CN115139822B - Vehicle torque control method, storage medium, electronic device, and vehicle - Google Patents

Vehicle torque control method, storage medium, electronic device, and vehicle Download PDF

Info

Publication number
CN115139822B
CN115139822B CN202210333019.2A CN202210333019A CN115139822B CN 115139822 B CN115139822 B CN 115139822B CN 202210333019 A CN202210333019 A CN 202210333019A CN 115139822 B CN115139822 B CN 115139822B
Authority
CN
China
Prior art keywords
wheels
torque
slip
wheel
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202210333019.2A
Other languages
Chinese (zh)
Other versions
CN115139822A (en
Inventor
陆国祥
刘彬
张祖光
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to CN202210333019.2A priority Critical patent/CN115139822B/en
Publication of CN115139822A publication Critical patent/CN115139822A/en
Application granted granted Critical
Publication of CN115139822B publication Critical patent/CN115139822B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B60L15/28—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 without contact making and breaking, e.g. using a transductor
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a torque control method of a vehicle, a storage medium, electronic equipment and the vehicle, wherein the method comprises the following steps: according to the wheel speeds of the four wheels and the speed of the vehicle, calculating the actual slip rates of the four wheels respectively, and determining whether the four wheels are in slip states respectively according to the actual slip rates of the four wheels; when both front wheels are in a slipping state and both rear wheels are not in a slipping state, controlling the two rear motors to output torque according to a slipping pre-control mode so as to drive the corresponding rear wheels respectively. According to the method, the actual slip rate of the four wheels is calculated, the slip condition of the four wheels is determined, when both front wheels slip and both rear wheels do not slip, the two rear motors are controlled to output torque according to the slip pre-control mode so as to respectively drive the corresponding rear wheels, the severe slip degree of the rear wheels can be avoided or reduced, and the stability of the vehicle is improved.

Description

Vehicle torque control method, storage medium, electronic device, and vehicle
Technical Field
The present invention relates to the field of torque distribution technologies, and in particular, to a torque control method for a vehicle, a storage medium, an electronic device, and a vehicle.
Background
With the development and the needs of society, automobiles become an important transportation means for people to travel conveniently. Compared with the traditional fuel vehicle, the four-wheel motor independent driving vehicle has the advantages of higher torque response speed, higher adjustment precision, more flexible torque distribution, higher energy utilization rate, lower transmission loss and the like.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems in the related art to some extent. Therefore, an object of the present invention is to provide a torque control method for a vehicle, which can avoid or reduce the slip degree of the wheels to be slipped and improve the stability of the vehicle.
A second object of the present invention is to propose a computer readable storage medium.
A third object of the present invention is to propose an electronic device.
A fourth object of the present invention is to propose a vehicle.
To achieve the above object, a first aspect of the present invention provides a torque control method of a vehicle including four drive motors and four wheels, the four wheels including two front wheels and two rear wheels, the four drive motors including two front motors and two rear motors, each of the front motors driving one of the front wheels and each of the rear motors driving one of the rear wheels, the method comprising: calculating actual slip rates of the four wheels according to the wheel speeds of the four wheels and the vehicle speed of the vehicle, and determining whether the four wheels are in slip states according to the actual slip rates of the four wheels; when both front wheels are in a slipping state and both rear wheels are not in a slipping state, controlling both rear motors to output torque according to a slipping pre-control mode so as to respectively drive the corresponding rear wheels.
According to the torque control method of the vehicle, the actual slip rate of the four wheels is calculated, the slip condition of the four wheels is determined, when both front wheels slip and both rear wheels do not slip, the two rear motors are controlled to output torque according to the slip pre-control mode so as to respectively drive the corresponding rear wheels, the severe slip degree of the rear wheels can be avoided or reduced, and the stability of the vehicle is improved.
In addition, the torque control method for a vehicle according to the above embodiment of the present invention may further have the following additional technical features:
according to an embodiment of the present invention, when both the front wheels are in a slip state and both the rear wheels are not in a slip state, controlling both the rear motors to output torque according to a slip pre-control mode to drive the corresponding rear wheels, respectively, includes: determining a pre-control road surface attachment coefficient according to the actual slip rate of the front wheels and the corresponding current torque of the front motor; determining a first target driving torque according to the pre-control road adhesion coefficient; wherein the road surface adhesion coefficient is positively correlated with the first target driving torque; and controlling the torque of the two rear motors according to the first target driving torque.
According to one embodiment of the present invention, the determining the pre-controlled road adhesion coefficient according to the actual slip ratio of the front wheel and the corresponding current torque of the front motor includes: determining road surface adhesion coefficients of the two front wheels according to the actual slip rates of the two front wheels and the current torques of the two corresponding front motors; the method comprises the steps that when the actual slip rate of the front wheels is fixed, the road surface attachment coefficient of the front wheels is positively correlated with the current torque of the front motor, and when the current torque of the front motor is fixed, the road surface attachment coefficient of the front wheels is positively correlated with the actual slip rate of the front wheels; and taking an average value or a smaller value of the road surface adhesion coefficients of the two front wheels as the pre-control road surface adhesion coefficient.
According to an embodiment of the present invention, before the torque control of the two rear motors according to the first target driving torque, further comprising: acquiring the total required torque of the vehicle; according to the total required torque, calculating the required torque of the two rear motors when all the four wheels are not in a slipping state; when the required torque of the rear motor is smaller than the first target driving torque, the corresponding required torque is taken as the first target driving torque.
According to one embodiment of the invention, the method further comprises: when the front wheels in the slipping state exist, controlling the corresponding front motors to output torque according to a slipping conventional mode so as to drive the corresponding front wheels; or when both front wheels are in a slipping state and the rear wheels in the slipping state exist, controlling the corresponding rear motors to output torque according to a slipping conventional mode so as to drive the corresponding rear wheels; or when the front wheels which are not in the slip state and the rear wheels which are in the slip state exist, controlling the corresponding rear motors to output torque according to a slip regular mode so as to drive the corresponding rear wheels.
According to one embodiment of the present invention, further comprising: when there is the driving motor outputting torque to drive the corresponding wheel according to the slip regular mode: determining a road surface adhesion coefficient of the wheel according to the actual slip rate of the wheel and the corresponding current torque of the driving motor; determining a mapping relation between the slip rate and the attachment coefficient utilization rate according to the road surface attachment coefficient of the wheel; according to the mapping relation, determining that the corresponding slip rate is the optimal slip rate of the wheel when the utilization rate of the attachment coefficient is maximum; calculating a difference between the actual slip rate of the wheel and the corresponding optimal slip rate; and PID control is carried out on the output torque of the driving motor according to the difference value.
According to one embodiment of the invention, the method further comprises: when the front wheels which are not in the slipping state exist, controlling the corresponding front motors to output torque according to a normal running mode so as to drive the corresponding front wheels; or when both front wheels are in a slipping state, one rear wheel is in a slipping state and the other rear wheel is in a non-slipping state, controlling the rear motor corresponding to the rear wheel in the non-slipping state to output torque according to a normal running mode so as to drive the corresponding rear wheel; or when the front wheels which are not in the slip state exist and the rear wheels which are not in the slip state exist, controlling the corresponding rear motors to output torque according to a normal running mode so as to drive the corresponding rear wheels.
According to one embodiment of the invention, the method further comprises: when there is the driving motor outputting torque to drive the corresponding wheel according to the normal running mode: acquiring the total required torque of the vehicle; according to the total required torque, calculating the required torque of the driving motor when all four wheels are not in a slipping state; and controlling the torque of the driving motor according to the required torque.
According to one embodiment of the present invention, the determining whether the four wheels are in a slip state according to the actual slip rates of the four wheels, respectively, includes: when there is a wheel whose actual slip rate is greater than the slip threshold value among the four wheels, it is determined that the corresponding wheel is in a slip state.
According to one embodiment of the present invention, the slip threshold value is a preset fixed value; or, the slip threshold is inversely related to the vehicle speed
To achieve the above object, an embodiment of a second aspect of the present invention proposes a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements a torque control method of a vehicle as the embodiment of the first aspect of the present invention.
To achieve the above object, an embodiment of a third aspect of the present invention provides an electronic device, including a memory and a processor, where the memory stores a computer program, and the computer program, when executed by the processor, implements a torque control method for a vehicle according to an embodiment of the first aspect of the present invention.
To achieve the above object, an embodiment of a fourth aspect of the present invention provides a vehicle including an electronic device as set forth in the embodiment of the third aspect of the present invention.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a flow chart of a torque control method of a vehicle according to one embodiment of the invention;
FIG. 2 is a flow chart of torque control of the rear motor in a slip pre-control mode in accordance with one embodiment of the present invention;
FIG. 3 is a flow chart of determining a pre-controlled road adhesion coefficient in a slip pre-control mode according to one embodiment of the invention;
FIG. 4 is a flow chart of determining the rear motor torque demand in a slip pre-control mode in accordance with one embodiment of the present invention;
FIG. 5 is a flow chart of controlling the corresponding motor to output torque according to a slip conventional mode in accordance with one embodiment of the present invention;
FIG. 6 is a flow chart of controlling a corresponding motor to output torque according to a normal travel mode according to one embodiment of the present invention;
FIG. 7 is a graph of the drive torque of the front and rear wheels versus the wheel speed of the front and rear wheels in the slip-free pre-control mode;
fig. 8 is a graph showing a relationship between the driving torque of the front and rear wheels and the wheel speeds of the front and rear wheels in the slip pre-control mode.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The torque control method and the storage medium for the vehicle, the electronic device and the vehicle according to the embodiments of the present invention will be described in detail below with reference to fig. 1 to 8 of the accompanying drawings and specific embodiments.
The torque control method of the vehicle provided by the embodiment of the invention is used for a four-wheel independent drive vehicle, the four-wheel independent drive vehicle comprises four driving motors and four wheels, the four wheels comprise two front wheels and two rear wheels, the four driving motors comprise two front motors and two rear motors, each front motor drives one front wheel, and each rear motor drives one rear wheel.
Fig. 1 is a flowchart of a torque control method of a vehicle according to an embodiment of the present invention. As shown in fig. 1, the torque control method of the vehicle may include:
s1, calculating actual slip rates of the four wheels according to the wheel speeds of the four wheels and the speed of the vehicle, and determining whether the four wheels are in slip states according to the actual slip rates of the four wheels.
Specifically, in calculating the actual slip ratio of the four wheels, the wheel speeds of the four wheels and the vehicle speed of the vehicle are required to be obtained to calculate the actual slip ratio of the four wheels from the wheel speeds of the four wheels and the vehicle speed of the vehicle, respectively. Wherein, when calculating the actual Slip rate of the four wheels, the Slip rate Slip can be used ij Is calculated according to the calculation formula of (2). Wherein Slip ratio Slip ij The expression of (2) is:
wherein i=f, b; j=r, l
Wherein, slip ij For the slip ratio of each wheel, V ref For the speed of the vehicle, WS ij Is the wheel speed of each wheel. It should be noted thatI=f, b, f representing the front wheel and b representing the rear wheel; j=r, l, r representing the right wheel and l representing the left wheel. That is, slip fr Indicating Slip ratio of front right wheel, slip fl Indicating Slip ratio of front left wheel, slip br Indicating Slip ratio of rear right wheel, slip bl Indicating the slip ratio of the rear left wheel. WS (WS) fr Indicating the wheel speed, WS, of the front right wheel fl Indicating the wheel speed, WS, of the front left wheel br Indicating the wheel speed, WS, of the rear right wheel bl Representing the wheel speed of the rear left wheel.
When the wheel speeds of the four wheels are acquired, the rotation speeds of the four wheels can be acquired from a wheel speed sensor pre-installed on the vehicle, and then the wheel speeds of the four wheels are calculated according to the rotation radiuses of the four wheels and the rotation speeds of the four wheels. The wheel speed of the obtained wheel can be obtained by using a calculation formula of the wheel speed, wherein the expression of the wheel speed is as follows:
WS ij ＝n ij *r ij wherein i=f, b; j=r, l
Wherein WS ij For the wheel speed of each wheel, n ij Indicating the rotational speed of each wheel, r ij Indicating the radius of rotation of each wheel. I=f, b, f represents a front wheel, and b represents a rear wheel; j=r, l, r representing the right wheel and l representing the left wheel. That is, WS fr Indicating the wheel speed, WS, of the front right wheel fl Indicating the wheel speed, WS, of the front left wheel br Indicating the wheel speed, WS, of the rear right wheel bl Representing the wheel speed of the rear left wheel. n is n fr Indicating the rotation speed of the front right wheel, n fl Indicating the rotation speed of the front left wheel, n br Indicating the rotation speed of the rear right wheel, n bl Indicating the rotational speed of the rear left wheel. r is (r) fr Indicating the radius of rotation of the front right wheel, r fl Indicating the radius of rotation of the front left wheel, r br Indicating the radius of rotation of the rear right wheel, r bl Indicating the radius of rotation of the rear left wheel.
When the speed of the vehicle is obtained, the speed of the vehicle can be estimated by combining the wheel speeds of the four wheels with the longitudinal acceleration of the vehicle and other information.
In an embodiment of the present invention, determining whether the four wheels are in a slip state, respectively, according to the actual slip rates of the four wheels may include: when there is a wheel whose actual slip ratio is greater than the slip threshold value among the four wheels, it is determined that the corresponding wheel is in a slip state.
Specifically, when determining the states of the four wheels, the actual slip rates corresponding to the four wheels may be compared with the slip threshold value, and when the actual slip rate corresponding to the wheel is greater than the slip threshold value, the wheel is indicated to be in a slip state. And when the corresponding actual slip rate of the wheel is smaller than or equal to the slip threshold value, indicating that the wheel is in a non-slip state.
It should be noted that, the slip threshold in the embodiment of the present invention may be a preset fixed value; or, the slip threshold is inversely related to the vehicle speed. I.e. the slip threshold value may be set in advance to a fixed value. And the dynamic adjustment can be performed according to the real-time vehicle speed.
S2, when the two front wheels are in a slipping state and the two rear wheels are not in a slipping state, controlling the two rear motors to output torque according to a slipping pre-control mode so as to respectively drive the corresponding rear wheels.
Specifically, when the traction of the vehicle is greater than the friction limit provided by the road surface during running, such as after suddenly entering a low adhesion road surface, wheel slip occurs. Since the front wheels first enter the low adhesion road surface and the rear wheels then enter, the front wheels slip for a period of time before the rear wheels. Further specifically, when both front wheels slip and both rear wheels have not yet slipped, there is a risk of slipping of both rear wheels. If the driving torque of the motors corresponding to the two rear wheels is not controlled at this time, when the driving torque of the motors corresponding to the two rear wheels deviates greatly from the friction limit provided by the road surface on which the two front wheels are positioned, the motors corresponding to the two rear wheels still drive with the current driving torque, and after a short period of time in the future, the two rear wheels are extremely likely to suddenly and severely slip. The vehicle will also control the torque output by the corresponding motor for driving the road wheels, even after the actual slip rate of the road wheels exceeds the slip threshold. If the vehicle speed is high at this time, after the two rear wheels are severely slipped and the grip force is lost, instability such as tail flick and sideslip of the vehicle can be caused in a short time. It can be seen that after the two rear wheels slip, it is often not timely to control the slip of the two rear wheels. Therefore, when both front wheels slip and both rear wheels do not slip yet, the torque output by the motors corresponding to the two rear wheels is controlled, and the occurrence of instability conditions such as tail flicking and sideslip of the vehicle can be effectively prevented.
As a specific embodiment, as shown in fig. 2, when both front wheels are in a slip state and both rear wheels are not in a slip state, controlling the two rear motors to output torque according to a slip pre-control mode to drive the corresponding rear wheels, respectively, may include:
s21, determining a pre-control road surface adhesion coefficient according to the actual slip rate of the front wheels and the current torque of the corresponding front motor;
s22, determining a first target driving torque according to the pre-control road surface adhesion coefficient; wherein the road adhesion coefficient is positively correlated with the first target driving torque;
and S23, performing torque control on the two rear motors according to the first target driving torque.
Specifically, in order to prevent the two rear wheels from slipping, it is necessary to control the torque output from the rear motors corresponding to the two rear wheels to be less than or equal to the road surface adhesion coefficient (pre-control road surface adhesion coefficient) where the front wheels are currently located. When the road surface attachment coefficient of the front wheels is determined, the actual slip rate of the two front wheels and the current torque of the two front motors can be obtained, so that the pre-control road surface attachment coefficient is determined according to the actual slip rate of the two front wheels and the current torque of the two front motors.
Further specifically, in determining the first target driving torque based on the pre-controlled road surface adhesion coefficient, the road surface adhesion coefficient-target driving torque table may be queried to determine the first target driving torque. After the first target driving torque is determined, the two rear motors are controlled to drive the corresponding rear wheels with the first target driving torque.
The road surface adhesion coefficient is positively correlated with the first target driving torque, that is, the larger the road surface adhesion coefficient is, the larger the corresponding first target driving torque is, and the smaller the road surface adhesion coefficient is, the smaller the corresponding first target driving torque is.
In this embodiment, as shown in fig. 3, determining the pre-controlled road surface attachment coefficient based on the actual slip rate of the front wheels and the current torque of the corresponding front motor may include:
s211, respectively determining road surface adhesion coefficients of the two front wheels according to the actual slip rate of the two front wheels and the current torques of the two corresponding front motors; wherein, the road surface attachment coefficient of the front wheel is positively correlated with the current torque of the front motor when the actual slip rate of the front wheel is fixed, and the road surface attachment coefficient of the front wheel is positively correlated with the actual slip rate of the front wheel when the current torque of the front motor is fixed;
and S212, taking an average value or a smaller value of road surface adhesion coefficients of the two front wheels as a pre-control road surface adhesion coefficient.
Specifically, when the pre-control road surface adhesion coefficient is determined, the actual slip rate of the two front wheels and the current torque of the corresponding front motor can be obtained, and the road surface adhesion coefficient corresponding to the two front wheels is determined by inquiring a slip rate-driving torque-road surface adhesion coefficient table. After determining the road surface adhesion coefficients corresponding to the two front wheels, the smaller value of the road surface adhesion coefficients of the two front wheels may be used as the pre-control road surface adhesion coefficient, or the average value of the road surface adhesion coefficients of the two front wheels may be used as the pre-control road surface adhesion coefficient.
The front wheels only slip when the driving torque is larger, so that the road adhesion coefficient is higher; when the driving torque is very small, the front wheel is slipped, which indicates that the road adhesion coefficient is low; therefore, the slip ratio-driving torque-road surface adhesion coefficient table has the following characteristics: for the same slip ratio, the driving torque is positively correlated with the road adhesion coefficient; for the same driving torque, slip rate is positively correlated with road adhesion coefficient.
In this embodiment, as shown in fig. 4, before the torque control of the two rear motors according to the first target drive torque, it may further include:
s241, acquiring the total required torque of the vehicle;
s242, calculating the required torque of the two rear motors when all the four wheels are not in a slipping state according to the total required torque;
s243, when the required torque of the rear motor is smaller than the first target driving torque, the corresponding required torque is taken as the first target driving torque.
Specifically, when the vehicle is controlled to enter the slip pre-control mode, the vehicle is still in the driver's control state. Therefore, when the vehicle is controlled to enter the slip pre-control mode, the total required torque (driver required torque) of the vehicle is also acquired, and the required torque of the two rear motors when none of the four wheels is in the slip state is calculated according to the total required torque of the vehicle. After the required torque of the two rear motors is obtained, the required torque of the two rear motors is respectively compared with the first target driving torque, and when the required torque of any rear motor is smaller than the first target driving torque, the required torque of the rear motor is used as the first target driving torque. When the required torque of the two rear motors is smaller than the first target driving torque, the corresponding required torque of the two rear motors is taken as the corresponding first target driving torque.
As a specific embodiment, when the required torques of the two rear motors are calculated when the four wheels are not in the slip state, the obtained total required torque can be directly divided equally, namely, one fourth of the total required torque is used as the required torque of the two rear motors.
As another specific embodiment, the capacity torque (upper output limit) of each motor may be comprehensively considered in calculating the required torque of the two rear motors when none of the four wheels is in a slip state. Specifically, calculating the required torque of the two rear motors when none of the four wheels is in a slip state may include:
equally dividing the total required torque to obtain a first average required torque;
acquiring the capability torque of the four motors and determining the sequence of the capability torque of the four motors;
comparing the first average demand torque to the minimum capacity torque; if the first average required torque is smaller than the minimum capacity torque, the first average required torque is taken as the required torque of the four motors;
if the first average required torque is larger than the minimum capacity torque, taking the minimum capacity torque as the required torque of the motor corresponding to the minimum capacity torque, and equally dividing the excess torque into the other three first average required torques to obtain a second average required torque; comparing the second average demand torque with the second low capacity torque; if the second average required torque is smaller than the second small capacity torque, the second average required torque is used as the required torque of the other three motors;
If the second average required torque is larger than the second small capacity torque, the second small capacity torque is used as the required torque of the motor corresponding to the second small capacity torque, and the second small capacity torque is exceeded and equally divided into the remaining two first average required torques, so that a third average required torque is obtained; comparing the third average demand torque to the third small capacity torque; if the third average required torque is less than the third small capacity torque, the third average required torque is taken as the required torque of the remaining two motors;
if the third average required torque is larger than the third small capacity torque, the third small capacity torque is used as the required torque of the motor corresponding to the third small capacity torque, and the excess torque is added to the remaining first average required torque to obtain a fourth average required torque; comparing the fourth average demand torque with the maximum capacity torque; if the fourth average required torque is smaller than the maximum capacity torque, the fourth average required torque is taken as the required torque of the corresponding motor of the maximum capacity torque;
if the fourth average required torque is larger than the maximum capacity torque, taking the maximum capacity torque as the required torque of the corresponding motor of the maximum capacity torque;
The required torque of the four motors is obtained, and the required torque of the two rear motors is determined.
Specifically, considering the capacity torque (i.e., the upper output limit) of each motor, the total required torque is firstly divided equally, namely, the total required torque is divided by four to obtain a quarter of the total required torque (first average required torque), then one quarter of the total required torque is respectively compared with the minimum capacity torque, if the capacity torque is exceeded, the motor outputs the capacity torque, the excess is further equally distributed to other three motors, then the distributed torque is compared with the second small capacity torque, and so on, so as to determine the required torques of the two rear motors.
According to the torque control method for the vehicle, when the two front wheels slip and the two rear wheels do not slip yet, under the condition that the slip risk exists, the torque output by the motors corresponding to the two rear wheels is controlled. The driving torque output by the driving motors corresponding to the two rear wheels can be adjusted to a proper level in advance for a period of time, the driving torque corresponding to the rear wheels can be reduced in advance before the rear wheels are subjected to severe skidding, the severe skidding degree of the rear wheels is reduced, and even the occurrence of the rear wheel skidding can be avoided.
In an embodiment of the present invention, the torque control method of the vehicle further includes: when the front wheels in the slipping state exist, controlling the corresponding front motors to output torque according to the slipping conventional mode so as to drive the corresponding front wheels; or when both front wheels are in a slipping state and rear wheels in the slipping state exist, controlling the corresponding rear motors to output torque according to the slipping conventional mode so as to drive the corresponding rear wheels; or when there are front wheels not in a slip state and there are rear wheels in a slip state, controlling the corresponding rear motors to output torque according to the slip regular mode to drive the corresponding rear wheels.
Specifically, when any one of the front wheels is in a slip state, the front motor corresponding to the front wheel is controlled to output torque according to a slip normal mode to drive the corresponding front wheel, so as to prevent the front wheel from continuing to slip. When both front wheels are in a slipping state, the front motors corresponding to the two front wheels are controlled to output torque according to a slipping conventional mode so as to drive the corresponding front wheels, and therefore the two front wheels are prevented from continuing slipping.
When both front wheels are in a slipping state and any rear wheel is also in a slipping state, controlling the front motors corresponding to the two front wheels to output torque according to a slipping conventional mode so as to drive the corresponding front wheels, and controlling the rear motors corresponding to the rear wheels to output torque according to the slipping conventional mode so as to drive the corresponding rear wheels, so that the two front wheels and any rear wheel are prevented from slipping continuously.
When any front wheel does not slip or both front wheels do not slip and any rear wheel does slip, the front motor corresponding to the front wheel is controlled to output torque according to the conventional slipping mode so as to drive the corresponding front wheel, and the rear motor corresponding to the rear wheel is controlled to output torque according to the conventional slipping mode so as to drive the corresponding rear wheel. When any front wheel does not slip or both front wheels do not slip, and two slipping rear wheels exist, the front motor corresponding to the front wheel is controlled to output torque according to the slipping conventional mode so as to drive the corresponding front wheel, and the rear motor corresponding to the two rear wheels is controlled to output torque according to the slipping conventional mode so as to drive the corresponding rear wheel, so that any front wheel and the two rear wheels are prevented from slipping continuously.
In the embodiment of the present invention, as shown in fig. 5, when there is a driving motor outputting torque to drive the corresponding wheel according to the slip regular mode:
s31, determining the road surface adhesion coefficient of the wheel according to the actual slip rate of the wheel and the current torque of the corresponding driving motor;
s32, determining a mapping relation between the slip rate and the attachment coefficient utilization rate according to the road surface attachment coefficient of the wheel;
s33, determining that the corresponding slip rate is the optimal slip rate of the wheel when the utilization rate of the attachment coefficient is maximum according to the mapping relation;
S34, calculating a difference value between the actual slip rate of the wheel and the corresponding optimal slip rate;
and S35, PID control is carried out on the output torque of the driving motor according to the difference value.
Specifically, in order to prevent the slipping wheel in the above case from slipping, a difference between the actual slip ratio of the slipping wheel in the above case and the corresponding optimum slip ratio may be calculated, and the output torque of the drive motor may be PID-controlled based on the difference so that the actual slip ratio in the above case reaches the optimum slip ratio. When determining the optimal slip ratio, the actual slip ratio of the slipping wheel and the current torque of the corresponding driving motor in the situation can be obtained, and the road surface adhesion coefficient of the corresponding wheel is determined through table lookup. And then determining the mapping relation between the slip ratio and the attachment coefficient utilization ratio according to the road surface attachment coefficient of the corresponding wheel, and finally determining that the slip ratio corresponding to the maximum attachment coefficient utilization ratio is the optimal slip ratio of the wheel according to the mapping relation.
In an embodiment of the present invention, the torque control method of the vehicle may further include: when front wheels which are not in a slipping state exist, controlling the corresponding front motor to output torque according to a normal running mode so as to drive the corresponding front wheels; or when both front wheels are in a slipping state, one rear wheel is in a slipping state and the other rear wheel is in a non-slipping state, controlling a rear motor corresponding to the rear wheel in the non-slipping state to output torque according to a normal running mode so as to drive the corresponding rear wheel; or when there are front wheels not in a slip state and there are rear wheels not in a slip state, controlling the corresponding rear motors to output torque according to the normal running mode to drive the corresponding rear wheels.
Specifically, when any one of the front wheels does not slip, the corresponding front motor is controlled to output torque according to the normal running mode to drive the corresponding front wheel. When both front wheels do not slip, the two front motors are controlled to output torque according to the normal running mode so as to drive the corresponding front wheels.
When both front wheels slip, any rear wheel slips, and the other rear wheel does not slip, the rear motor corresponding to the rear wheel which does not slip is controlled to output torque according to the normal running mode so as to drive the corresponding rear wheel.
When any front wheel does not slip and any rear wheel does not slip, controlling the motors corresponding to the wheels which do not slip to output torque according to the normal running mode so as to drive the corresponding wheels. When the two front wheels do not slip and any rear wheel does not slip, the motors corresponding to the wheels which are not slipped are controlled to output torque according to the normal running mode so as to drive the corresponding wheels. When any front wheel does not slip and both rear wheels do not slip, controlling the motors corresponding to the wheels which do not slip to output torque according to the normal running mode so as to drive the corresponding wheels. When the two front wheels do not slip and the two rear wheels do not slip, controlling the motors corresponding to the wheels which do not slip to output torque according to the normal running mode so as to drive the corresponding wheels.
In an embodiment of the present invention, as shown in fig. 6, the torque control method of the vehicle may further include: when there is a driving motor outputting torque to drive the corresponding wheel according to the normal running mode:
s41, acquiring the total required torque of the vehicle;
s42, calculating the required torque of the driving motor when all the four wheels are not in a slipping state according to the total required torque;
s43, torque control is carried out on the driving motor according to the required torque.
Specifically, for the wheels which do not slip in the above situation, the torque output by the motor corresponding to the wheels which do not slip in the above situation according to the normal running mode is controlled, and the required torque of the driving motor when all the four wheels are not in the slip state can be calculated according to the total required torque of the vehicle, so as to control the torque of the driving motor.
When the required torque of the driving motor is calculated when all the four wheels are not in the slip state, the obtained total required torque can be directly equally divided, namely, one fourth of the total required torque is used as the required torque of the two rear motors. The capacity torque of each motor may also be considered, where when the capacity torque of each motor is considered, the required torque of the driving motor may be determined in the manner described above to calculate the required torques of the two rear motors when the four wheels are not in the slip state, which is not described herein.
It should be noted that, the front wheel in the embodiment of the present invention includes a normal running mode and a slip normal mode corresponding to the front motor. Specifically, the actual slip rate of any front wheel is greater than the slip threshold value, and the front motor corresponding to any front wheel is controlled to output torque according to the slip normal mode so as to drive the corresponding front wheel. The actual slip rate of any front wheel is smaller than the slip threshold value, and the front motor corresponding to any front wheel is controlled to output torque according to the normal running mode so as to drive the corresponding front wheel. The rear motors corresponding to the rear wheels in the embodiment of the invention comprise a normal running mode, a slipping pre-control mode and a slipping conventional mode, and when the two front wheels are slipped and the two rear wheels are not slipped, the two rear motors are controlled to output torque according to the slipping pre-control mode so as to respectively drive the corresponding rear wheels.
Fig. 7 is a graph showing a relationship between the driving torque of the front and rear wheels and the wheel speeds of the front and rear wheels in the slip-free pre-control mode. Referring to fig. 7, curves A, B represent driving torques of front and rear wheels, C, D represent wheel speed curves of front and rear wheels, respectively, and for clarity of description, the driving torques and wheel speeds of the front and rear wheels are considered to be the same, and the driving torques (or wheel speeds) of the front (or rear) and left and right wheels are simultaneously represented by only one curve. When the wheel speed increases suddenly in the curve C, that is, the front wheel slips, the curve a front wheel driving torque decreases to control the front wheel slip. When the vehicle runs to the rear wheels and enters the low-traction road surface, the rear wheels of the curve D start to slip, and at the moment, the rear wheel driving torque of the curve B is reduced to control the wheel speed of the rear wheels. It can be seen that it takes time from slipping from wheel speed to successful wheel speed reduction, during which time the vehicle is prone to risk of rattling, sideslip, etc.
According to the torque control method for the vehicle, when the four-wheel independently driven vehicle meets the conditions, and when the two front wheels and the two rear wheels are not slipped, PID control is performed on the driving torque output by the front motor corresponding to the front wheels, and slip pre-control mode control is performed on the torque output by the rear motor corresponding to the rear wheels, so that the driving torque of the rear wheels can be reduced in advance, the traction force of the vehicle is adjusted to be proper in advance when the rear wheels enter a low-traction road surface, the rear wheels are not slipped any more, or the slip degree is obviously reduced, and the running stability of the vehicle is further enhanced.
Specifically, as shown in fig. 6, fig. 6 is a graph of the driving torque of the front and rear wheels and the wheel speeds of the front and rear wheels in the slip pre-control mode. Referring to fig. 6, curves E, F represent driving torques of front and rear wheels, G, H represent wheel speed curves of the front and rear wheels, respectively, and for clarity of description, it is considered herein that the torques output by the front motors corresponding to the two front wheels and the wheel speeds of the two front wheels are the same, the torques output by the front motors corresponding to the two rear wheels and the wheel speeds of the two rear wheels are the same, and only one curve is used to represent driving torques (or wheel speeds) of the left and right front (or rear) axle wheels at the same time. When the wheel speed in the curve G suddenly increases, namely the front wheel slides, at the moment, the front wheel of the curve E correspondingly reduces the front motor driving torque to control the front wheel to slide, and meanwhile, the rear wheel of the curve F correspondingly reduces the front motor driving torque.
According to the torque control method for the vehicle, disclosed by the embodiment of the invention, the actual slip rate of the four wheels is calculated, the slip condition of the four wheels is determined, when both front wheels slip and both rear wheels do not slip, the two rear motors are controlled to output torque according to the slip pre-control mode so as to respectively drive the corresponding rear wheels, so that the severe slip degree of the rear wheels can be avoided or reduced, and the stability of the vehicle is improved.
The invention also proposes a computer readable storage medium.
In this embodiment, a computer program is stored on a computer readable storage medium, and the computer program corresponds to the torque control method of the vehicle described above, and when executed by a processor, implements the torque control method of the vehicle as set forth in the embodiment of the second aspect of the present invention.
The invention further provides electronic equipment.
In this embodiment, the electronic device includes a processor, a memory, and a computer program stored on the memory, and when the processor executes the computer program, the torque control method of the vehicle described above is implemented.
The invention further provides a vehicle.
In this embodiment, the vehicle includes the electronic device as described above.
The vehicle provided by the embodiment of the invention has the advantages of high stability and severe and mild skidding.
It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, for example, may be considered as a ordered listing of executable instructions for implementing logical functions, and may be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.

Claims (12)

1. A torque control method of a vehicle, characterized in that the vehicle includes four drive motors and four wheels, the four wheels including two front wheels and two rear wheels, the four drive motors including two front motors and two rear motors, each of the front motors driving one of the front wheels and each of the rear motors driving one of the rear wheels, the method comprising:
calculating actual slip rates of the four wheels according to the wheel speeds of the four wheels and the vehicle speed of the vehicle, and determining whether the four wheels are in slip states according to the actual slip rates of the four wheels;
when both front wheels are in a slipping state and both rear wheels are not in a slipping state, controlling both rear motors to output torque according to a slipping pre-control mode so as to respectively drive the corresponding rear wheels;
When both front wheels are in a slipping state and both rear wheels are not in a slipping state, controlling both rear motors to output torque according to a slipping pre-control mode so as to respectively drive the corresponding rear wheels, including:
determining a pre-control road surface attachment coefficient according to the actual slip rate of the front wheels and the corresponding current torque of the front motor;
determining a first target driving torque according to the pre-control road adhesion coefficient; wherein the road surface adhesion coefficient is positively correlated with the first target driving torque;
and controlling the torque of the two rear motors according to the first target driving torque.
2. The torque control method of a vehicle according to claim 1, characterized in that said determining a pre-controlled road surface adhesion coefficient based on an actual slip rate of said front wheels and a corresponding current torque of said front motor includes:
determining road surface adhesion coefficients of the two front wheels according to the actual slip rates of the two front wheels and the current torques of the two corresponding front motors; the method comprises the steps that when the actual slip rate of the front wheels is fixed, the road surface attachment coefficient of the front wheels is positively correlated with the current torque of the front motor, and when the current torque of the front motor is fixed, the road surface attachment coefficient of the front wheels is positively correlated with the actual slip rate of the front wheels;
And taking an average value or a smaller value of the road surface adhesion coefficients of the two front wheels as the pre-control road surface adhesion coefficient.
3. The torque control method of the vehicle according to claim 1, characterized by further comprising, before said torque control of both of said rear motors according to said first target drive torque:
acquiring the total required torque of the vehicle;
according to the total required torque, calculating the required torque of the two rear motors when all the four wheels are not in a slipping state;
when the required torque of the rear motor is smaller than the first target driving torque, the corresponding required torque is taken as the first target driving torque.
4. The torque control method of a vehicle according to claim 1, characterized in that the method further comprises:
when the front wheels in the slipping state exist, controlling the corresponding front motors to output torque according to a slipping conventional mode so as to drive the corresponding front wheels;
or (b)
When both front wheels are in a slipping state and the rear wheels in the slipping state exist, controlling the corresponding rear motors to output torque according to a slipping conventional mode so as to drive the corresponding rear wheels;
Or (b)
When the front wheels which are not in the slip state exist and the rear wheels which are in the slip state exist, the corresponding rear motors are controlled to output torque according to a slip regular mode so as to drive the corresponding rear wheels.
5. The torque control method of the vehicle according to claim 4, characterized by further comprising:
when there is the driving motor outputting torque to drive the corresponding wheel according to the slip regular mode:
determining a road surface adhesion coefficient of the wheel according to the actual slip rate of the wheel and the corresponding current torque of the driving motor;
determining a mapping relation between the slip rate and the attachment coefficient utilization rate according to the road surface attachment coefficient of the wheel;
according to the mapping relation, determining that the corresponding slip rate is the optimal slip rate of the wheel when the utilization rate of the attachment coefficient is maximum;
calculating a difference between the actual slip rate of the wheel and the corresponding optimal slip rate;
and PID control is carried out on the output torque of the driving motor according to the difference value.
6. The torque control method of a vehicle according to claim 1, characterized in that the method further comprises:
when the front wheels which are not in the slipping state exist, controlling the corresponding front motors to output torque according to a normal running mode so as to drive the corresponding front wheels;
Or (b)
When both front wheels are in a slipping state, one rear wheel is in a slipping state and the other rear wheel is in a non-slipping state, controlling the rear motor corresponding to the rear wheel in the non-slipping state to output torque according to a normal running mode so as to drive the corresponding rear wheel;
or (b)
When the front wheels which are not in the slip state exist and the rear wheels which are not in the slip state exist, the corresponding rear motors are controlled to output torque according to a normal running mode so as to drive the corresponding rear wheels.
7. The torque control method of a vehicle according to claim 6, characterized in that the method further comprises:
when there is the driving motor outputting torque to drive the corresponding wheel according to the normal running mode:
acquiring the total required torque of the vehicle;
according to the total required torque, calculating the required torque of the driving motor when all four wheels are not in a slipping state;
and controlling the torque of the driving motor according to the required torque.
8. The torque control method of a vehicle according to claim 1, characterized in that said determining whether the four wheels are in a slip state, respectively, based on the actual slip rates of the four wheels includes:
When there is a wheel whose actual slip rate is greater than the slip threshold value among the four wheels, it is determined that the corresponding wheel is in a slip state.
9. The torque control method of the vehicle according to claim 8, characterized in that the slip threshold value is a preset fixed value; or, the slip threshold is inversely related to the vehicle speed.
10. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when executed by a processor, implements the torque control method of a vehicle according to any one of claims 1-9.
11. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the computer program, when executed by the processor, implements the torque control method of the vehicle according to any one of claims 1-9.
12. A vehicle comprising the electronic device of claim 11.
CN202210333019.2A 2022-03-30 2022-03-30 Vehicle torque control method, storage medium, electronic device, and vehicle Active CN115139822B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210333019.2A CN115139822B (en) 2022-03-30 2022-03-30 Vehicle torque control method, storage medium, electronic device, and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210333019.2A CN115139822B (en) 2022-03-30 2022-03-30 Vehicle torque control method, storage medium, electronic device, and vehicle

Publications (2)

Publication Number Publication Date
CN115139822A CN115139822A (en) 2022-10-04
CN115139822B true CN115139822B (en) 2023-08-08

Family

ID=83405803

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210333019.2A Active CN115139822B (en) 2022-03-30 2022-03-30 Vehicle torque control method, storage medium, electronic device, and vehicle

Country Status (1)

Country Link
CN (1) CN115139822B (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105751919A (en) * 2016-03-31 2016-07-13 电子科技大学 Antiskid control method for electric automobile with four wheels and hubs
CN108327713A (en) * 2017-01-20 2018-07-27 比亚迪股份有限公司 Automobile and its vehicle body stable control method, system
KR20210071132A (en) * 2019-12-05 2021-06-16 현대자동차주식회사 Vehicle driving control method using friction coefficient estimating of road surface

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4002279B2 (en) * 2005-06-27 2007-10-31 本田技研工業株式会社 Vehicle traction control device
CN104718114B (en) * 2012-08-16 2017-06-13 捷豹路虎有限公司 Vehicle speed control system
JP2014196096A (en) * 2013-03-29 2014-10-16 ヤマハ発動機株式会社 Antiskid device, vehicle, and two-wheeled motor vehicle
US11173913B2 (en) * 2019-02-07 2021-11-16 Fca Us Llc Predictive engine control methodology for managing wheel slip in through-the-road hybrid vehicles

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105751919A (en) * 2016-03-31 2016-07-13 电子科技大学 Antiskid control method for electric automobile with four wheels and hubs
CN108327713A (en) * 2017-01-20 2018-07-27 比亚迪股份有限公司 Automobile and its vehicle body stable control method, system
KR20210071132A (en) * 2019-12-05 2021-06-16 현대자동차주식회사 Vehicle driving control method using friction coefficient estimating of road surface

Also Published As

Publication number Publication date
CN115139822A (en) 2022-10-04

Similar Documents

Publication Publication Date Title
US5453930A (en) Drive system for electric automobiles
JP5141778B2 (en) Vehicle state estimation device
US8214106B2 (en) Adaptive suspension control for a motor vehicle
US8348353B2 (en) Brake control device for vehicle
CN107264338B (en) Anti-sliding control method and system based on rear-drive electric vehicle
JP2704804B2 (en) Vehicle traction control device
CA2074000C (en) Drive wheel torque controlling system for vehicle
EP2585321B1 (en) Device and method for load transfer in a bogie
US11897472B2 (en) Method for controlling a drive motor in a motor vehicle
US9290175B2 (en) Vehicle control system
CN115139822B (en) Vehicle torque control method, storage medium, electronic device, and vehicle
US5809445A (en) Total grip force estimating system for vehicle, and slip control system for vehicle
US8818667B2 (en) Method for producing a differential torque acting on the vehicle wheels of a vehicle
JP2006528570A (en) A control device for an automobile that is at least temporarily operated on four wheels.
JP5163266B2 (en) Driving force distribution control device for four-wheel drive vehicle
CN116141987A (en) Vehicle, control method and device thereof, medium and electronic equipment
JP7169461B2 (en) Control device
JP4735142B2 (en) Driving force distribution control device for front and rear wheel drive vehicles
JP2751232B2 (en) Differential limiting force control device
JP4812355B2 (en) Wheel slip suppression control device
JP7445459B2 (en) Electric vehicle control device
CN118528804A (en) Vehicle power system control method, controller and vehicle
WO2024075260A1 (en) Vehicle drive force control method and vehicle drive force control device
JP2024018042A (en) Vehicle torque distribution control method and vehicle torque distribution control device
CN116176295A (en) Control method and control device for vehicle output torque and vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant