CN110979331A - Control method and system for wheel slip - Google Patents
Control method and system for wheel slip Download PDFInfo
- Publication number
- CN110979331A CN110979331A CN201911334915.5A CN201911334915A CN110979331A CN 110979331 A CN110979331 A CN 110979331A CN 201911334915 A CN201911334915 A CN 201911334915A CN 110979331 A CN110979331 A CN 110979331A
- Authority
- CN
- China
- Prior art keywords
- output
- shaft
- half shaft
- inter
- output half
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
-
- 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
- B60W30/18—Propelling the vehicle
- B60W30/18172—Preventing, or responsive to skidding of wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
- B60K2023/043—Control means for varying left-right torque distribution, e.g. torque vectoring
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/12—Differentials
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The embodiment of the application discloses a control method for wheel slip, and particularly discloses a method for acquiring a first rotating speed change rate output by a power assembly system under the current output torque of a vehicle; if the first rotating speed change rate is larger than the standard rotating speed change rate, determining that wheels of the vehicle slip; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque; and reducing the output shaft rotation speed of a first output half shaft and a second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of an inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft so as to control the wheels to prevent skidding. The vehicle can recover the driving ability and get rid of the difficulty as soon as possible, the loss of the tire when slipping is reduced, and the service life of the wheel is prolonged. The embodiment of the application also discloses a control system for wheel slip.
Description
Technical Field
The present application relates to the field of vehicle technologies, and in particular, to a method and a system for controlling wheel slip.
Background
With the development of vehicle technology, most vehicles are equipped with a differential lock, and the control vehicle can be out of the dilemma of skidding after the skidding phenomenon occurs. In the prior art, the condition for judging the vehicle skidding is that a driver is prompted whether the vehicle skids or whether a differential lock is unlocked or not after the speed difference of the wheels on the two sides of the vehicle is detected, and when the vehicle makes a sharp turn, the wheels of the vehicles on the two sides have a speed difference, and under the condition, the vehicle does not transmit the skidding phenomenon. Therefore, in the traditional technology, when the vehicle is judged to skid, the situation of misinformation exists, and the driving feeling is reduced.
Disclosure of Invention
In order to solve the technical problem, the application provides a control method and a control system for wheel slip, which improve the driving feeling and prolong the service life of wheels.
The embodiment of the application discloses the following technical scheme:
in a first aspect, an embodiment of the present application provides a method for controlling wheel slip, the method including:
acquiring a first rotating speed change rate output by a power assembly system under the current output torque of a vehicle;
if the first rotating speed change rate is larger than the standard rotating speed change rate, determining that wheels of the vehicle slip; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque;
and reducing the output shaft rotation speed of a first output half shaft and a second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of an inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft so as to control the wheels to prevent skidding.
Optionally, after the first output half shaft and the second output half shaft on both sides of the inter-wheel differential lock are successfully controlled to be fixed, the method further includes:
acquiring a second rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
if the second rotating speed change rate is larger than the standard rotating speed change rate, determining that the vehicle controlled by the first output half shaft and the wheels controlled by the second output half shaft both slip;
and reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be fixed by using an inter-wheel differential lock so as to control the wheels controlled by the first output half shaft and the wheels controlled by the second output half shaft to prevent skidding.
Optionally, the method further includes: after a first preset time, judging whether the inter-wheel differential lock finishes fixing the first output half shaft and the second output half shaft through a first displacement sensor;
if not, outputting power to the first output half shaft or the second output half shaft by controlling a power assembly system; and then executing the step of setting the rotating speeds of the output shafts of the first output half shaft and the second output half shaft as a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft.
Optionally, the method further includes: after a second preset time, judging whether the inter-axle differential lock finishes fixing the front axle and the rear axle or not through a second displacement sensor;
if not, outputting power to the front shaft or the rear shaft by controlling a power assembly; and then executing the steps of reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to fix by using the inter-axle differential lock.
Optionally, the method further includes: acquiring the speed information of the vehicle;
and if the speed of the vehicle is greater than a first threshold value, controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be disconnected and fixed and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be disconnected and fixed through a power assembly system.
In a second aspect, embodiments of the present application provide a wheel slip control system, the system comprising: the device comprises a first acquisition unit, a first determination unit and a first control unit;
the first obtaining unit is used for obtaining a first rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
the first determining unit is used for determining that the wheels of the vehicle slip if the first rotation speed change rate is greater than a standard rotation speed change rate; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque;
the first control unit is used for reducing the output shaft rotation speed of the first output half shaft and the second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft so as to control the wheels to prevent skidding.
Optionally, after the first output half shaft and the second output half shaft that control both sides of the inter-wheel differential lock are successfully fixed, the system further includes: the device comprises a second acquisition unit, a second determination unit and a second control unit;
the second obtaining unit is further used for obtaining a second rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
the second determining unit is further configured to determine that both the first output half-shaft controlled vehicle and the second output half-shaft controlled wheel slip occurs if the second rate of change of the rotational speed is greater than a standard rate of change of the rotational speed;
the second control unit is further configured to reduce the rotation speed of the output shafts of the front axle and the rear axle to a second preset value, and control the front axle and the rear axle on two sides of the inter-axle differential lock to be fixed by using the inter-axle differential lock, so as to control the wheels controlled by the first output half axle and the wheels controlled by the second output half axle to prevent slipping.
Optionally, the system further includes: a first judgment unit;
the first judging unit is used for judging whether the inter-wheel differential lock finishes fixing the first output half shaft and the second output half shaft or not through a first displacement sensor after a first preset time;
the first control unit is used for outputting power to the first output half shaft or the second output half shaft by controlling a power assembly system when the judgment result of the first judgment unit is negative; and then executing the step of setting the rotating speeds of the output shafts of the first output half shaft and the second output half shaft as a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft.
Optionally, the system further includes: a second judgment unit;
the second judging unit is used for judging whether the inter-axle differential lock finishes fixing the front axle and the rear axle or not through a second displacement sensor after a second preset time;
the second control unit is configured to output power to the front axle or the rear axle by controlling a power assembly when the determination result of the second determination unit is negative; and then executing the steps of reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to fix by using the inter-axle differential lock.
Optionally, the system further includes: a third acquisition unit and a third control unit;
the third acquisition unit is used for acquiring the speed information of the vehicle;
and the third control unit is used for controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be disconnected and fixed and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be disconnected and fixed through a power assembly system if the speed of the vehicle is greater than a first threshold value.
According to the technical scheme, the embodiment of the application has the following advantages:
judging whether the vehicle slips or not by judging whether the first rotating speed change rate output by the power assembly system under the current output torque of the vehicle is greater than a calibrated value or not, so that the judgment accuracy is improved, and the driving feeling is improved; further, when detecting that the vehicle takes place to skid, start the inter-wheel differential lock, prevent that the vehicle from skidding, further improved the security of vehicle and the life-span of wheel.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.
FIG. 1 is an exemplary illustration of a method of controlling wheel slip according to the present application;
FIG. 2 is a diagram illustrating another exemplary method of wheel slip control according to the present application;
FIG. 3 is an exemplary illustration of yet another method of wheel slip control according to the present application;
FIG. 4 is an exemplary diagram of a wheel slip control system according to the present application.
Detailed Description
The applicant has found that, in the prior art, whether the vehicle slips or not is judged based on the wheel rotation speed, so that the phenomenon of misjudgment can occur. In view of the above, the present application provides a method and a system for controlling wheel slip.
A method and a system for controlling wheel slip according to embodiments of the present application will be described in detail below with reference to the accompanying drawings.
The first embodiment is as follows:
referring to fig. 1, fig. 1 is a diagram illustrating an example of a wheel slip control method according to the present application, the method including:
step 101: a first rate of change of a rotational speed output by a powertrain system at a current output torque of a vehicle is obtained.
As one embodiment, a first rate of change of speed of a vehicle powertrain output may be obtained via a sensor mounted on the vehicle.
Step 102: and if the first speed change rate is greater than the standard speed change rate, determining that the wheels of the vehicle slip.
In one embodiment, the obtained change rate of the rotation speed of the powertrain system output under the current torque is compared with a standard rotation speed change rate, and if the obtained change rate of the rotation speed of the powertrain system output under the current torque is larger than the standard rotation speed change rate, the wheels of the vehicle are determined to be slipped.
It should be noted that, when a wheel of a vehicle slips, an adhesion force of the wheel to a ground is reduced, a ratio (wheel acceleration) of a resistance difference generated by a driving force of the vehicle and the adhesion force of the wheel to an inertial mass of the wheel is greater than a ratio (whole vehicle acceleration) of a resistance difference generated by a driving force of the vehicle and the adhesion force of the wheel to a whole vehicle mass, and when the control system monitors that a change rate of a rotation speed of an output shaft is greater than a calibration value under a current output torque, the occurrence of the slip is considered. The standard rotation speed change rate is set according to different wheels, the standard rotation speed change rates under different torques are different, and a person skilled in the art can set the standard rotation speed change rates according to specific actual needs.
Step 103: and reducing the output speed of output shafts of a first output half shaft and a second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of an inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft.
In one embodiment, when the wheel is detected to be slipping, the rotating speed of the slipping wheel is firstly zero, the rotating speed of the other wheel corresponding to the slipping wheel is also zero, so that the two half shafts of the slipping wheel are locked by the differential lock, the two half shafts of the wheel are controlled to rotate synchronously, and the fixed torque is distributed to the wheel to prevent the wheel from slipping.
It should be noted that, the first preset value may be set by a person skilled in the art according to specific actual needs. The inter-wheel differential lock may be a positive differential lock.
Example two:
referring to fig. 2, fig. 2 is a diagram illustrating another example of a wheel slip control method according to the present application, and the second embodiment of the present application is introduced on the basis of the first embodiment of the present application, and the same or similar parts as those in the first embodiment of the present application are not repeated in the second embodiment of the present application. The method comprises the following steps:
step 201-step 203: see embodiment one of the present application.
Step 204: acquiring a second rotating speed change rate output by the power assembly system under the current output torque of the vehicle; if the second rotating speed change rate is larger than the standard rotating speed change rate, determining that the vehicle controlled by the first output half shaft and the wheels controlled by the second output half shaft both slip; and reducing the rotating speed of output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of an inter-axle differential lock to be fixed by using the inter-axle differential lock.
In one embodiment, after the two half shafts of the wheel slipping the vehicle are locked, the rotation speed change rate of the two wheels is still larger than the standard rotation speed change rate, the two wheels are determined to slip, then the rotation speeds of the front shaft and the rear shaft are made zero to start the inter-shaft differential, and further the front shaft and the rear shaft are locked to make the rotation speeds of the front shaft and the rear shaft consistent to control the wheels to prevent slipping.
It should be noted that the inter-axle differential may be a center differential, and the second preset value may be set by a person skilled in the art according to specific actual needs.
Example three:
referring to fig. 3, fig. 3 is a diagram illustrating another example of a wheel slip control method according to the present application, and a third embodiment of the present application is introduced on the basis of the second embodiment of the present application, and parts identical or similar to the second embodiment of the present application are not repeated in the third embodiment of the present application.
Step 301-step 303: see example two herein.
Step 304: and judging whether the inter-wheel differential lock is fixed or not.
As an embodiment, after a first preset time, judging whether the inter-wheel differential lock finishes fixing the first output half shaft and the second output half shaft through a first displacement sensor; if not, outputting power to the first output half shaft or the second output half shaft by controlling a power assembly system; step 303 is then performed.
It should be noted that, when the inter-wheel differential lock is started to lock, there is a tooth-to-tooth condition, and in this case, the inter-wheel differential lock cannot lock, and it is necessary to turn to an output half shaft once to avoid the tooth-to-tooth condition, so that locking can be performed.
Step 305: see example two of the present application.
Step 306: and judging whether the inter-axle differential lock is fixed or not.
After a second preset time, judging whether the inter-axle differential lock finishes fixing the front axle and the rear axle or not through a second displacement sensor;
if not, outputting power to the front shaft or the rear shaft by controlling a power assembly; step 305 is then performed.
It should be noted that, when the central differential lock is started to lock, there is a tooth-to-tooth condition, in which the inter-axle differential lock cannot lock, and it is necessary to turn to an output half shaft once to avoid the tooth-to-tooth condition, so that locking can be performed.
Step 307: releasing the lock of the differential.
As one embodiment, vehicle speed information of the vehicle is acquired; and if the speed of the vehicle is greater than a first threshold value, controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be disconnected and fixed and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be disconnected and fixed through a power assembly system.
It should be noted that the first threshold may be 15km/h, and may also be 20km/h, and those skilled in the art may set the threshold according to specific actual needs.
In the process of preventing the wheels of the vehicle from slipping, whether the vehicle slips is judged by judging whether the change rate of the first rotating speed output by the power assembly system under the current output torque of the vehicle is greater than a calibration value, so that the judgment accuracy is improved, and the driving feeling is improved; further, when detecting that the vehicle takes place to skid, start the inter-wheel differential lock, prevent that the vehicle from skidding, further improved the security of vehicle and the life-span of wheel.
Example four:
referring to fig. 4, fig. 4 is a diagram illustrating an example of a wheel slip control system of the present application, the system comprising: a first acquisition unit 101, a first determination unit 102, and a first control unit 103;
as an embodiment, the first obtaining unit 101 is configured to obtain a first rotation speed change rate of the powertrain system output at the current output torque of the vehicle; the first determining unit 102 is configured to determine that a wheel of the vehicle slips if the first rotation speed change rate is greater than a standard rotation speed change rate; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque; the first control unit 103 is configured to reduce the output rotational speeds of the first output half shaft and the second output half shaft to a first preset value, and control the first output half shaft and the second output half shaft on both sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected to the first output half shaft, so as to control the wheels to prevent slipping.
In the process of preventing the wheels of the vehicle from slipping, a first obtaining unit 101 is used for obtaining a first rotating speed change rate output by a power assembly system under the current output torque of the vehicle, and a first determining unit 102 is used for determining whether the rotating speed change rate of an output shaft under the current output torque of the vehicle is greater than a calibration value or not so as to determine whether the vehicle slips or not, so that the accuracy of determination is improved, and the driving feeling is improved; further, when the slip of the vehicle is detected, the inter-wheel differential lock is started through the first control unit 103, so that the slip of the vehicle is prevented, and the safety of the vehicle and the service life of the wheels are further improved.
The above description is only one specific embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method of controlling wheel slip, comprising:
acquiring a first rotating speed change rate output by a power assembly system under the current output torque of a vehicle;
if the first rotating speed change rate is larger than the standard rotating speed change rate, determining that wheels of the vehicle slip; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque;
and reducing the output shaft rotation speed of a first output half shaft and a second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of an inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft so as to control the wheels to prevent skidding.
2. The method of claim 1, wherein after said controlling said first output half shaft and said second output half shaft on either side of said inter-wheel differential lock succeeds, said method further comprises:
acquiring a second rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
if the second rotating speed change rate is larger than the standard rotating speed change rate, determining that the vehicle controlled by the first output half shaft and the wheels controlled by the second output half shaft both slip;
and reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-shaft differential lock to be fixed by using the inter-shaft differential lock so as to control the wheels controlled by the first output half shaft and the wheels controlled by the second output half shaft to prevent skidding.
3. The method of claim 1, further comprising:
after a first preset time, judging whether the inter-wheel differential lock finishes fixing the first output half shaft and the second output half shaft through a first displacement sensor;
if not, outputting power to the first output half shaft or the second output half shaft by controlling a power assembly system; and then executing the step of setting the rotating speeds of the output shafts of the first output half shaft and the second output half shaft as a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft.
4. The method of claim 2, further comprising:
after a second preset time, judging whether the inter-axle differential lock finishes fixing the front axle and the rear axle or not through a second displacement sensor;
if not, outputting power to the front shaft or the rear shaft by controlling a power assembly; and then executing the steps of reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to fix by using the inter-axle differential lock.
5. The method of claim 4, further comprising:
acquiring the speed information of the vehicle;
and if the speed of the vehicle is greater than a first threshold value, controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be disconnected and fixed and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be disconnected and fixed through a power assembly system.
6. A control system for wheel slip, comprising: the device comprises a first acquisition unit, a first determination unit and a first control unit;
the first obtaining unit is used for obtaining a first rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
the first determining unit is used for determining that the wheels of the vehicle slip if the first rotation speed change rate is greater than a standard rotation speed change rate; the standard rotating speed change rate is obtained based on a preset corresponding relation between output torque and the rotating speed change rate output by the power assembly system under the output torque;
the first control unit is used for reducing the output shaft rotation speed of the first output half shaft and the second output half shaft to a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft so as to control the wheels to prevent skidding.
7. The system of claim 6, wherein after said controlling of said first output half shaft and said second output half shaft on either side of said inter-wheel differential lock has been successfully fixed, said system further comprises: the device comprises a second acquisition unit, a second determination unit and a second control unit;
the second obtaining unit is further used for obtaining a second rotating speed change rate output by the power assembly system under the current output torque of the vehicle;
the second determining unit is further configured to determine that both the first output half-shaft controlled vehicle and the second output half-shaft controlled wheel slip occurs if the second rate of change of the rotational speed is greater than a standard rate of change of the rotational speed;
the second control unit is further configured to reduce the rotation speed of the output shafts of the front axle and the rear axle to a second preset value, and control the front axle and the rear axle on two sides of the inter-axle differential lock to be fixed by using the inter-axle differential lock, so as to control the wheels controlled by the first output half axle and the wheels controlled by the second output half axle to prevent slipping.
8. The system of claim 6, further comprising: a first judgment unit;
the first judging unit is used for judging whether the inter-wheel differential lock finishes fixing the first output half shaft and the second output half shaft or not through a first displacement sensor after a first preset time;
the first control unit is used for outputting power to the first output half shaft or the second output half shaft by controlling a power assembly system when the judgment result of the first judgment unit is negative; and then executing the step of setting the rotating speeds of the output shafts of the first output half shaft and the second output half shaft as a first preset value, and controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be fixed by using the inter-wheel differential lock connected with the first output half shaft.
9. The system of claim 7, further comprising: a second judgment unit;
the second judging unit is used for judging whether the inter-axle differential lock finishes fixing the front axle and the rear axle or not through a second displacement sensor after a second preset time;
the second control unit is configured to output power to the front axle or the rear axle by controlling a power assembly when the determination result of the second determination unit is negative; and then executing the steps of reducing the rotating speed of the output shafts of the front shaft and the rear shaft to a second preset value, and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to fix by using the inter-axle differential lock.
10. The system of claim 9, further comprising: a third acquisition unit and a third control unit;
the third acquisition unit is used for acquiring the speed information of the vehicle;
and the third control unit is used for controlling the first output half shaft and the second output half shaft on two sides of the inter-wheel differential lock to be disconnected and fixed and controlling the front shaft and the rear shaft on two sides of the inter-axle differential lock to be disconnected and fixed through a power assembly system if the speed of the vehicle is greater than a first threshold value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911334915.5A CN110979331B (en) | 2019-12-19 | 2019-12-19 | Control method and system for wheel slip |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911334915.5A CN110979331B (en) | 2019-12-19 | 2019-12-19 | Control method and system for wheel slip |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110979331A true CN110979331A (en) | 2020-04-10 |
| CN110979331B CN110979331B (en) | 2021-08-20 |
Family
ID=70074155
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911334915.5A Active CN110979331B (en) | 2019-12-19 | 2019-12-19 | Control method and system for wheel slip |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110979331B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937312A (en) * | 2021-02-02 | 2021-06-11 | 潍柴动力股份有限公司 | Vehicle control method and device |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1681680A (en) * | 2002-09-20 | 2005-10-12 | 丰田自动车株式会社 | Slip control device for vehicle, vehicle mounted with the device, and the method of controlling vehicle slip |
| CN201784461U (en) * | 2009-06-07 | 2011-04-06 | 周殿玺 | Differential torque transmission device |
| JP2013173405A (en) * | 2012-02-23 | 2013-09-05 | Toyota Motor Corp | Pitch behavior obtaining device and pitch behavior absorbing device |
| CN103802601A (en) * | 2012-11-13 | 2014-05-21 | 中国重汽集团济南动力有限公司 | Single-stage speed-reducing driving axle assembly |
| CN107161149A (en) * | 2017-04-27 | 2017-09-15 | 荆门品创通信科技有限公司 | Processing method and processing system that a kind of vehicle abnormality is slided |
-
2019
- 2019-12-19 CN CN201911334915.5A patent/CN110979331B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1681680A (en) * | 2002-09-20 | 2005-10-12 | 丰田自动车株式会社 | Slip control device for vehicle, vehicle mounted with the device, and the method of controlling vehicle slip |
| CN201784461U (en) * | 2009-06-07 | 2011-04-06 | 周殿玺 | Differential torque transmission device |
| JP2013173405A (en) * | 2012-02-23 | 2013-09-05 | Toyota Motor Corp | Pitch behavior obtaining device and pitch behavior absorbing device |
| CN103802601A (en) * | 2012-11-13 | 2014-05-21 | 中国重汽集团济南动力有限公司 | Single-stage speed-reducing driving axle assembly |
| CN107161149A (en) * | 2017-04-27 | 2017-09-15 | 荆门品创通信科技有限公司 | Processing method and processing system that a kind of vehicle abnormality is slided |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937312A (en) * | 2021-02-02 | 2021-06-11 | 潍柴动力股份有限公司 | Vehicle control method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110979331B (en) | 2021-08-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP2955078B1 (en) | Tire classfication | |
| US10392008B2 (en) | Control device for four-wheel drive vehicle | |
| EP2543566B1 (en) | Vehicle control device | |
| CN109305052B (en) | Antiskid control system and method and automobile | |
| JP6223717B2 (en) | Electric vehicle slip control device | |
| EP3065967B1 (en) | Driveline and method of controlling a driveline | |
| EP2758257B1 (en) | Method for estimating the rolling resistance of a vehicle wheel | |
| US5927422A (en) | Method and apparatus for correcting drive wheel slip | |
| CN111086500B (en) | Vehicle slip protection method and system and vehicle | |
| US7058491B1 (en) | Abnormality detecting apparatus for wheel speed sensors and automobile incorporating the same | |
| CN110386134B (en) | Vehicle stability control module and control method | |
| CN108312846A (en) | Method for operating the motor vehicles with optional a11wheel drive | |
| CN110979331B (en) | Control method and system for wheel slip | |
| WO2015141519A1 (en) | Slip control device of electric automobile | |
| US7444261B2 (en) | Turning determination apparatus and turning determination method for vehicle | |
| JP2006088908A (en) | Device for and method of detecting fall in tire air pressure | |
| CN113886968A (en) | Wheel-side torque limiting method of electric off-road vehicle, electronic device and storage medium | |
| EP3246210B1 (en) | System and method for activation of warning lights of a vehicle | |
| US20180118024A1 (en) | Behavior control device for four-wheel drive vehicle | |
| JP4004184B2 (en) | Wheel speed abnormality detection device | |
| CN115095432B (en) | Engine torque control method and device and vehicle | |
| JP2010169442A (en) | Device, method and program for detecting fall of tire pressure | |
| JPH1044960A (en) | Yaw moment controlling method for vehicle | |
| KR20160038415A (en) | Control system for 4wd vehicle using infrared sensor and control method using the same | |
| EP2830895B1 (en) | Method for estimating the rolling resistance of a vehicle wheel |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |