CN111746300B - Anti-skid control method for driving centralized driving electric automobile and storage medium - Google Patents

Anti-skid control method for driving centralized driving electric automobile and storage medium Download PDF

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CN111746300B
CN111746300B CN202010567137.0A CN202010567137A CN111746300B CN 111746300 B CN111746300 B CN 111746300B CN 202010567137 A CN202010567137 A CN 202010567137A CN 111746300 B CN111746300 B CN 111746300B
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slip
driving wheel
angular acceleration
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CN111746300A (en
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李铭煜
胡敬伟
李建军
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Zhixin Control System Co ltd
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    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • 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
    • 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

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Abstract

The invention discloses a driving antiskid control method and a storage medium for a centralized driving electric automobile. It obtains the angular acceleration alpha of the motormAcceleration alpha of pure rolling nominal angle of motorm1Comparing the angular acceleration alpha of the motormAnd an angular acceleration slip threshold αSJudging whether the driving wheel possibly has a slipping trend; if the driving wheel possibly has a slip tendency, further acquiring a second slip rate lambda of the driving wheel, and comparing the slip rate lambda with an allowable second maximum slip rate lambdamaxJudging whether the driving wheel actually slips; using the angular acceleration alpha of the left drive wheel when the drive wheel is actually slippingD1And angular acceleration a of the right driving wheelD2Obtaining the relative slip ratio lambda of the left driving wheel and the right driving wheel1Comparing the relative slip ratio lambda of the left and right driving wheels1And a second maximum slip ratio lambdamaxAnd judging the type of the slipping of the driving wheel, and further implementing the anti-slip control of the driving. The invention can avoid the vehicle from entering the slip control by mistake, can also implement different control strategies aiming at different slip types, has comprehensive control method and high control precision, and ensures the safety of the vehicle.

Description

Anti-skid control method for driving centralized driving electric automobile and storage medium
Technical Field
The invention belongs to the electric vehicle control technology, and particularly relates to an electric vehicle anti-skid control method.
Background
When the vehicle runs on a wet ice and snow slippery road surface, the adhesion capability between the wheels and the ground is rapidly reduced, when the driving torque output by the motor is larger, the wheels can slip, the abrasion of tires is increased, the service life is shortened, the dynamic performance of the vehicle is reduced, serious energy loss is caused, and the stability and the controllability of the vehicle are reduced.
The drive Anti-skid control of the conventional fuel vehicle is mainly developed on the basis of an Anti-brake System (ABS), and is mainly realized by controlling the output of engine torque and wheel braking force to further control the slip ratio. Some electric vehicles are also controlled in an anti-slip manner based on the idea, for example, the invention patent of the invention of the university of Qinghua, "axle-driven electric vehicle drive anti-slip control system" (with the publication number of CN101786452B) discloses an anti-slip control system, which adopts a slip rate threshold value to judge slip, and adjusts the output torque of a motor and the wheel braking force according to the wheel slip rate to realize the anti-slip control, but the method has the problem of inaccurate slip rate calculation, and particularly the working condition of normal turning can be mistakenly identified as a single-side slip working condition; meanwhile, because the adhesion characteristics on different road surfaces (s-mu curve, slip ratio and adhesion coefficient curve) are different, a single slip ratio threshold value is adopted as a control target, and a good control effect cannot be obtained.
The electric automobile drive antiskid control utilizes wheel angular velocity and motor output torque information to realize the detection of skidding, and the drive antiskid function can be realized by adjusting the motor output torque. The invention patent of Shanghai university of transportation "an electric vehicle antiskid control system and control method" (patent number CN106114287A) discloses an antiskid control system, which obtains the wheel angular acceleration through a wheel speed sensor, when the ratio TA of the wheel angular acceleration to the motor output torque is larger than a preset threshold TAmaxWhen the wheel is slipping, the wheel is considered to be slipping, and TA is used at the momentmaxFor the given purpose, the PI controller is used for outputting a torque increment which is superposed into a torque command, and finally the TA value is stabilized at the TAmaxNearby. The invention patent of Shanghai university, "a real-time detection system and method for adhesion stability of electric vehicle tire" (patent No. CN109159787A) discloses a wheel slip monitoring system, which estimates an adhesion torque by using a motor output torque and a wheel rotation speed, judges a slip state according to a sign of a ratio of a variation of the output torque to a variation of the adhesion torque, and judges the slip state by using a variation value of a derivative of an output power of the motor when the variation of the adhesion torque is zero. However, both methods have the problems that misjudgment is easy to occur when the road goes down a slope, and the control effect of the split adhesion road surface is poor.
Disclosure of Invention
The invention aims to provide a driving antiskid control method for a centralized driving electric automobile, which can identify different antiskid types, implement different driving antiskid controls and improve the safety of vehicles.
The technical scheme of the invention is as follows: method for controlling driving skid resistance of centralized driving electric automobile and method for obtaining angular acceleration alpha of motormAcceleration alpha of pure rolling nominal angle of motorm1Comparing electricityMechanical angular acceleration alphamAnd an angular acceleration slip threshold αSJudging whether the driving wheel possibly has a slipping trend; if the driving wheel possibly has a slip tendency, further acquiring a second slip rate lambda of the driving wheel, and comparing the second slip rate lambda with a second maximum allowable slip rate lambdamaxJudging whether the driving wheel actually slips; using the angular acceleration alpha of the left drive wheel when the drive wheel is actually slippingD1And angular acceleration a of the right driving wheelD2Obtaining the relative slip ratio lambda of the left driving wheel and the right driving wheel1Comparing the relative slip ratio lambda of the left and right driving wheels1And a second maximum slip ratio lambdamaxAnd judging the type of the slipping of the driving wheel, and further implementing the anti-slip control of the driving.
The pure rolling nominal angular acceleration alpha of the motorm1The acceleration value of the output shaft of the motor is the acceleration value when the front shaft and the rear shaft do not generate relative slip.
The invention firstly utilizes the angular acceleration alpha of the motormAnd an angular acceleration slip threshold value alphaSWhether the vehicle has a slipping trend is judged by comparison, whether the vehicle actually slips is judged by utilizing the adhesion coefficient identification, the type of the slipping of the vehicle is further judged by utilizing the driving wheel angular acceleration information identification, and different driving anti-slipping control methods are further implemented according to different slipping types, so that the vehicle can be prevented from entering slipping control by mistake, different control strategies can be implemented according to different slipping types, the control method is comprehensive, the control precision is high, and the running safety of the vehicle is effectively improved.
The further optimization technology is characterized in that the angular acceleration slip threshold value is based on the output torque T of the motormMaximum slip rate s allowedmaxWheel rolling radius r and moment of inertia J of the drive shaft and wheelwObtained angular acceleration slip threshold αS。
The further optimized technical characteristic is that the angular acceleration slip threshold value alphaSWherein, TmFor motor output torque, JwIs the moment of inertia of the drive shaft and wheel, smaxTo allow for maximum slip, m is the overall vehicle service mass and r is the wheel rolling radius.
The setting of the angular acceleration slip threshold value does not adopt the traditional method for setting a fixed threshold value, but dynamically calculates signals and parameters based on the output torque of the motor, the allowed maximum slip rate, the rolling radius of wheels of the vehicle and the like, truly reflects the running state of the vehicle, and avoids the misjudgment of the slip state of the driving wheel caused by unreasonable setting of the acceleration threshold value.
The further optimized technical characteristic is that the relative slip ratio lambda of the left driving wheel and the right driving wheel1，λ1＝|αD1-αD2|*ig/αmWherein α isD1Is the angular acceleration, alpha, of the left driving wheelD2Angular acceleration of the right driving wheel, alphamAs angular acceleration of the motor, igThe transmission ratio of the transmission mechanism from the motor to the driving wheel.
A further technical feature of the optimization is that the second slip ratio lambda (based on angular acceleration) of the wheel is determined by the angular acceleration alpha of the motormAcceleration alpha of pure rolling nominal angle of motorm1And (6) calculating.
The further optimized technical characteristics are that the bilateral slip control method comprises the following steps:
a slip ratio optimization control method or a maximum adhesion control method,
using derivative of slip rate
Figure GDA0003223827900000033
Comparing with a first set value and a modified value of the derivative of the adhesion coefficient (q) with a second set value, determining whether to use a slip ratio optimization control method or a maximum adhesion control method,
wherein the correction value of the derivative of the adhesion coefficient is the absolute value of the product of the derivative (q) of the adhesion coefficient and the correction coefficient (k), and the value range of the correction coefficient (k) is as follows: 100-1000 (the specific value can be obtained by calibration).
The further optimization technology is characterized in that the slip ratio optimization control method comprises the following steps: derivative of slip rate
Figure GDA0003223827900000034
Less than a first set value, while the derivative of the sticking coefficientWhen the corrected value of (a) is less than the second set value, the current slip rate value is recorded as s1The actual meaning is the slip ratio corresponding to the maximum adhesion coefficient obtained by the driving wheel, and is referred to as the maximum adhesion slip ratio; at maximum adhesion slip s1And 80% of the input quantity is input quantity, and the output inhibition slip torque is superposed to the motor output torque instruction through the PI controller.
The further optimization technical characteristic is that the maximum adhesive force control method is a derivative of the slip rate
Figure GDA0003223827900000032
Judging the derivative of the slip rate under the condition that the derivative of the adhesion coefficient is smaller than a first set value and the correction value | q x k | of the derivative of the adhesion coefficient is smaller than a second set value
Figure GDA0003223827900000035
Whether the second correction value of the derivative q of the adhesion coefficient is used as a feedback quantity to adjust the output antiskid control suppression torque to be superimposed on the motor output torque command by the PI controller, or whether the change rate of the adhesion coefficient with respect to the slip rate is used as a feedback quantity is determined by determining whether the second correction value of the derivative q of the adhesion coefficient is 0
Figure GDA0003223827900000031
And regulating output inhibition slip torque to be superposed to the motor output torque command through a PI controller as a feedback quantity.
The method is characterized in that the second correction value of the derivative q of the attachment coefficient is the product q x k of the derivative q of the attachment coefficient and a correction coefficient k, and the value range of the correction coefficient k is as follows: 100-1000 (the specific value can be obtained by calibration).
The storage medium of the present invention is characterized in that: the method comprises an execution instruction, wherein when the execution instruction is processed by a data processing device, the data processing device executes the driving antiskid control method of the centralized driving electric automobile.
The data processing means includes, but is not limited to, a motor controller.
The slip ratio s is a slip ratio commonly described in the art.
The second slip ratio lambda is based on using the angular acceleration alpha of the motormAcceleration alpha of pure rolling nominal angle of motorm1Obtained by calculation, λ ═ αm-αm1)/αm1。
The invention can better identify the skidding state of the vehicle and effectively eliminate the downhill road; the working conditions of single-side slipping and double-side slipping can be effectively distinguished; the problem that the three working conditions cannot be distinguished in the traditional anti-skid detection of the driving wheel is effectively solved. The method can automatically identify the optimal road surface slip rate (namely the slip rate corresponding to the maximum longitudinal adhesion coefficient between the tire and the road surface) by adopting a bilateral slip control algorithm, and has better self-adaptive capacity; in order to ensure the safety and moderate reduction of the longitudinal slip rate of the tire, the lateral adhesion coefficient is improved, the dynamic property of the vehicle is ensured, meanwhile, the risks of the rollover and the drift accidents of the vehicle are reduced, and the driving safety is improved. The single-side slip control algorithm adopted by the invention can reduce the slip degree of the driving wheel at the low-adhesion side and improve the trafficability of the split adhesion road surface.
Drawings
FIG. 1 is a logic flow diagram of a drive slip control method of the present invention;
fig. 2 is a flow chart of slip type identification decision logic;
fig. 3 is a block diagram of maximum adhesion adaptive control in the double-side slip control;
FIG. 4 is a block diagram of slip rate optimization control in the double-side slip control;
fig. 5 is a block diagram of the one-side slip control.
Detailed Description
The following detailed description is provided for the purpose of explaining the claimed embodiments of the present invention so that those skilled in the art can understand the claims. The scope of the invention is not limited to the following specific implementation configurations. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
The control method of the invention needs to acquire relevant vehicle operation parameters, such as wheel rotating speed, motor rotating speed and the like, can be acquired by respective sensors on the vehicle, transmits relevant data to a data processing device for processing, and executes the method of the invention through relevant execution instructions. The data processing device can be a motor controller, namely software of the logic and algorithm of the invention is injected into a chip of the motor controller to execute the driving antiskid control method of the centralized driving electric automobile.
In the examples: as shown in fig. 1;
1. obtaining wheel speeds ω of two driving wheels using a rotation speed sensor mounted on each wheelD1And ωD2Obtaining the wheel speeds omega of two driven wheelsE1And ωE2. Motor output torque T acquired by motor sensormAnd the rotational speed omega of the motorm。
2. Motor speed omegamDifferentiating to obtain angular acceleration alpha of motormUsing the speed omega of the driven wheelE1And ωE2Calculating to obtain an estimated longitudinal speed v, dividing the estimated longitudinal speed v by the rolling radius r of the wheel, and dividing by the transmission ratio i of the transmission mechanism from the motor to the driving wheelgObtaining the pure rolling nominal rotating speed omega of the motor under the pure rolling state of the driving wheelm1Pure rolling nominal speed omega of motorm1Differentiating to obtain the pure rolling nominal angular acceleration alpha of the motorm1. Wheel speed omega of two driven wheelsE1And ωE2Differentiating to obtain alphaE1And alphaE2。
Wherein v ═ ω (ω)E1+ωE2)*r/2 (1)
ωm1＝v*igr (2)
3. Obtaining an angular acceleration slip threshold value, wherein the threshold value is called an angular acceleration slip threshold value alpha in the embodimentS(ii) a The threshold is different from the fixed threshold set by the tradition and is based on the output torque T of the motormMaximum slip rate s allowedmaxWheel rolling radius r and moment of inertia J of the drive shaft and wheelwObtained angular acceleration slip threshold αS。
In an embodiment of the present invention,
angular acceleration slip threshold
Figure GDA0003223827900000051
Wherein, TmFor motor output torque, JwIs the moment of inertia of the drive shaft and wheel, smaxTo allow for maximum slip, m is the overall vehicle service mass and r is the wheel rolling radius.
In the software operation, the calculation of the angular acceleration slip threshold alpha is implementedSThen, the angular acceleration a of the motor is measuredmAnd comparing the data with the data to judge whether the vehicle has the tendency of skidding.
If the motor acceleration amNot more than alphaSIf so, determining that the driving wheel does not skid, otherwise, executing the subsequent steps;
4. obtaining a second slip ratio lambda (based on angular acceleration) of a driving wheel of the vehicle, wherein the angular acceleration alpha of the motor is utilized in the embodimentmAcceleration alpha of pure rolling nominal angle of motorm1Obtained by calculation, λ ═ αm-αm1)/αm1
A second slip ratio lambda (based on angular acceleration) and a second maximum slip ratio lambdamax(based on angular acceleration), second maximum slip ratio λmaxA threshold value set (based on angular acceleration);
if lambda is less than or equal to lambda max, judging that the driving wheel does not slip, and otherwise, executing a subsequent process;
5. relative slip ratio lambda of the left driving wheel and the right driving wheel obtained1I.e. using the left drive wheel angular acceleration aD1And right driving wheel angular acceleration alphaD2The relative slip ratio lambda of the left driving wheel and the right driving wheel is calculated according to the relation1In the embodiment, the first and second substrates are,
relative slip ratio lambda of left and right driving wheels1＝|αD1-αD2|*ig/αmWherein α isD1For left driving wheel angular acceleration, alphaD2For right driving wheel angular acceleration, alphamAs angular acceleration of the motor, igThe transmission ratio of the transmission mechanism from the motor to the driving wheel.
Comparing the relative slip rates of the left and right driving wheels1And a second maximum slip ratio lambdamax(based on angular acceleration) to determine wheel slipA type;
if the relative slip ratio lambda of the left driving wheel and the right driving wheel1Greater than a second maximum slip ratio lambdamaxThe drive wheels are determined to be slipping on one side (based on the angular acceleration), and a one-side slip control method (one-side slip control motor torque output control method) is further performed.
If the relative slip ratio lambda of the left driving wheel and the right driving wheel1Not greater than a second maximum slip ratio lambdamaxThe drive wheels are determined to be double-sided slipping (based on the angular acceleration), and a double-sided slipping control method (double-sided slipping control motor torque output control method) is further performed.
For motor torque output control, a PI controller is adopted to realize the output of a torque command, and the invention focuses on the determination of the input quantity of the PI controller in different slip type control. The operation method of the PI controller is not a concern of the present invention, and can be implemented by a technique generally used in the art.
After entering the double-sided slip of the drive wheels, as shown in fig. 2,
obtaining the slip rate s and its derivative of the driving wheel
Figure GDA0003223827900000061
Calculating the derivative q of the adhesion coefficient, the derivative of the adhesion coefficient
Figure GDA0003223827900000062
Wherein a isx1Is a coefficient that can be scaled for each of the coefficients,
Figure GDA0003223827900000063
m is the whole vehicle preparation mass;
comparing the slip ratio derivative with a first set value, comparing the corrected value of the derivative of the adhesion coefficient with a second set value, determining whether to adopt a slip ratio optimization control method or a maximum adhesion control method,
wherein, the modification of the derivative of the adhesion coefficient is the absolute value of the derivative q of the adhesion coefficient and the modification coefficient k, and the value range of the modification coefficient k is as follows: 100 to 1000.
In an embodiment of the present invention,
if the derivative of slip rate s
Figure GDA0003223827900000064
And | q × k | < 0.02, the current slip ratio value is recorded as s by adopting a slip ratio optimization control method1The actual meaning is the slip ratio corresponding to the maximum adhesion coefficient obtained by the driving wheel, and is referred to as the maximum adhesion slip ratio; as shown in FIG. 4, the PI controller is given a quantity at the maximum attached slip s1The feedback quantity is the current slip rate s, and the output optimized inhibition slip torque is adjusted by the PI controller to be superposed on the motor output torque instruction.
If the derivative of slip rate s is not satisfied
Figure GDA0003223827900000071
And | q | < 0.02; adopting a maximum adhesive force control method; as shown in figure 3 of the drawings,
the rate of change p of the adhesion coefficient with respect to slip rate,
Figure GDA0003223827900000072
in the control method, to prevent slip rate derivative
Figure GDA0003223827900000073
A divide-by-zero error of 0 results, the controller divides by zero,
Figure GDA0003223827900000074
0-time handover algorithm
If slip rate derivative
Figure GDA0003223827900000075
If not, the negative value p of the change rate of the adhesion coefficient relative to the slip rate is used as a feedback quantity, and if the given quantity is 0, the output suppression slip torque is adjusted by the PI controller and is superposed on the motor output torque command.
If slip rate derivative
Figure GDA0003223827900000076
If the feedback quantity is 0, the negative value of a second correction value of the derivative q of the adhesion coefficient is adopted as a feedback quantity, the given quantity is 0, and the output inhibition slip torque is regulated by the PI controller to be superposed to the motor output torque instruction; the second correction value for the derivative q of the adhesion coefficient is: the product of the negative derivative (q) of the adhesion coefficient and a correction coefficient k, the range of the correction coefficient k being: 100 to 1000. Namely, the input quantity is q x k;
after it is judged that the one-side slip of the drive wheels is entered, as shown in fig. 5,
the method comprises the following steps:
1. when ((alpha)D1*ig/αm1-1)＞λmaxWhen Flag _ sL1 is 1; otherwise Flag _ sL1 is 0.
When ((alpha)D2*ig/αm1-1)＞λmaxWhen Flag _ sL2 is 1; otherwise Flag _ sL2 is 0.
2. When Flag _ sL1 is 1 and Flag _ sL2 is 0, the drive wheel 1 brake intervention antiskid mode is activated;
when Flag _ sL1 is 0 and Flag _ sL2 is 1, the driving wheel 2 brake intervention antiskid mode is activated;
when Flag _ sL2 is 1 and Flag _ sL1 is 1, the combined traction and brake intervention antiskid mode is entered.
3. When Flag _ sL1 is 1 and Flag _ sL2 is 1, control is performed using steps 1 and 2 for normal slip, when the derivative of s is
Figure GDA0003223827900000077
And if | q × k | < 0.02, switching to the step 1 of the single-side slip antiskid control algorithm.
4. The brake-intervention antiskid mode of the driving wheel 1 is the same as the brake strategy of the brake-intervention antiskid mode of the driving wheel 2, and the brake force is distributed to the skidding wheel. The working mechanism of the brake intervention antiskid mode is described by taking the driving wheel 1 as an example. Calculating slip ratio s of drive wheel 1D1And the slip ratio s of the driving wheel 2D2. By sD2Is a target value, sD1And (4) adopting a PI control algorithm as a feedback value, and obtaining the braking torque of the driving wheel through regulation.

Claims (9)

1. A kind ofThe method for controlling the drive slip of the centralized drive electric automobile is characterized by acquiring the angular acceleration alpha of the motormAcceleration alpha of pure rolling nominal angle of motorm1Comparing the angular acceleration alpha of the motormAnd an angular acceleration slip threshold αSJudging whether the driving wheel possibly has a slipping trend; if the driving wheel possibly has a slip trend, acquiring a second slip rate lambda of the driving wheel, and comparing the second slip rate lambda with a second maximum allowable slip rate lambdamaxJudging whether the driving wheel slips or not; when the driving wheel slips, the angular acceleration alpha of the left driving wheel is usedD1And angular acceleration a of the right driving wheelD2Obtaining the relative slip ratio lambda of the left driving wheel and the right driving wheel1Comparing the relative slip ratio lambda of the left and right driving wheels1And a second maximum slip ratio lambdamaxJudging the type of the skidding of the driving wheels, and further implementing driving antiskid control, wherein the type of the skidding of the driving wheels comprises single-side skidding and double-side skidding;
the double-side slip control method includes:
a slip ratio optimization control method or a maximum adhesion control method,
comparing the slip ratio derivative with a first set value, and comparing the correction of the derivative of the adhesion coefficient with a second set value, determining whether to adopt a slip ratio optimization control method or a maximum adhesion control method,
wherein the correction of the derivative of the adhesion coefficient is the absolute value of the product of the derivative q of the adhesion coefficient and a correction coefficient k, and the value range of the correction coefficient k is as follows: 100 to 1000.
2. The centralized drive electric vehicle drive antiskid control method of claim 1, wherein the angular acceleration slip threshold α isSBased on the motor output torque TmMaximum slip rate s allowedmaxWheel rolling radius r and moment of inertia J of the drive shaft and wheelwObtained angular acceleration slip threshold αS。
3. The centralized drive electric vehicle drive antiskid control method of claim 2, wherein the angular acceleration slip threshold value
Figure FDA0003223827890000011
Wherein, TmFor motor output torque, JwIs the moment of inertia of the drive shaft and wheel, smaxTo allow for maximum slip, m is the overall vehicle service mass and r is the wheel rolling radius.
4. The centralized drive electric vehicle drive antiskid control method of claim 1, wherein the relative slip ratio λ of the left and right drive wheels1，λ1＝|αD1-αD2|*ig/αmWherein α isD1Is a first angular acceleration, alpha, of the first driven wheelD2Is a second angular acceleration, alpha, of a second driven wheelmAs angular acceleration of the motor, igThe transmission ratio of the transmission mechanism from the motor to the driving wheel.
5. The centralized drive electric vehicle drive antiskid control method of claim 1, wherein the second slip ratio λ is based on an angular motor acceleration αmAcceleration alpha of pure rolling nominal angle of motorm1And (6) calculating.
6. The driving antiskid control method of the centralized driving electric automobile according to claim 1, wherein the slip ratio optimization control method comprises: when the derivative of the slip rate is smaller than a first set value and the correction of the derivative of the adhesion coefficient is smaller than a second set value, the slip rate under the condition is obtained as s1At a slip rate s1And 80% of the input quantity is input quantity, and the output antiskid control restraining torque is regulated by the PI controller to be superposed to the motor output torque instruction.
7. The driving antiskid control method of the centralized driving electric vehicle according to claim 1, wherein the maximum adhesion force control method is: judging the derivative of the slip rate on condition that the derivative of the slip rate is not smaller than a first set value and the modification of the derivative of the adhesion coefficient is smaller than a second set value
Figure FDA0003223827890000021
If it is 0, if the slip rate derivative is
Figure FDA0003223827890000022
If not, adopting a negative number p of the change rate of the adhesion coefficient relative to the slip rate as a feedback quantity, and regulating output inhibition slip torque to be superposed on a motor output torque command through a PI controller; if slip rate derivative
Figure FDA0003223827890000023
And 0, adopting the negative of the second correction value of the derivative q of the adhesion coefficient as a feedback quantity, and regulating output slip inhibiting torque to be superposed to the motor output torque instruction through a PI controller.
8. The centralized drive electric vehicle drive antiskid control method of claim 7, wherein the second corrected value negative of the derivative q of the sticking coefficient: the product q x k of the negative derivative q of the attachment coefficient and the correction coefficient k is obtained, and the value range of the correction coefficient k is as follows: 100 to 1000.
9. A storage medium characterized in that it contains execution instructions which, when processed by a data processing device, the data processing device executes the method for controlling the driving slip of a centrally driven electric vehicle according to any one of claims 1 to 8.
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