, after correcting the target wheel-end torque of the second wheel, the anti-skid control method further includes: correcting the target wheel-end torque of the second wheel based on a torque slope threshold.

[0147] For example, when the motor torque decreases due to differential torque limitation, the rate of torque reduction needs to be limited to ensure that the torque does not decrease too quickly and that the second output torque is not negative.

[0148] In some embodiments, the target wheel-end torque of the second wheel is corrected based on a torque slope threshold, including: subtracting the wheel-end torque before the second wheel from the torque slope threshold to obtain a lower limit value of torque; adding the wheel-end torque before the second wheel to the torque slope threshold to obtain an upper limit value of torque; determining a maximum value from the target wheel-end torque of the second wheel and the lower limit value of torque, and determining a minimum value from the maximum value and the upper limit value of torque, and using the minimum value as the corrected target wheel-end torque of the second wheel.

[0149] Here, the larger of the target wheel end torque of the second wheel and the lower limit of the torque is the maximum value, and the smaller of the maximum value and the upper limit of the torque is the minimum value.

[0150] Taking the left rear wheel (the second wheel) as an example, the wheel-end torque before the left rear wheel, that is, the wheel-end torque T of the left rear wheel at the previous moment. c_RL,lim t-1 and torque slope threshold T slope Subtracting the two values ​​gives the lower limit of the torque, T. c_RL,lim t-1 -T slope Torque slope threshold T slope The preset value is used, and the torque slope thresholds corresponding to the last two wheels are the same. The wheel-end torque T before the second wheel is set. c_RL,lim t-1 and torque slope threshold T slope Adding them together gives the upper limit of torque T. c_RL,lim t-1 +T slope The maximum value is determined from the target wheel-end torque and the lower limit of the torque for the second wheel, and the minimum value is determined from the maximum value and the upper limit of the torque. This minimum value is taken as the corrected target wheel-end torque for the second wheel, as shown in Formula 16 below: T lim(RL) =min{max{T c_RL,lim ,T c_RL,lim t-1 -T slope},T c_RL,lim t-1 +T slope} (Formula 16)

[0151] The differential torque and slope corrections mentioned above are applied to the rear wheels and do not involve the front wheels.

[0152] Finally, based on the first output torque obtained at the front wheel end, anti-slip drive control is performed on the first motor at the front wheel end, and the corrected target wheel end torque at the rear wheel end is used as the second and third output torques, and anti-slip drive control is performed on the second and third motors corresponding to the rear wheels respectively.

[0153] Figure 12 is a flowchart of calculating the final output torque of the rear wheel motor considering the differential effect according to some embodiments of this disclosure.

[0154] As shown in Figure 12, the first output torque obtained based on the slip difference is processed, taking into account the effects of vehicle speed, driving mode, and the split-wheel driving condition. The second and third output torques of the left and right rear motors are then corrected to prevent vehicle instability due to excessive differential torque. For non-split-wheel driving conditions, the basic differential torque limit is obtained by looking up the corresponding lookup table based on vehicle speed and driving mode. For split-wheel driving conditions, different split-wheel differential torque gain values ​​and slope split-wheel torque gain values ​​are further selected based on different driving modes to calculate the split-wheel differential torque limit. Finally, the torque difference between the two rear axle motors is controlled, and the slope of change is limited to obtain the final output torque of each rear wheel motor.

[0155] In order to eliminate the problem of vehicle deviation when driving on uniform or split-road surfaces, some embodiments of this disclosure have adopted the differential torque limiting control strategy that takes into account the split-road condition, which can avoid vehicle instability caused by excessive differential.

[0156] Figure 13 is a flowchart of a vehicle anti-skid control strategy according to some embodiments of the present disclosure.

[0157] As shown in Figure 13, the slip difference is calculated based on information such as wheel speed, vehicle speed, road surface adhesion coefficient, accelerator pedal depth, and slope. Based on this slip difference, the output torque of each motor is calculated. Considering the influence of differential torque, the output torque of the two rear axle motors is corrected, and the final output torque is calculated. Finally, based on the obtained final output torques of the three motors, the output torques of the three motors are controlled separately to achieve anti-slip control of the three-motor four-wheel drive vehicle.

[0158] This disclosure also proposes a vehicle in some embodiments.

[0159] In this embodiment, vehicle 1 implements the steps of the above-described anti-skid control method.

[0160] Some embodiments of this disclosure also propose a computer-readable storage medium.

[0161] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, it implements the steps of the above-described anti-slip control method.

[0162] Figure 14 is a block diagram of an electronic device according to some embodiments of the present disclosure.

[0163] An electronic device 2000 according to some embodiments of the present disclosure includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described anti-slip control method.

[0164] As shown in Figure 14, for ease of understanding, an embodiment of this disclosure illustrates an electronic device.

[0165] Electronic device 2000 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers (e.g., blade servers), mainframe computers, and other suitable computers. Electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0166] As shown in Figure 14, the electronic device 2000 includes a computing unit 1401. The computing unit 1401 can perform various appropriate actions and processes based on a computer program stored in a read-only memory (ROM) 1402 or a computer program loaded from a storage unit 1408 into a random access memory (RAM) 1403. The RAM 1403 can also store various programs and data required for the operation of the electronic device 1400. The computing unit 1401, ROM 1402, and RAM 1403 are interconnected via a bus 1404. An input / output (I / O) interface 1405 is also connected to the bus 1404.

[0167] Multiple components in electronic device 1400 are connected to I / O interface 1405. These components include input unit 1406, output unit 1407, storage unit 1408, and communication unit 1409. For example, input unit 1406 includes a keyboard, mouse, etc.; output unit 1407 includes various types of displays, speakers, etc.; storage unit 1408 includes disks, optical disks, etc.; and communication unit 1409 includes network interface cards, modems, wireless transceivers, etc. Communication unit 1409 allows electronic device to exchange at least one of the information or data with other devices through at least one of computer networks such as the Internet or various telecommunications networks.

[0168] The computing unit 1401 can be one of various general-purpose or special-purpose processing components with processing and computing capabilities. For example, the computing unit 1401 includes, but is not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 1401 performs the various methods described above, such as anti-slip control methods.

[0169] In some embodiments, the anti-slip control method may be implemented as a computer software program, tangibly contained in a machine-readable medium, such as storage unit 1408. In some embodiments, part or all of the computer program may be loaded or installed via at least one of ROM 1402 or communication unit 1409, or loaded and installed on an electronic device. When the computer program is loaded into RAM 1403 and executed by computing unit 1401, the anti-slip control method described above may be executed. In other embodiments, computing unit 1401 may be configured to execute the anti-slip control method by any other suitable means (e.g., by means of firmware).

[0170] It should be noted that at least one of the logic or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be present in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For some embodiments of this disclosure, a “computer-readable medium” can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. Examples of computer-readable media (a non-exhaustive list) include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). In addition, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically by optically scanning paper or other media, then editing, interpreting or otherwise processing them as necessary, and then storing them in computer memory.

[0171] It should be understood that various parts of some embodiments of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in other embodiments, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0172] In the description of this disclosure, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this disclosure, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0173] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0174] Furthermore, the terms "first," "second," etc., used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this disclosure can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this disclosure, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.

[0175] In this disclosure, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing," etc., appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure based on the specific implementation.

[0176] In this disclosure, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0177] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. An anti-skid control method applied to a vehicle, the vehicle including a first motor, a second motor, and a third motor, the first motor being configured to drive two wheels on a first axle, the second motor being configured to drive a first wheel on a second axle, and the third motor being configured to drive a second wheel on the second axle; the method comprising: In the event that at least one wheel of the vehicle slips, a target wheel-end torque is determined for each wheel; the at least one wheel includes at least one of the two wheels of the first axle, the first wheel, and the second wheel, and each wheel includes the two wheels of the first axle, the first wheel, and the second wheel; The first output torque of the first motor is determined based on the target wheel end torque of the two wheels of the first axle. Based on the target wheel end torque of the first wheel, the second output torque of the second motor is determined, and based on the target wheel end torque of the second wheel, the third output torque of the third motor is determined. The first motor is controlled based on the first output torque, the second motor is controlled based on the second output torque, and the third motor is controlled based on the third output torque to perform anti-skid control on the vehicle.

2. The method according to claim 1, wherein, Determining the target wheel-end torque for each wheel includes: Based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle, the target wheel-end torque for each wheel is determined.

3. The method according to claim 2, wherein, The determination of the target wheel-end torque for each wheel based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle includes: Based on the slip data of each wheel and the driving parameters of the vehicle, the wheel-end proportional torque of each wheel is determined. Based on the slip data of each wheel, the operating parameters of each wheel, and the driving parameters of the vehicle, the wheel-end cumulative torque for each wheel is determined; Based on the operating parameters of each wheel and the driving parameters of the vehicle, the additional torque at the wheel end of each wheel is determined; The target wheel-end torque of each wheel is determined based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque.

4. The method according to any one of claims 1 to 3, wherein, The determination of the first output torque of the first motor based on the target wheel end torque of the two wheels on the first axle includes: Determine the minimum target wheel end torque from the target wheel end torques of the two wheels on the first axle; The first output torque of the first motor is determined based on the minimum target wheel end torque.

5. The method according to any one of claims 2 to 4, further comprising: Based on the current wheel speed of each wheel and the vehicle speed, determine the current slip of each wheel; Based on the current slip and target slip of each wheel, the slip difference of each wheel is determined, and the slip difference of each wheel is used as the slip data of each wheel.

6. The method according to claim 3, wherein, Determining the target wheel-end torque for each wheel based on at least one of the wheel-end proportional torque, the wheel-end cumulative torque, and the wheel-end additional torque includes: The initial wheel track of each wheel is obtained based on at least one of the wheel end proportional torque, the wheel end cumulative torque, and the wheel end additional torque. Based on the comparison between the initial wheel track and the motor wheel track limit, the target wheel end torque of each wheel is determined.

7. The method according to claim 3, wherein, The vehicle's driving parameters include longitudinal acceleration; determining the wheel-end proportional torque of each wheel based on the slip data of each wheel and the vehicle's driving parameters includes: Based on the slip data of each wheel and the longitudinal acceleration of the vehicle, a first correlation parameter is determined; Based on the first correlation parameter and the slip data of each wheel, the wheel-end proportional torque of each wheel is determined.

8. The method according to claim 3, wherein, The operating parameters of each wheel include the actual wheel-end torque and the slippage state parameters of each wheel; the vehicle's driving parameters include the vehicle's longitudinal acceleration; determining the cumulative wheel-end torque for each wheel based on the slippage data, the operating parameters of each wheel, and the vehicle's driving parameters includes: When the slippage state parameter indicates that each wheel is slipping for the first time, the cumulative torque at the wheel end of each wheel is determined based on the longitudinal acceleration of the vehicle and the actual torque at the wheel end of each wheel. If the slippage state parameter indicates that each wheel is continuously slipping, the relationship between the previous wheel-end cumulative torque and the previous wheel-end proportional torque satisfies a preset relationship, and the slippage data of each wheel is greater than a preset threshold, then the previous wheel-end cumulative torque is taken as the current wheel-end cumulative torque. Otherwise, the current wheel-end accumulated torque of each wheel is determined based on the slip data of each wheel, the longitudinal acceleration of the vehicle, and the previous wheel-end accumulated torque.

9. The method according to claim 8, wherein, The determination of the cumulative wheel-end torque of each wheel based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel includes: Based on the vehicle's longitudinal acceleration and the actual wheel-end torque of each wheel, the wheel-end reference torque of each wheel is determined. The wheel end reference torque and the wheel end actual torque are selected as the wheel end cumulative torque for each wheel.

10. The method according to claim 8, wherein, The determination of the wheel-end cumulative torque based on the slip data of each wheel, the longitudinal acceleration of the vehicle, and the previously accumulated wheel-end torque includes: Based on the slip data of each wheel and the longitudinal acceleration of the vehicle, the first correlation sub-parameter is determined; Based on the accelerator pedal depth data, determine the second correlation sub-parameter; Based on the first association sub-parameter and the second association sub-parameter, determine the second association parameter; Based on the second correlation parameter, the slip data of each wheel, and the previous wheel-end accumulated torque, the current wheel-end accumulated torque of each wheel is determined.

11. The method according to claim 3, wherein, The operating parameters of each wheel include wheel acceleration, and the vehicle's travel parameters include vehicle longitudinal acceleration; determining the wheel-end additional torque for each wheel based on the operating parameters of each wheel and the vehicle's travel parameters includes: As the wheel acceleration increases over time, a third correlation parameter is determined based on the wheel acceleration and the vehicle longitudinal acceleration. Based on the third correlation parameter and the wheel acceleration, the wheel-end additional torque for each wheel is determined.

12. The method according to any one of claims 1-11, further comprising: Based on the target wheel-end torque and target differential torque of the first wheel, the target wheel-end torque of the second wheel is corrected, wherein the target differential torque is used to limit the torque difference between the target wheel-end torque of the first wheel and the target wheel-end torque of the second wheel.

13. The method according to claim 12, wherein, The step of correcting the target wheel-end torque of the second wheel based on the target wheel-end torque and target differential torque of the first wheel includes: Add the target wheel end torque and the target differential torque of the first wheel to obtain the sum of the torque values; The minimum value is determined from the target wheel-end torque of the second wheel and the sum of the torques, and is used as the corrected target wheel-end torque of the second wheel.

14. The method according to claim 12 or 13, wherein, The target differential torque is determined in the following way: The basic differential torque is determined based on the vehicle's speed and driving mode. When the coefficient of adhesion of the two wheels on the road surface is the same, the basic differential torque is determined as the target differential torque; the two wheels on the second axle include the first wheel and the second wheel; When the adhesion coefficients of the two wheels on the second axle are inconsistent, the target differential torque is determined based on the basic differential torque and the split differential torque, wherein the split differential torque characterizes the differential torque between the two wheels on the second axle due to the inconsistent adhesion coefficients of the two wheels on the road surface.

15. The method according to claim 14, wherein, The differential torque is obtained in the following way: Determine the differential torque gain value and the ramp differential torque gain value based on the vehicle's driving mode; The first differential torque is determined based on the time taken for the two wheels of the second axle to travel on a road surface with inconsistent adhesion coefficients, the vehicle speed, and the differential torque gain value. The second differential torque is determined based on the road slope where the two wheels of the second axle are located, the vehicle speed, and the differential torque gain value of the ramp. The differential torque is obtained based on at least one of the first differential torque and the second differential torque.

16. The method according to any one of claims 12 to 15, wherein, After correcting the target wheel end torque of the second wheel, the method further includes: The target wheel-end torque of the second wheel is corrected based on the torque slope threshold.

17. The method according to claim 16, wherein, The step of correcting the target wheel-end torque of the second wheel based on a torque slope threshold includes: Subtract the wheel end torque before the second wheel from the torque slope threshold to obtain the lower limit value of the torque; The upper limit of torque is obtained by adding the wheel end torque before the second wheel and the torque slope threshold. The maximum value is determined from the target wheel end torque of the second wheel and the lower limit of the torque, and the minimum value is determined from the maximum value and the upper limit of the torque, and the minimum value is used as the corrected target wheel end torque of the second wheel.

18. A vehicle for implementing the steps of the method according to any one of claims 1-17.

19. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, wherein When the processor executes the computer program, it implements the steps of the method according to any one of claims 1-17.

20. A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1-17.

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