CN113829884A - Anti-slip control method and device for rear axle of double-electric-drive-axle engineering vehicle - Google Patents

Anti-slip control method and device for rear axle of double-electric-drive-axle engineering vehicle Download PDF

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Publication number
CN113829884A
CN113829884A CN202111084380.8A CN202111084380A CN113829884A CN 113829884 A CN113829884 A CN 113829884A CN 202111084380 A CN202111084380 A CN 202111084380A CN 113829884 A CN113829884 A CN 113829884A
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rear axle
axle
output torque
load
engineering vehicle
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CN113829884B (en
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高小杰
朱江
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Tsinghua University
Suzhou Automotive Research Institute of Tsinghua University
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Tsinghua University
Suzhou Automotive Research Institute of Tsinghua University
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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
    • 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
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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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  • Power Engineering (AREA)
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  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention discloses a method and a device for controlling anti-slip rotation of a rear axle of a double-electric-drive-axle engineering vehicle. The method comprises the following steps: in the working process of the engineering vehicle, calculating the actual slip ratio of the engineering vehicle in real time, and acquiring front and rear axle loads through pressure sensors arranged on the front and rear axles of the engineering vehicle; determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is greater than the upper limit value calculated by a system, the output torque of the front axle and the rear axle is adjusted; and when the actual slip rate is larger than the target slip rate, re-determining the output torque of the front and rear shafts according to the actual slip rate and the maximum value of the output torque of the front and rear shafts. The invention combines the method of controlling the tire slip by the slip rate with the method of controlling the tire slip by the front and rear axle loads, can identify the vehicle state in time, realizes the rotation speed convergence of the anti-slip control, and improves the robustness and the control precision of the control method.

Description

Anti-slip control method and device for rear axle of double-electric-drive-axle engineering vehicle
Technical Field
The embodiment of the invention relates to the technical field of vehicle anti-skid control, in particular to a method and a device for controlling anti-skid rotation of a rear axle of a double-electric-drive-axle engineering vehicle.
Background
With the continuous increase of the national requirements on energy conservation and emission reduction, the engineering machinery industry also conforms to the industrial upgrading requirements, and pure electric drive products are continuously released. The traditional electric transformation mostly directly replaces the gasoline and diesel engines with motors and reserves basic transmission parts. With the progress of technology to improve transmission efficiency, the chassis structure is optimized, and an electric drive axle is introduced into a construction machine. For the electric transformation of medium and heavy load engineering vehicles, such as heavy forklifts and heavy forklifts, an electric drive axle undoubtedly has considerable advantages in terms of dynamic property, economy and arrangement difficulty, the arrangement form is to integrate a motor, an inverter and an electric drive transmission on an axle, components such as a transfer case and a transmission shaft are omitted, the engineering machinery with higher requirement on traction capacity adopts a front-axle and rear-axle double-electric drive axle arrangement scheme, the traditional centralized single-engine driving form is not relied on, the front axle and the rear axle both have independent power sources, and the traction capacity of the engineering machinery can be improved to the maximum extent.
Because the front ends of the engineering machines are provided with the front fork arms and the buckets, the engineering machines often bear heavy loads during operation, the geometric gravity center of the vehicle is easy to move forwards to cause the rear wheels to lift off the ground, or in the process of forking, the vehicle is easy to rotate around the front shaft under the action of the front fork arms or the bucket force arms to cause the rear shaft to lift, so that the rear wheels lose the gripping ability and slip.
Disclosure of Invention
The invention provides a method and a device for controlling anti-slip of a rear axle of a double-electric-drive axle engineering vehicle, which aim to solve the problem of slip caused by lifting of the rear axle when the double-electric-drive axle engineering mechanical vehicle works.
In a first aspect, an embodiment of the present invention provides a method for controlling anti-slip of a rear axle of a dual electric drive axle engineering vehicle, including:
step S01, calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle, and acquiring front and rear axle loads through pressure sensors arranged on the front and rear axles of the engineering vehicle;
step S02, determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is larger than the upper limit value calculated by the system, the output torque of the front axle and the rear axle is adjusted;
and step S03, when the actual slip ratio is larger than the target slip ratio, re-determining the front and rear axle output torques according to the actual slip ratio and the maximum value of the front and rear axle output torques so as to realize the anti-slip control of the engineering vehicle.
Optionally, the step S01 of calculating the slip ratio of the vehicle in real time includes:
acquiring real-time rotating speed values of the front shaft motor and the rear shaft motor;
and calculating the slip ratio of the rear axle according to the real-time rotating speed value.
Optionally, the step S02 includes:
when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, if the load of the rear axle is continuously reduced, when the output torque of the rear axle is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the output torque of the rear axle according to the reduction slope of the load of the rear axle;
when the rear axle load is changed from continuously decreasing to continuously increasing, the controller determines a torque-up rate of the rear axle output torque according to the rear axle load increase slope.
Optionally, the step S03 includes:
calculating a difference between the actual slip rate and the target slip rate;
and taking the difference value as a control parameter of a PID controller, calculating the output torque of the front axle and the rear axle, and limiting the output torque of the front axle and the rear axle determined by PID control by adopting the maximum value of the torque calculated by the load of the front axle and the rear axle so as to realize anti-skid control of the rear axle of the engineering vehicle.
In a second aspect, an embodiment of the present invention further provides a rear axle anti-slip control device for a dual electric drive axle engineering vehicle, including:
the acquisition module is used for calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle and acquiring front and rear axle loads through pressure sensors arranged on front and rear axles of the engineering vehicle;
the first anti-skid module is used for determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is greater than the upper limit value calculated by a system, the output torque of the front axle and the rear axle is adjusted;
and the second anti-slip module is used for re-determining the output torque of the front axle and the rear axle according to the actual slip rate and the maximum value of the output torque of the front axle and the rear axle when the actual slip rate is greater than the target slip rate so as to realize anti-slip control on the engineering vehicle.
The method for controlling the tire to slip by the slip rate is combined with the method for controlling the tire to slip by the front and rear axle loads, so that the change of vertical loads between axles can be monitored in real time, the vehicle state can be identified more directly and timely, the upper limit value of torque output is calculated, the torque control overshoot is reduced, the rapid convergence of the rotating speed of anti-slip control is realized, and the robustness and the control precision of the control method are improved.
Drawings
Fig. 1 is a flowchart of a rear axle anti-slip control method of a dual electric drive axle engineering vehicle according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Examples
Generally, the front ends of the engineering vehicles in the embodiment are provided with the front fork arms and the buckets, such engineering vehicles often bear large loads during operation, the geometric gravity center of the vehicle is easy to move forwards greatly to cause the rear wheels to lift off the ground, or in the process of fork-forking, the vehicle is easy to rotate around the front shaft under the action of the front fork arms or the bucket force arms to cause the rear wheels to lose the gripping ability and slip. Therefore, the embodiment of the invention provides a rear axle anti-slip control method of a double-electric-drive-axle engineering vehicle, which aims to solve the problem of slip caused by lifting of a rear axle when the engineering vehicle works.
Fig. 1 is a flowchart of a rear axle anti-slip control method of a dual electric drive axle engineering vehicle according to an embodiment of the present invention, which specifically includes the following steps:
and S01, calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle, and acquiring the front and rear axle loads through pressure sensors arranged on the front and rear axles of the engineering vehicle.
In this embodiment, since the front axle of the construction vehicle generally does not lift up, the rotation speed of the motor of the front axle can be used as a reference rotation speed, after the model selection of the front and rear motors is determined, the rolling radius of the tire, the final reduction ratio and the motor gear ratio are considered in the normal running process, and therefore the rotation speed ratio k of the motor of the front and rear axles is equal to nF/nRIs also fixed. Wherein n isFIs the front axle speed, nRIs the rear axle speed. When the rear axle slips, the speed ratio k is reduced, and whether the front axle slips or not and the slip degree can be judged through the change of the k value only by setting a lower limit for allowing the change of the k value.
The actual rotational speed slip ratio formula of the rear axle is as follows;
Figure BDA0003265035290000031
the tire has different adhesion capacities on different road surfaces, and the adhesion capacity is generally represented by a road adhesion coefficient, which mainly depends on the material of the road, the state of the road surface, the type of the tire, and other factors. And the coefficient of adhesion μ is the adhesion FxNormal pressure F to wheelzI.e. mu ═ Fx/FzFor engineering machinery vehicles, the working environment is mostly non-paved road surfaces, mainly comprising loose dirt roads, compacted clay roads, cinder roads and gravel roads, and the road surface adhesion coefficient of the working environment is between 0.5 to 0.7.
In this embodiment, in order to accurately control the driving wheel to prevent the driving wheel from slipping, the vertical load on the shaft needs to be measured, so that the maximum adhesive force that can be used by the driving wheel during operation and the maximum output torque of the front and rear shafts can be estimated, and the output torque can be controlled. The front and rear axle loads in this embodiment are obtained in real time by pressure sensors mounted on the front and rear axles of the vehicle.
And S02, determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the load of the rear axle is continuously reduced, when the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front axle and the rear axle is adjusted.
Specifically, when the current load exceeds the set load, if the load of the rear axle is continuously reduced, when the output torque of the rear axle is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the output torque of the rear axle according to the reduction slope of the load of the rear axle;
when the rear axle load is changed from continuously decreasing to continuously increasing, the controller determines a torque-up rate of the rear axle output torque according to the rear axle load increase slope.
During the normal working process of the engineering vehicle, the load weight of the bucket or the fork arm is continuously increased, when the calculated current load exceeds a set load value, the rear axle has the risk of being lifted off the ground, and at the moment, if the output torque of the rear axle is greater than the upper limit value calculated by the system, the controller can reduce the driving force of the rear axle and improve the driving force of the front axle.
When the load of the rear axle is continuously reduced, when the output torque of the rear axle is larger than the upper limit value calculated by the system, the controller determines the torque reduction rate of the output torque through the magnitude of the change slope of the axle load until the rear axle is completely lifted off the ground, and cuts off the power of the rear axle to enable the rear axle to output zero torque.
When the load of the rear axle is recovered, the controller will send out a torque request to the rear axle again, the recovery speed of the torque is also related to the load change rate, and the control logic of the torque increasing process is similar to that of the torque decreasing process. It is to be noted that in order to ensure dynamic behavior, the reduced driving force will be supplemented by the front axle during the rear axle torque down, keeping the total traction constant, while the maximum output value of the front axle torque is also limited by the front axle load, and the torque up process is similar.
When the vehicle works on a low-speed gentle road surface, the load of the vehicle is in a state of orderly increasing and decreasing, and higher accuracy can be realized by utilizing the change rate of the axle load to carry out anti-skid control on the rear axle.
And S03, when the actual slip ratio is larger than the target slip ratio, re-determining the output torque of the front axle and the rear axle according to the actual slip ratio and the maximum value of the output torque of the front axle and the rear axle so as to realize the anti-slip control of the engineering vehicle.
In the embodiment, a middle-high speed bumpy road surface is easily affected by external disturbance, wheels still may slip, especially, the load on the axle of the engineering machinery vehicle is large, the road condition of the vehicle in a mining area is bumpy, and it is difficult to accurately estimate the vertical load on the wheels in real time.
Specifically, the S03 includes: calculating a difference between the actual slip rate and the target slip rate;
and taking the difference value as a control parameter of a PID controller, calculating the output torque of the front axle and the rear axle, and limiting the output torque of the front axle and the rear axle determined by PID control by adopting the maximum value of the torque calculated by the load of the front axle and the rear axle so as to realize anti-skid control of the rear axle of the engineering vehicle.
In this embodiment, let the target slip ratio be λtarBy calculating the difference Δ e between the actual slip rate and the target slip rate as λ - λtarAnd as a control parameter of the PID, recalculating the requested torque, correcting the deviation and error value of the original system, and limiting the output torque of the front and rear shafts determined by the PID control by adopting the maximum torque value calculated by the load of the front and rear shafts. In particular, when the rear axle load is recognized as being off-groundIn the lifting state, the torque of the rear axle must be zero torque output, and the PID control is immediately exited. Illustratively, the target slip ratio may take on a value of 30%.
In this embodiment, because the tire size of the construction machine is large, the rotational inertia of the tire is also large, and it is difficult to calculate a stable slip ratio, and it is difficult to control the slip of the tire by simply relying on the slip ratio. And the cooperation axle load sensor can real-time supervision vertical load's between the axle change, can more direct and timely discern the vehicle state to calculate the upper limit value of moment of torsion output, reduce the moment of torsion control overshoot, realize antiskid control's rotational speed fast convergence. The two strategies are applied simultaneously to form complementation, and the robustness and the control precision of the system are improved.
The embodiment of the invention also provides a rear axle anti-skid control device of the double-electric-drive-axle engineering vehicle, which comprises the following components:
the acquisition module is used for calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle and acquiring front and rear axle loads through pressure sensors arranged on front and rear axles of the engineering vehicle;
the first anti-skid module is used for determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is greater than the upper limit value calculated by a system, the output torque of the front axle and the rear axle is adjusted;
and the second anti-slip module is used for re-determining the output torque of the front axle and the rear axle according to the actual slip rate and the maximum value of the output torque of the front axle and the rear axle when the actual slip rate is greater than the target slip rate so as to realize anti-slip control on the engineering vehicle.
The real-time vehicle slip rate calculation in the first anti-slip module comprises the following steps:
acquiring real-time rotating speed values of the front shaft motor and the rear shaft motor;
and calculating the slip ratio of the rear axle according to the real-time rotating speed value.
Wherein, the first antiskid module is specifically used for: when the current load exceeds the set load, if the load of the rear axle is continuously reduced, when the output torque of the rear axle is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the output torque of the rear axle according to the reduction slope of the load of the rear axle;
when the rear axle load is changed from continuously decreasing to continuously increasing, the controller determines a torque-up rate of the rear axle output torque according to the rear axle load increase slope.
The second anti-skid module is specifically configured to:
calculating a difference between the actual slip rate and the target slip rate;
and taking the difference value as a control parameter of a PID controller, calculating the output torque of the front axle and the rear axle, and limiting the output torque of the front axle and the rear axle determined by PID control by adopting the maximum value of the torque calculated by the load of the front axle and the rear axle so as to realize anti-skid control of the rear axle of the engineering vehicle.
The rear axle anti-skid control device of the double electric drive axle engineering vehicle provided by the embodiment of the invention can execute the rear axle anti-skid control method of the double electric drive axle engineering vehicle provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (5)

1. The utility model provides a two electric drive axle engineering vehicle's rear axle antiskid control method, its characterized in that includes:
s01, calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle, and acquiring front and rear axle loads through pressure sensors arranged on front and rear axles of the engineering vehicle;
s02, determining the current load of the engineering machinery vehicle according to the front and rear axle loads, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is greater than the upper limit value calculated by a system, the output torque of the front and rear axle is adjusted;
and S03, when the actual slip ratio is larger than the target slip ratio, re-determining the output torque of the front axle and the rear axle according to the actual slip ratio and the maximum value of the output torque of the front axle and the rear axle so as to realize the anti-slip control of the engineering vehicle.
2. The method of claim 1, wherein the calculating the slip ratio of the vehicle in real time in S01 comprises:
acquiring real-time rotating speed values of the front shaft motor and the rear shaft motor;
and calculating the slip ratio of the rear axle according to the real-time rotating speed value.
3. The method according to claim 1, wherein the S02 includes:
when the current load exceeds the set load, if the load of the rear axle is continuously reduced, when the output torque of the rear axle is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the output torque of the rear axle according to the reduction slope of the load of the rear axle;
when the rear axle load is changed from continuous reduction to continuous increase, the controller determines the torque increasing rate of the rear axle output torque according to the rear axle output torque and the upper limit value calculated by the system and the rear axle load increasing slope.
4. The method according to claim 1, wherein the S03 includes:
calculating a difference between the actual slip rate and the target slip rate;
and taking the difference value as a control parameter of a PID controller, calculating the output torque of the front axle and the rear axle, and limiting the output torque of the front axle and the rear axle determined by PID control by adopting the maximum value of the torque calculated by the load of the front axle and the rear axle so as to realize anti-skid control of the rear axle of the engineering vehicle.
5. The utility model provides a controlling means is changeed in two electric drive axle engineering vehicle's rear axle antiskid, its characterized in that includes:
the acquisition module is used for calculating the actual slip ratio of the engineering vehicle in real time in the working process of the engineering vehicle and acquiring front and rear axle loads through pressure sensors arranged on front and rear axles of the engineering vehicle;
the first anti-skid module is used for determining the current load of the engineering machinery vehicle according to the load of the front axle and the rear axle, when the current load exceeds the set load, the rear axle has the risk of lifting off the ground, and if the output torque of the rear axle is greater than the upper limit value calculated by a system, the output torque of the front axle and the rear axle is adjusted;
and the second anti-slip module is used for re-determining the output torque of the front axle and the rear axle according to the actual slip rate and the maximum value of the output torque of the front axle and the rear axle when the actual slip rate is greater than the target slip rate so as to realize anti-slip control on the engineering vehicle.
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