CN110962840B - Vehicle driving antiskid control method and related equipment - Google Patents

Vehicle driving antiskid control method and related equipment Download PDF

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Publication number
CN110962840B
CN110962840B CN201911323671.0A CN201911323671A CN110962840B CN 110962840 B CN110962840 B CN 110962840B CN 201911323671 A CN201911323671 A CN 201911323671A CN 110962840 B CN110962840 B CN 110962840B
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wheel
wheels
vehicle
determining
slipping
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CN110962840A (en
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田雪勇
郑旭阳
曹希航
方蔚
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Chongqing Changan Industry Group Co Ltd Shenzhen Branch
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Chongqing Changan Industry Group Co Ltd Shenzhen Branch
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The embodiment of the invention discloses a vehicle driving anti-skid control method and related equipment, wherein after determining skid wheels and normal wheels in wheels on the same side of a vehicle, under the condition that the number of the skid wheels in the wheels on the same side is less than the total number of the wheels on the same side, the driving torque of the skid wheels is reduced until the slip rate of the skid wheels is within a first preset range, and the reduced driving torque of the skid wheels is distributed to the normal wheels in the wheels on the same side; the problem of wheel slip can be solved, the total driving torque of wheels on the same side is maintained, the driving power of the vehicle is guaranteed, and the requirement of high dynamic property is met; meanwhile, the driving torques at two sides of the vehicle can be kept symmetrical, the operation stability of the vehicle is effectively improved, and the driving safety is ensured.

Description

Vehicle driving antiskid control method and related equipment
Technical Field
The invention relates to the technical field of vehicles, in particular to the technical field of wheel skid resistance, and particularly relates to a vehicle driving skid resistance control method and related equipment.
Background
In the prior art, after a driver finds that the wheels of a vehicle are driven to slip, the slipping wheels are controlled to return to a normal running state in a mode of manually reducing an accelerator for braking, however, the reduction of the accelerator causes the power of the whole vehicle to be weakened, and the requirement of high dynamic property cannot be continuously met; through artifical control of skidding, not only control accuracy can't guarantee, and the driver is influenced by nervous mood easily and can't handle this kind of emergency moreover, can't ensure driver's personal safety and road driving safety, needs to improve this kind of condition urgently.
Disclosure of Invention
The embodiment of the invention provides a vehicle driving antiskid control method and related equipment, which can improve the operation stability of a vehicle and ensure the driving safety.
In one aspect, an embodiment of the present invention provides a vehicle driving antiskid control method, including:
determining slipping wheels and normal wheels in wheels on the same side of the vehicle;
and under the condition that the number of the slipping wheels in the wheels on the same side is less than the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and distributing the reduced driving torque of the slipping wheels to the normal wheels in the wheels on the same side.
In another aspect, an embodiment of the present invention provides a vehicle drive antiskid control apparatus, including:
the first determination module is used for determining a slipping wheel and a normal wheel in wheels on the same side of the vehicle;
the first control module is used for reducing the driving torque of the slipping wheels under the condition that the number of the slipping wheels in the wheels on the same side is smaller than the total number of the wheels on the same side until the slip rate of the slipping wheels is within a first preset range, and distributing the driving torque reduced by the slipping wheels to the normal wheels in the wheels on the same side.
In another aspect, an embodiment of the present invention provides a vehicle drive antiskid control apparatus, including: a processor and a memory;
the processor is connected with the memory, wherein the memory is used for storing program codes, and the processor is used for calling the program codes to execute the vehicle driving antiskid control method.
In another aspect, an embodiment of the present invention provides a computer storage medium storing a computer program including program instructions that, when executed by a processor, perform the vehicle drive antiskid control method.
On the other hand, the embodiment of the invention provides a vehicle control unit, which is applied to a vehicle and comprises the following components: a processor, a memory, and a communication bus;
the communication bus is used for realizing connection communication between the processor and the memory;
the processor is used for executing one or more programs stored in the memory so as to realize the steps of the vehicle driving antiskid control method.
On the other hand, the embodiment of the invention provides a vehicle, which comprises a vehicle body, a driving motor and a vehicle control unit arranged in the vehicle body, wherein the vehicle control unit is electrically connected with the driving motor;
the driving motor is used for outputting driving torque according to the control of the whole vehicle controller;
the vehicle control unit is used for executing one or more pre-stored programs so as to realize the steps of the vehicle driving antiskid control method.
In the embodiment of the invention, after determining the slipping wheels and the normal wheels in the wheels on the same side of the vehicle, under the condition that the number of the slipping wheels in the wheels on the same side is less than the total number of the wheels on the same side, the driving torque of the slipping wheels is reduced until the slip rate of the slipping wheels is within a first preset range, and the reduced driving torque of the slipping wheels is distributed to the normal wheels in the wheels on the same side; the problem of wheel slip can be solved, the total driving torque of wheels on the same side is maintained, the driving power of the vehicle is guaranteed, and the requirement of high dynamic property is met; meanwhile, the driving torques at two sides of the vehicle can be kept symmetrical, the operation stability of the vehicle is effectively improved, and the driving safety is ensured.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic view of a vehicle antiskid control method according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 3 is a flow chart illustrating a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 4 is a flow chart illustrating a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 5 is a flow chart illustrating a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 6 is a flow chart illustrating a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 7 is a flow chart illustrating a method for controlling anti-skid of a vehicle according to an embodiment of the present invention;
FIG. 8 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention;
FIG. 9 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention;
FIG. 10 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention;
FIG. 11 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention;
FIG. 12 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention;
fig. 13 is a schematic structural diagram of a vehicle drive antiskid control apparatus according to an embodiment of the present invention.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
It should be understood that the terms "first," "second," and the like in the description and claims of this application and in the drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by the person skilled in the art that the described embodiments of the invention can be combined with other embodiments.
Referring to fig. 1, fig. 1 is a schematic view of a scenario of a vehicle driving antiskid control method according to an embodiment of the present invention; the method for controlling the anti-skid driving of the vehicle is applied to the vehicle 11, the vehicle 11 is a wheeled vehicle, each wheel is driven by one driving motor, and specifically, the method of the embodiment of the invention can be operated on a vehicle controller, wherein firstly, the skid wheels and the normal wheels in the wheels on the same side of the vehicle 11 are determined, when the number of the skid wheels is less than the total number of the wheels on the same side, the torsion reduction control is performed on each skid wheel in the wheels on the same side until the slip rate of the skid wheels is within a first preset range, and the reduced driving torque of the skid vehicle is increased to the normal wheels in the wheels on the same side, so that the problem of wheel skidding can be solved, and the total driving torque of the wheels on the side is ensured to be unchanged, so that the driving torques on the left side and the right side of the vehicle are kept symmetrical, the driving power of the vehicle is ensured, the requirement of, ensuring the driving safety.
Fig. 2 is a schematic flow chart of a method for controlling anti-skid of a vehicle according to an embodiment of the present invention; the vehicle drive antiskid control method includes:
201. determining slipping wheels and normal wheels in wheels on the same side of the vehicle;
specifically, the slipping wheel refers to a wheel on which a drive slip phenomenon occurs, and the normal wheel refers to a wheel which is not on which the drive slip phenomenon occurs and is in a normal operation state.
202. And under the condition that the number of the slipping wheels in the wheels on the same side is less than the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and distributing the reduced driving torque of the slipping wheels to the normal wheels in the wheels on the same side.
Specifically, the first preset range is a slip rate range when the slipping wheels are in a normal operation state, each slipping wheel corresponds to one first preset range, under the condition that the number of the slipping wheels in the wheels on the same side is smaller than the total number of the wheels on the same side, namely, a phenomenon that a part of wheels in the wheels on the same side of the vehicle are driven to slip occurs, at the moment, the slipping wheels in the wheels on the same side are subjected to torque reduction (namely, the driving torque of the wheels is reduced) until the slip rate of the slipping wheels returns to the corresponding first preset range, and the driving torque reduced by the slipping wheels is distributed to normal wheels in the wheels on the same side, so that the total driving torque on the side is ensured to be unchanged, the problem of wheel slip can be solved, and the driving power of the vehicle can be ensured to meet the requirement of high power; meanwhile, the driving torques at two sides of the vehicle are kept symmetrical, the direction control of the vehicle is guaranteed, the operation stability of the vehicle is effectively improved, and the driving safety is guaranteed.
When only one normal wheel is arranged in the wheels on the same side, the driving torque reduced by the slipping wheel in the wheels on the same side is increased to the normal wheel; and when more than 2 normal wheels exist in the wheels on the same side, the driving torque reduced by the slipping wheels in the wheels on the same side can be averagely distributed and increased to more than 2 normal wheels.
It is worth noting that the first preset range of slipping wheels is between the theoretical slip rate of slipping wheels, which is associated with the theoretical wheel speed of slipping wheels and the current vehicle speed, and the sum of the theoretical slip rate of slipping wheels and the first preset error.
Specifically, the first preset error is an error allowed to occur in the slip ratio of the wheel, the value can be set according to actual needs, a first preset range of each wheel is determined according to the theoretical slip ratio of each wheel and the first preset error, when the driving torque of the slipping wheel is controlled, the adjustment is performed according to the slip ratio of the wheel and the corresponding first preset range, and the slip ratio of the vehicle is controlled to return to the first preset range through closed-loop control of the driving torque. The method of closed-loop control comprises the steps of looking up a table according to the slip ratio difference value of the wheel to determine the size of the driving torque needing to be reduced, and controlling the slip ratio of the wheel to return to a first preset range; or after the driving torque is reduced according to a certain numerical value, determining a new wheel slip rate, judging whether the new slip rate is in the first preset range again, gradually reducing the driving torque in sequence by a fixed numerical value, and returning the wheel slip rate to the first preset range through closed-loop control. Specifically, a correspondence table between the slip ratio difference of the wheel and the magnitude of the drive torque that should be reduced may be established in advance, a table may be established as the difference between the slip ratio of the vehicle and the theoretical slip ratio, when the wheel slips, the magnitude of the drive torque that should be reduced at that time may be determined by referring to the table, and the torque is used to perform a torque reduction operation on the slipping wheel so as to bring the wheel back to the theoretical vehicle speed.
In addition, there are two calculation methods for determining the slip ratio of the wheel according to the vehicle speed and the wheel speed, the first method is to use the ratio of the current wheel speed of the wheel and the current vehicle speed as the slip ratio; secondly, the difference value between the current vehicle speed and the current wheel speed of the wheel is determined, and the ratio of the difference value to the current vehicle speed is used as the slip rate. The calculation of the theoretical slip ratio is the same as the calculation method of the slip ratio, and is not repeated.
Further, referring to fig. 3, fig. 3 is a schematic flow chart of a vehicle driving antiskid control method according to an embodiment of the present invention; step 201 comprises:
301. determining the current wheel speed of each wheel of the vehicle, and determining the theoretical wheel speed of each wheel under the current vehicle speed and the current vehicle steering state;
specifically, the wheel speed of the wheel refers to the linear velocity of the wheel when in motion; and the theoretical wheel speed of each wheel can be determined according to the current vehicle speed and the current steering state of the vehicle.
302. Determining the wheel to be a slipping wheel under the condition that the current wheel speed of the wheel exceeds a second preset range, wherein the second preset range is from the theoretical wheel speed of the wheel to the sum of the theoretical wheel speed of the wheel and a second preset error;
specifically, exceeding the second preset range refers to the current wheel speed being greater than the sum of the theoretical wheel speed of the wheel and a second preset error.
303. And determining the wheel to be a normal wheel under the condition that the current wheel speed of the wheel is within a second preset range.
Specifically, a second preset range of each wheel is determined according to the theoretical wheel speed of each wheel and a second preset error, the second preset error refers to the error allowed by the wheel speed, the value can be set according to actual needs, then according to the current wheel speed of the wheel and the corresponding second preset range, whether the vehicle is currently in driving slip or not can be determined, and if the vehicle is in driving slip, the wheel is determined to be a slipping wheel. For example, the theoretical wheel speed of the left front wheel of the vehicle is VTheory of the inventionIf the second preset error of the vehicle is a, the second preset range of the left front wheel is VTheory of the invention，VTheory of the invention+a]And the actually measured wheel speed of the left front wheel is VLeft frontWhen V isLeft frontGreater than VTheory of the invention+ a, it can be determined that the left front wheel is slipping, if V is the slipping wheelLeft frontAt [ V ]Theory of the invention，VTheory of the invention+a]In the meantime, the left front wheel can be determined to normally run, the phenomenon of driving slipping does not occur, and the left front wheel is a normal wheel. Similarly, the skid judgment of other wheels of the vehicle is similar to that of the left front wheel, and is not repeated, so that the total number of skid wheels of the vehicle and the number of skid wheels in each side can be finally determined.
Further, there are three methods of determining a current wheel speed of each wheel of the vehicle, and the first method may determine the wheel speed of the wheel according to the current rotational speed by acquiring the current rotational speed of a driving motor of the wheel; the rotation speed of the wheel can be obtained according to the current rotation speed of the driving motor of the wheel, and then the current wheel speed of the wheel can be obtained according to the rotation speed of the wheel. In practice, the current motor speed may be determined by the motor controller driving the motor.
In the second method, the wheel speed of the wheel can be determined according to the current wheel speed by directly acquiring the current wheel speed of the wheel, and in fact, the wheel speed can be acquired by using a wheel speed sensor.
A third method, referring to fig. 4, fig. 4 is a schematic flow chart of a method for controlling anti-skid of a vehicle according to an embodiment of the present invention; determining the current wheel speed of each wheel of the vehicle includes:
401. acquiring the current rotating speed of a driving motor of a wheel, and determining the first wheel speed of the wheel according to the current rotating speed;
specifically, the current rotational speed of the motor may be determined by the motor controller, the rotational speed of the wheel may be determined according to the rotational speed of the motor, and finally the wheel speed of the wheel may be determined as the first wheel speed.
402. Obtaining the current wheel rotating speed of the wheel, and determining the second wheel speed of the wheel according to the current wheel rotating speed;
specifically, the current rotation speed of the wheel may also be directly obtained by using a wheel speed sensor, and the wheel speed of the wheel may be determined as the second wheel speed according to the rotation speed of the wheel.
403. An average of the first wheel speed and the second wheel speed is determined as a current wheel speed of the wheel.
Specifically, the average value is obtained by combining the first wheel speed and the second wheel speed to be used as the final wheel speed of the wheel, so that the accuracy of the wheel speed of the wheel is improved.
Further, referring to fig. 5, fig. 5 is a schematic flow chart of a vehicle driving antiskid control method according to an embodiment of the present invention; determining a theoretical wheel speed for each wheel at a current vehicle speed and a current vehicle steering state, comprising:
501. determining steering parameters of a current vehicle steering state, wherein the steering parameters comprise vehicle steering and a steering angle;
specifically, the vehicle steering includes straight running, left turning and right turning, the steering angle refers to the angle of turning of the wheels, and when the vehicle is running straight, the steering angle is 0.
502. And determining the theoretical wheel speed of each wheel of the vehicle according to the current vehicle speed, the vehicle steering and the steering angle.
Specifically, theoretically, when the vehicle travels straight, the wheel speeds of the left and right wheels of the vehicle are the same; when the vehicle turns left, the wheel speed of the left wheel of the vehicle is smaller than that of the right wheel; while in a right turn, the wheel speed of the left side wheel of the vehicle is greater than the wheel speed of the right side wheel. Therefore, from the current vehicle speed of the vehicle, knowing the steering and steering angle of the vehicle, the theoretical wheel speed of each wheel of the vehicle can be determined using the existing wheel speed calculation formula.
In one embodiment, referring to fig. 6, fig. 6 is a schematic flow chart of a vehicle driving antiskid control method according to an embodiment of the present invention; the vehicle drive antiskid control method includes:
601. determining slipping wheels and normal wheels in wheels on the same side of the vehicle;
602. and under the condition that the number of the slipping wheels in the wheels on the same side is equal to the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and reducing the driving torque of the wheels on the opposite side of the slipping wheels, wherein the reduced driving torque is the same as the reduced driving torque of the slipping wheels.
Specifically, under the condition that the number of the wheels slipping in the wheels on the same side is equal to the total number of the wheels on the same side, namely, each wheel of the wheels on the same side of the vehicle slips, at the moment, each slipping wheel is subjected to torque reduction control respectively, and the opposite side wheel of each slipping wheel is subjected to torque reduction control simultaneously in consideration of the direction control stability of the vehicle, so that the left and right driving torques of the vehicle are ensured to be symmetrical, and the control stability of the vehicle is ensured. Taking the left wheels of the vehicle as an example, A, B, C three left wheels are included, the corresponding right wheels are A ', B ' and C ', when all A, B, C three left wheels have slippage, the torque reduction control is respectively carried out on A, B, C three left wheels, so that the slippage rate of A, B, C three left wheels is returned to the corresponding first preset range; meanwhile, the torsion reduction control is carried out on the three right wheels A ', B' and C ', the torsion reduction control is carried out on the right wheel A' according to the torsion reduction amplitude of the left wheel A, the torsion reduction control is carried out on the right wheel B 'according to the torsion reduction amplitude of the left wheel B, and the torsion reduction control is carried out on the right wheel C' according to the torsion reduction amplitude of the left wheel C.
In addition, because the probability of the slipping phenomenon of the wheels on the same side is low, even if the slipping phenomenon occurs, the duration time is short, and therefore when the number of the slipping wheels in the wheels on the same side is equal to the total number of the wheels on the same side, the torsion reduction control can be performed only on the slipping wheels, but not on the wheels on the opposite side of the slipping wheels.
Further, referring to fig. 7, fig. 7 is a schematic flow chart of a vehicle driving antiskid control method according to an embodiment of the present invention; the method further comprises the following steps:
701. determining the current vehicle running working condition of the vehicle, wherein the vehicle running working condition comprises an uphill working condition and a downhill working condition;
specifically, the inclination angle and the uphill and downhill direction of the ground on which the vehicle is located may be determined using a gradient sensor including an inclination sensor and a gyroscope.
702. The driving torque of each wheel is distributed according to the current vehicle operating condition.
Specifically, the driving torque of each wheel is pre-distributed according to the current vehicle running condition, for example, under the condition of an uphill slope, the ground adhesion of the rear wheel is large, the driving capability is strong, and more driving torques can be pre-distributed for the rear wheel. On the contrary, under the working condition of downhill, the ground adhesion of the front wheel is large, the driving capability is strong, and more driving torque can be pre-distributed to the front wheel. The driving torque of the whole vehicle is redistributed after the running condition of the vehicle is known at a certain moment, and the driving torque is distributed according to different distribution proportions, for example, when the vehicle runs on an uphill, the distribution proportion of the rear wheels is larger than that of the front wheels, and the larger the gradient is, the larger the difference value between the distribution proportions of the rear wheels and the front wheels is. The driving torque is pre-distributed according to the running condition of the vehicle, so that the driving slipping of the wheels is prevented in advance, and the probability of the slipping of the wheels is reduced.
The method provided by the embodiment of the invention can be used for adjusting the driving torque of the slipping wheel in real time, improving the running performance of chassis motion control, enhancing the adaptability to severe road environment and enabling the whole vehicle to show good running performance.
Based on the description of the above vehicle driving anti-skid control method embodiment, the embodiment of the present invention further discloses a vehicle driving anti-skid control device, referring to fig. 8, fig. 8 is a schematic structural diagram of the vehicle driving anti-skid control device provided in the embodiment of the present invention, and the vehicle driving anti-skid control device includes a first determining module 801 and a first control module 802; wherein:
a first determination module 801 for determining a slipping wheel and a normal wheel in the same-side wheel of the vehicle;
the first control module 802 is configured to reduce the driving torque of the slipping wheel when the number of the slipping wheels in the wheels on the same side is smaller than the total number of the wheels on the same side until the slip rate of the slipping wheel is within a first preset range, and distribute the reduced driving torque of the slipping wheel to the normal wheels in the wheels on the same side.
Further, referring to fig. 8, the apparatus further comprises a second control module 803, wherein:
the second control module 803 is configured to, in a case that the number of the slipping wheels in the wheels on the same side is equal to the total number of the wheels on the same side, reduce the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and reduce the driving torque of the wheels on the opposite side of the slipping wheels, where the reduced driving torque is the same as the reduced driving torque of the slipping wheels.
Further, referring to fig. 9, fig. 9 is a schematic structural diagram of a vehicle driving antiskid control device according to an embodiment of the present invention; the apparatus further comprises a second determining module 901, an assigning module 902, wherein:
the second determining module 901 is used for determining the current vehicle operating condition of the vehicle;
an apportioning module 902 is configured to apportion the drive torque of each wheel based on the current vehicle operating conditions.
Further, referring to fig. 10, fig. 10 is a schematic structural diagram of a vehicle driving antiskid control device according to an embodiment of the present invention; the first determination module 801 includes a first determination submodule 101, a second determination submodule 102, and a third determination submodule 103, wherein:
a first determining submodule 101 for determining a current wheel speed of each wheel of the vehicle, determining a theoretical wheel speed of each wheel at a current vehicle speed and a current vehicle steering state;
the second determining submodule 102 is configured to determine that the wheel is a slipping wheel when the current wheel speed of the wheel exceeds a second preset range, where the second preset range is from a theoretical wheel speed of the wheel to a sum of the theoretical wheel speed of the wheel and a second preset error;
the third determining submodule 103 is configured to determine the wheel as a normal wheel if the current wheel speed of the wheel is within a second preset range.
Further, referring to fig. 11, fig. 11 is a schematic structural diagram of a vehicle driving antiskid control device according to an embodiment of the present invention; the first determination submodule 101 comprises a first unit 111, a second unit 112, a third unit 113, wherein:
a first unit 111, configured to obtain a current rotation speed of a driving motor of a wheel, and determine a first wheel speed of the wheel according to the current rotation speed;
a second unit 112, configured to obtain a current wheel speed of the wheel, and determine a second wheel speed of the wheel according to the current wheel speed;
a third unit 113 for determining an average of the first wheel speed and the second wheel speed as a current wheel speed of the wheel.
Further, referring to fig. 12, fig. 12 is a schematic structural diagram of a vehicle driving antiskid control device according to an embodiment of the present invention; the first determination submodule 101 comprises a fourth unit 121, a fifth unit 122, wherein:
a fourth unit 121, configured to determine a steering parameter of a current vehicle steering state, where the steering parameter includes a vehicle steering direction and a steering angle;
a fifth unit 122, configured to determine a theoretical wheel speed of each wheel of the vehicle according to the current vehicle speed, the vehicle steering and the steering angle.
It is to be noted that the units or modules in the vehicle driving antiskid control device may be respectively or completely combined into one or several other units or modules to form the device, or some unit(s) or module(s) thereof may be further split into a plurality of functionally smaller units or modules to form the device, which may achieve the same operation without affecting the achievement of the technical effects of the embodiments of the present invention. The above units or modules are divided based on logic functions, and in practical applications, the functions of one unit (or module) may also be implemented by a plurality of units (or modules), or the functions of a plurality of units (or modules) may be implemented by one unit (or module).
Based on the description of the method embodiment and the device embodiment, the embodiment of the invention also provides a vehicle driving antiskid control device. Fig. 13 is a schematic structural diagram of a vehicle driving antiskid control device according to an embodiment of the present invention. As shown in fig. 13, the vehicle driving antiskid control apparatus described above may be applied to the vehicle driving antiskid control device 130, and the vehicle driving antiskid control device 130 may include: the processor 131, the network interface 134, and the memory 135, and the vehicle-driving antiskid control device 130 may further include: a user interface 133, and at least one communication bus 132. Wherein a communication bus 132 is used to enable the connection communication between these components. The user interface 133 may include a Display (Display) and a Keyboard (Keyboard), and the optional user interface 133 may also include a standard wired interface and a standard wireless interface. The network interface 134 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 135 may be a high-speed RAM memory or a non-volatile memory (e.g., at least one disk memory). The memory 135 may optionally be at least one storage device located remotely from the processor 131. As shown in fig. 13, the memory 135, which is a type of computer storage medium, may include therein an operating system, a network communication module, a user interface module, and a device control application program.
In the vehicle drive antiskid control apparatus 130 shown in fig. 13, the network interface 134 may provide a network communication function; and user interface 133 is primarily an interface for providing input to a user; and the processor 131 may be used to invoke the device control application stored in the memory 135 to implement:
determining slipping wheels and normal wheels in wheels on the same side of the vehicle;
and under the condition that the number of the slipping wheels in the wheels on the same side is less than the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and distributing the reduced driving torque of the slipping wheels to the normal wheels in the wheels on the same side.
In one embodiment, the processor 131 further performs the steps of:
and under the condition that the number of the slipping wheels in the wheels on the same side is equal to the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and reducing the driving torque of the wheels on the opposite side of the slipping wheels, wherein the reduced driving torque is the same as the reduced driving torque of the slipping wheels.
In one embodiment, the processor 131 further performs the steps of:
determining the current vehicle running condition of the vehicle;
the driving torque of each wheel is distributed according to the current vehicle operating condition.
In one embodiment, the processor 131, when performing the determining of the slipping wheel and the normal wheel in the same side wheel of the vehicle, specifically performs the following steps:
determining the current wheel speed of each wheel of the vehicle, and determining the theoretical wheel speed of each wheel under the current vehicle speed and the current vehicle steering state;
determining the wheel to be a slipping wheel under the condition that the current wheel speed of the wheel exceeds a second preset range, wherein the second preset range is from the theoretical wheel speed of the wheel to the sum of the theoretical wheel speed of the wheel and a second preset error;
and determining the wheel to be a normal wheel under the condition that the current wheel speed of the wheel is within a second preset range.
In one embodiment, the first predetermined range of slipping wheels is between a theoretical slip rate of slipping wheels associated with a theoretical wheel speed of the slipping wheels and a current vehicle speed and a sum of the theoretical slip rate of slipping wheels and a first predetermined error.
In one embodiment, the processor 131, when performing the step of determining the current wheel speed of each wheel of the vehicle, specifically performs the following steps:
acquiring the current rotating speed of a driving motor of a wheel, and determining the first wheel speed of the wheel according to the current rotating speed;
obtaining the current wheel rotating speed of the wheel, and determining the second wheel speed of the wheel according to the current wheel rotating speed;
an average of the first wheel speed and the second wheel speed is determined as a current wheel speed of the wheel.
In one embodiment, the processor 131, when performing the determining of the theoretical wheel speed of each wheel at the current vehicle speed and the current vehicle steering state, specifically performs the following steps:
determining steering parameters of a current vehicle steering state, wherein the steering parameters comprise vehicle steering and a steering angle;
and determining the theoretical wheel speed of each wheel of the vehicle according to the current vehicle speed, the vehicle steering and the steering angle.
It should be understood that the vehicle driving antiskid control device 130 described in the embodiment of the present invention may perform the description of the vehicle driving antiskid control method described above, and may also perform the description of the vehicle driving antiskid control apparatus described above, and will not be described in detail herein. In addition, the beneficial effects of the same method are not described in detail.
In addition, an embodiment of the present invention further provides a computer storage medium, where the computer storage medium stores a computer program executed by the aforementioned antiskid control device for a vehicle drive, and the computer program includes program instructions, and when the processor executes the program instructions, the description of the antiskid control method for a vehicle drive can be executed, and therefore, details are not repeated here. In addition, the beneficial effects of the same method are not described in detail. For technical details not disclosed in the embodiments of the computer storage medium to which the present invention relates, reference is made to the description of the method embodiments of the present invention.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), or the like.
Here, it should be noted that: the embodiment of the invention also provides a vehicle control unit, which is applied to a vehicle and comprises the following components: a processor, a memory, and a communication bus;
the communication bus is used for realizing connection communication between the processor and the memory;
the processor is used for executing one or more programs stored in the memory so as to realize the steps of the vehicle driving antiskid control method.
The embodiment of the invention also provides a vehicle, which comprises a vehicle body, wheels, a driving motor and a vehicle control unit arranged in the vehicle body, wherein the vehicle control unit is electrically connected with the driving motor;
the driving motors are used for outputting driving torque according to the control of the whole vehicle controller, and one driving motor drives one wheel;
the vehicle control unit is used for executing one or more pre-stored programs so as to realize the steps of the vehicle driving antiskid control method.
The above disclosure is only for the purpose of illustrating the preferred embodiments of the present invention, and it is therefore to be understood that the invention is not limited by the scope of the appended claims.

Claims (16)

1. A vehicle drive antiskid control method characterized by comprising:
determining slipping wheels and normal wheels in wheels on the same side of the vehicle;
under the condition that the number of the slipping wheels in the wheels on the same side is smaller than the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within a first preset range, and distributing the reduced driving torque of the slipping wheels to the normal wheels in the wheels on the same side;
the determining of slipping wheels and normal wheels in the same side wheels of the vehicle comprises:
determining a current wheel speed of each wheel of the vehicle, and determining a theoretical wheel speed of each wheel under the current vehicle speed and the current vehicle steering state;
determining the wheel to be a slipping wheel under the condition that the current wheel speed of the wheel exceeds a second preset range, wherein the second preset range is from the theoretical wheel speed of the wheel to the sum of the theoretical wheel speed of the wheel and a second preset error;
and determining the wheel to be a normal wheel under the condition that the current wheel speed of the wheel is within the second preset range.
2. The method of claim 1, further comprising:
and under the condition that the number of the slipping wheels in the wheels on the same side is equal to the total number of the wheels on the same side, reducing the driving torque of the slipping wheels until the slip rate of the slipping wheels is within the first preset range, and reducing the driving torque of the wheels on the opposite side of the slipping wheels, wherein the reduced driving torque of the wheels on the opposite side is the same as the reduced driving torque of the slipping wheels.
3. The method of claim 1, further comprising:
determining the current vehicle running condition of the vehicle;
and distributing the driving torque of each wheel according to the current vehicle running condition.
4. The method of claim 1, wherein the first predetermined range of slipping wheels is between a theoretical slip rate of the slipping wheels associated with a theoretical wheel speed of the slipping wheels and the current vehicle speed and a sum of the theoretical slip rate of the slipping wheels and a first predetermined error.
5. The method of claim 1, wherein determining a current wheel speed of each wheel of the vehicle comprises:
acquiring the current rotating speed of a driving motor of the wheel, and determining the first wheel speed of the wheel according to the current rotating speed;
obtaining the current wheel rotating speed of the wheel, and determining the second wheel speed of the wheel according to the current wheel rotating speed;
determining an average of the first wheel speed and the second wheel speed as a current wheel speed of the wheel.
6. The method of claim 1 or 5, wherein the determining the theoretical wheel speed for each wheel at the current vehicle speed and the current vehicle steering state comprises:
determining steering parameters of a current vehicle steering state, wherein the steering parameters comprise vehicle steering and a steering angle;
and determining the theoretical wheel speed of each wheel of the vehicle according to the current vehicle speed, the vehicle steering and the steering angle.
7. A vehicle drive antiskid control apparatus characterized by comprising:
the first determination module is used for determining a slipping wheel and a normal wheel in wheels on the same side of the vehicle;
the first control module is used for reducing the driving torque of the slipping wheels under the condition that the number of the slipping wheels in the wheels on the same side is smaller than the total number of the wheels on the same side until the slip rate of the slipping wheels is within a first preset range, and distributing the driving torque reduced by the slipping wheels to the normal wheels in the wheels on the same side;
the first determining module includes:
the first determining submodule is used for determining the current wheel speed of each wheel of the vehicle and determining the theoretical wheel speed of each wheel under the current vehicle speed and the current vehicle steering state;
the second determining submodule is used for determining the wheel to be a slipping wheel under the condition that the current wheel speed of the wheel exceeds a second preset range, and the second preset range is from the theoretical wheel speed of the wheel to the sum of the theoretical wheel speed of the wheel and a second preset error;
and the third determining submodule is used for determining the wheel to be a normal wheel under the condition that the current wheel speed of the wheel is within the second preset range.
8. The apparatus of claim 7, further comprising:
and the second control module is used for reducing the driving torque of the slipping wheel under the condition that the number of the slipping wheels in the same-side wheel is equal to the total number of the same-side wheels until the slip rate of the slipping wheel is in the first preset range, and reducing the driving torque of the opposite-side wheel of the slipping wheel, wherein the reduced driving torque of the opposite-side wheel is the same as the reduced driving torque of the slipping wheel.
9. The apparatus of claim 7, further comprising:
the second determination module is used for determining the current vehicle running condition of the vehicle;
and the distribution module is used for distributing the driving torque of each wheel according to the current vehicle running condition.
10. The apparatus of claim 7, wherein the first predetermined range of slipping wheels is between a theoretical slip rate of the slipping wheels associated with a theoretical wheel speed of the slipping wheels and the current vehicle speed and a sum of the theoretical slip rate of the slipping wheels and a first predetermined error.
11. The apparatus of claim 7, wherein the first determination submodule comprises:
the first unit is used for acquiring the current rotating speed of a driving motor of the wheel and determining the first wheel speed of the wheel according to the current rotating speed;
the second unit is used for acquiring the current wheel rotating speed of the wheel and determining the second wheel speed of the wheel according to the current wheel rotating speed;
a third unit for determining an average of the first wheel speed and the second wheel speed as a current wheel speed of the wheel.
12. The apparatus of claim 7 or 11, wherein the first determining submodule comprises:
the fourth unit is used for determining the steering parameters of the current vehicle steering state, and the steering parameters comprise vehicle steering and steering angles;
and the fifth unit is used for determining the theoretical wheel speed of each wheel of the vehicle according to the current vehicle speed, the vehicle steering and the steering angle.
13. A vehicle drive antiskid control apparatus characterized by comprising: a processor and a memory;
the processor is connected with the memory, wherein the memory is used for storing program codes, and the processor is used for calling the program codes to execute the vehicle driving antiskid control method according to any one of claims 1-6.
14. A computer storage medium characterized in that the computer storage medium stores a computer program comprising program instructions that, when executed by a processor, perform the vehicle drive antiskid control method according to any one of claims 1 to 6.
15. The vehicle control unit is characterized by being applied to a vehicle and comprising: a processor, a memory, and a communication bus;
the communication bus is used for realizing connection communication between the processor and the memory;
the processor is configured to execute one or more programs stored in the memory to implement the steps of the vehicle drive antiskid control method according to any one of claims 1 to 6.
16. A vehicle is characterized by comprising a vehicle body, a driving motor and a vehicle control unit arranged in the vehicle body, wherein the vehicle control unit is electrically connected with the driving motor;
the driving motor is used for outputting driving torque according to the control of the whole vehicle controller;
the vehicle control unit is used for executing one or more pre-stored programs to realize the steps of the vehicle driving anti-skid control method according to any one of claims 1 to 6.
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