CN113829884B - Rear axle anti-slip control method and device for double-electric drive bridge engineering vehicle - Google Patents
Rear axle anti-slip control method and device for double-electric drive bridge engineering vehicle Download PDFInfo
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- CN113829884B CN113829884B CN202111084380.8A CN202111084380A CN113829884B CN 113829884 B CN113829884 B CN 113829884B CN 202111084380 A CN202111084380 A CN 202111084380A CN 113829884 B CN113829884 B CN 113829884B
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Classifications
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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
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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
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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
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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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
- B60L2200/00—Type of vehicles
- B60L2200/40—Working vehicles
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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
- 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
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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
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses a rear axle anti-slip control method and device of a double-electric drive bridge engineering vehicle. The method comprises the following steps: in the working process of the engineering vehicle, calculating the actual slip rate of the engineering vehicle in real time, and acquiring the 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 the system, the output torque of the front axle and the rear axle is adjusted; and when the actual slip rate is greater than the target slip rate, redetermining the front and rear axle output torque according to the actual slip rate and the maximum value of the front and rear axle output torque. The invention combines the method for controlling the tire slip by means of the slip ratio with the method for controlling the tire slip by means of the front and rear axle load, can timely identify the vehicle state, realizes the rotation speed convergence of the anti-slip control, and improves the robustness and the control precision of the control method.
Description
Technical Field
The embodiment of the invention relates to the technical field of vehicle anti-skid control, in particular to a rear axle anti-skid control method and device of a double-electric drive bridge engineering vehicle.
Background
Along with the continuous coding of the national requirements for energy conservation and emission reduction, the engineering machinery industry also conforms to the industry upgrading requirements, and pure electric drive products are continuously pushed out. Most of traditional electric transformation is to directly replace gasoline and diesel engines with motors and keep basic transmission components. With the progress of technology, in order to improve transmission efficiency, a chassis structure is optimized, and an electric drive axle is introduced into engineering machinery. For medium and heavy duty engineering vehicles, such as heavy forklifts and heavy forklifts, the electric drive axle has considerable advantages in terms of dynamic property, economy and arrangement difficulty, the arrangement forms are that a motor, an inverter and an electric drive transmission are integrated on an axle, parts such as a transfer case and a transmission shaft are omitted, the engineering machinery with high requirements on traction capacity can adopt a front-rear axle double-electric drive axle arrangement scheme, the traditional centralized single-engine driving mode is not relied on, and the front axle and the rear axle are provided with independent power sources, so that the traction capacity of the engineering machinery can be improved to the greatest extent.
Because the front end of the engineering machinery is provided with the front fork arm and the bucket, a large load is often borne during operation, the geometric gravity center of the vehicle is easy to move forwards to cause the rear wheel to leave the ground, or the vehicle is easy to rotate around the front shaft under the action of the front fork arm or the bucket arm in the fork process, so that the rear shaft is lifted, and the rear wheel can lose the ground grabbing capacity and slip.
Disclosure of Invention
The invention provides a rear axle anti-slip control method and device for a double-electric-drive bridge engineering vehicle, which are used for solving the problem of slip caused by lifting of a rear axle of the double-electric-drive bridge engineering vehicle during working.
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 rate 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;
step S02, determining the current load of the engineering machinery vehicle according to the front and rear axle loads, wherein when the current load exceeds a set load, the rear axle has a lifting off-ground risk, and if the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front and rear axles is adjusted;
and S03, when the actual slip rate is larger than the target slip rate, redetermining the front and rear axle output torque according to the actual slip rate and the maximum value of the front and rear axle output torque so as to realize anti-slip control of the engineering vehicle.
Optionally, the calculating the slip ratio of the vehicle in real time in step S01 includes:
acquiring real-time rotating speed values of the front and rear shaft motors;
and calculating the slip rate 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, and 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;
the controller determines an up-torque rate of the rear axle output torque based on the rear axle load increase slope when the rear axle load changes from continuously decreasing to continuously increasing.
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 torque maximum value calculated by the load of the front axle and the rear axle so as to realize anti-slip control on 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 of a dual electric drive axle engineering vehicle, including:
the acquisition module is used for calculating the actual slip rate 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;
the first anti-skid module is used for determining the current load of the engineering machinery vehicle according to the front and rear axle loads, when the current load exceeds a set load, the rear axle has a lifting and ground-leaving risk, and if the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front and rear axles is adjusted;
and the second anti-slip module is used for redetermining the output torque of the front and rear axles according to the actual slip rate and the maximum value of the output torque of the front and rear axles when the actual slip rate is greater than the target slip rate so as to realize anti-slip control of the engineering vehicle.
The invention combines the method of controlling the tire slip by means of the slip ratio with the method of controlling the tire slip by means of the front and rear axle load, can monitor the change of the vertical load between the axles in real time, can more directly and timely identify the state of the vehicle, calculates the upper limit value of torque output, reduces the overshoot of torque control, realizes the rapid convergence of the rotating speed of anti-slip control, and improves the robustness and the control precision of the control method.
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 invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
Examples
In general, the front end of the engineering vehicle in this embodiment is equipped with a front fork arm and a bucket, so that the engineering vehicle often needs to bear a larger load during operation, and the geometric center of gravity of the vehicle is easy to move forward to cause the rear wheel to leave the ground, or in the process of fork, the vehicle is easy to rotate around the front shaft under the action of the front fork arm or the bucket arm, so that the rear shaft is lifted, and the rear wheel can lose the ground grabbing capability and slip. Therefore, the embodiment of the invention provides a rear axle anti-slip control method of a double-electric drive bridge 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 rate of the engineering vehicle in real time in the working process of the engineering vehicle, and acquiring the loads of the front axle and the rear axle through pressure sensors arranged on the front axle and the rear axle of the engineering vehicle.
In this embodiment, the front axle of the engineering vehicle is not lifted generallyTaking the motor rotation speed of the front shaft as a reference rotation speed, considering the rolling radius of the tire in the normal running process after the motor selection of the front and rear shafts is determined, and the main speed reduction ratio and the motor gear ratio are fixed, so that the motor rotation speed ratio of the front and rear shafts is k=n F /n R Is also stationary. Wherein n is F N is the rotation speed of the front axle R Is the rear axle rotational speed. When the rear axle slides, the speed ratio k will become smaller, and only a lower limit allowing the k value to change is set, so that whether the current rear axle slides or not and the sliding degree can be judged through the k value change.
The actual rotational speed slip ratio formula of the rear axle is as follows;
tires have different adhesion capacities on different roads, and the adhesion capacity is generally represented by road adhesion coefficients, which mainly depend on factors such as materials of roads, states of roads, types of tires and the like. And the adhesion coefficient mu is the adhesion force F x Normal pressure F to the wheel z Ratio of (i.e. μ=f) x /F z For engineering machinery vehicles, the application environment of the engineering machinery vehicles is mostly a non-paved road surface, and mainly comprises a loose soil road, compacted clay, a cinder road and a gravel road, wherein the road surface adhesion coefficient of the working environment is between 0.5 and 0.7.
In this embodiment, in order to accurately control the driving wheel to prevent it from slipping, it is necessary to measure the vertical load on the shaft, so that the maximum adhesion force that the driving wheel can utilize during operation and the maximum output torque of the front and rear shafts can be estimated, thereby controlling the output torque. 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.
S02, determining the current load of the engineering machinery vehicle according to the front and rear axle loads, when the current load exceeds a set load, lifting the rear axle to leave the ground, and if the rear axle load is continuously reduced, adjusting the front and rear axle output torque when the rear axle output torque is larger than the upper limit value calculated by the system.
Specifically, when the current load exceeds the set load, if the rear axle load is continuously reduced, and when the rear axle output torque is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the rear axle output torque according to the rear axle load reduction slope;
the controller determines an up-torque rate of the rear axle output torque based on the rear axle load increase slope when the rear axle load changes from continuously decreasing to continuously increasing.
In 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 the set load value, the rear axle has the risk of lifting off the ground, and at the moment, if the output torque of the rear axle is larger 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 and 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 according to the magnitude of the change slope of the axle load until the rear axle is completely separated from the ground, and cuts off the power of the rear axle to ensure that the rear axle outputs zero torque.
When the load of the rear axle is restored, the controller will send a torque request to the rear axle again, the speed of restoring the torque is also related to the load change rate, and the torque up-converting process is similar to the control logic of the torque down-converting process. It should be noted that in order to ensure the power performance, the reduced driving force will be complemented by the front axle during the back axle torque reduction process, keeping the total traction unchanged, while the maximum value of the 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 is operated on a low-speed flat road surface, the load of the vehicle is in an orderly increasing and decreasing state, and high accuracy can be achieved by performing anti-slip control on the rear axle by utilizing the rate of change of the axle load.
And S03, when the actual slip rate is greater than the target slip rate, redetermining the front and rear axle output torque according to the actual slip rate and the maximum value of the front and rear axle output torque so as to realize anti-slip control of the engineering vehicle.
In this embodiment, the road surface with middle and high speed jolting is susceptible to external disturbance, the wheels may still generate slip, especially the load on the axle of the engineering machinery vehicle is larger, the road condition of the vehicle in the mining area is bumpy, and it is difficult to accurately estimate the vertical load on the wheels in real time.
Specifically, 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 torque maximum value calculated by the load of the front axle and the rear axle so as to realize anti-slip control on the rear axle of the engineering vehicle.
In the present embodiment, the target slip ratio is set to λ tar By calculating the difference Δe=λ - λ between the actual slip ratio and the target slip ratio tar And (3) as a control parameter of the PID, re-calculating the request torque, correcting the deviation and error value of the original system, and limiting the front and rear axle output torque determined by the PID control by adopting the torque maximum value calculated by the front and rear axle loads. In particular, when the rear axle load is identified as a lift-off condition, the rear axle torque must be zero torque output and the PID control is then exited. For example, the target slip ratio may be 30%.
In this embodiment, since the tire size of the construction machine is large, the moment of inertia of the tire is also large, it is difficult to calculate a stable slip ratio, and it is difficult to control the slip of the tire simply by means of the slip ratio. The change of vertical load between shafts can be monitored in real time by matching with the shaft load sensor, the vehicle state can be identified more directly and timely, the upper limit value of torque output is calculated, the overshoot of torque control is reduced, and the rapid convergence of the rotating speed of anti-skid control is realized. The two strategies are applied simultaneously to form complementation, so that the robustness and the control precision of the system are improved.
The embodiment of the invention also provides a rear axle anti-slip control device of the double-electric drive bridge engineering vehicle, which comprises the following components:
the acquisition module is used for calculating the actual slip rate 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;
the first anti-skid module is used for determining the current load of the engineering machinery vehicle according to the front and rear axle loads, when the current load exceeds a set load, the rear axle has a lifting and ground-leaving risk, and if the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front and rear axles is adjusted;
and the second anti-slip module is used for redetermining the output torque of the front and rear axles according to the actual slip rate and the maximum value of the output torque of the front and rear axles when the actual slip rate is greater than the target slip rate so as to realize anti-slip control of the engineering vehicle.
Wherein, calculate the slip rate of vehicle in real time in the first antiskid module includes:
acquiring real-time rotating speed values of the front and rear shaft motors;
and calculating the slip rate 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 rear axle load is continuously reduced, and when the rear axle output torque is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the rear axle output torque according to the rear axle load reduction slope;
the controller determines an up-torque rate of the rear axle output torque based on the rear axle load increase slope when the rear axle load changes from continuously decreasing to continuously increasing.
The second anti-slip module is specifically used for:
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 torque maximum value calculated by the load of the front axle and the rear axle so as to realize anti-slip control on the rear axle of the engineering vehicle.
The rear axle anti-slip control device of the double-electric-drive bridge engineering vehicle provided by the embodiment of the invention can execute the rear axle anti-slip control method of the double-electric-drive bridge engineering vehicle provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. 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, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (3)
1. The rear axle anti-slip control method of the double-electric drive bridge engineering vehicle is characterized by comprising the following steps of:
s01, calculating the actual slip rate 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 vehicle according to the front and rear axle loads, wherein when the current load exceeds a set load, the rear axle has a lifting and ground-leaving risk, and if the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front and rear axles is adjusted;
the S02 includes:
when the current load exceeds the set load, if the rear axle load is continuously reduced, and when the rear axle output torque is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the rear axle output torque according to the rear axle load reduction slope;
when the rear axle load is changed from continuous reduction to continuous increase, the controller determines the torque up rate of the rear axle output torque according to the rear axle output torque, the upper limit value calculated by the system and the rear axle load increase slope;
s03, when the actual slip rate is larger than the target slip rate, redetermining the output torque of the front and rear axles according to the actual slip rate and the maximum value of the output torque of the front and rear axles so as to realize anti-slip control on the rear axles of the engineering vehicle;
the step S03 comprises the following steps:
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 torque maximum value calculated by the load of the front axle and the rear axle so as to realize anti-slip control on the rear axle of the engineering vehicle.
2. The method according to claim 1, wherein calculating the actual slip rate of the engineering vehicle in real time in S01 includes:
acquiring real-time rotating speed values of front and rear shaft motors;
and calculating the slip rate of the rear axle according to the real-time rotating speed value.
3. The utility model provides a back axle antiskid of two electric drive bridge engineering vehicle changes controlling means which characterized in that includes:
the acquisition module is used for calculating the actual slip rate 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;
the first anti-skid module is used for determining the current load of the engineering vehicle according to the front and rear axle loads, when the current load exceeds a set load, the rear axle has a lifting off-ground risk, and if the output torque of the rear axle is greater than the upper limit value calculated by the system, the output torque of the front and rear axles is adjusted;
the first anti-slip module is specifically configured to:
when the current load exceeds the set load, if the rear axle load is continuously reduced, and when the rear axle output torque is greater than the upper limit value calculated by the system, the controller determines the torque reduction rate of the rear axle output torque according to the rear axle load reduction slope;
when the rear axle load is changed from continuous reduction to continuous increase, the controller determines the torque up rate of the rear axle output torque according to the rear axle output torque, the upper limit value calculated by the system and the rear axle load increase slope;
the second anti-slip module is used for re-determining the output torque of the front and rear axles according to the actual slip rate and the maximum value of the output torque of the front and rear axles when the actual slip rate is greater than the target slip rate so as to realize anti-slip control on the rear axles of the engineering vehicle;
the second anti-slip 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 torque maximum value calculated by the load of the front axle and the rear axle so as to realize anti-slip control on the rear axle of the engineering vehicle.
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| CN202111084380.8A CN113829884B (en) | 2021-09-16 | 2021-09-16 | Rear axle anti-slip control method and device for double-electric drive bridge engineering vehicle |
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| CN202111084380.8A CN113829884B (en) | 2021-09-16 | 2021-09-16 | Rear axle anti-slip control method and device for double-electric drive bridge engineering vehicle |
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