CN116494776B - Automobile trafficability control method based on shaft end slip rate and new energy automobile - Google Patents

Automobile trafficability control method based on shaft end slip rate and new energy automobile Download PDF

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Publication number
CN116494776B
CN116494776B CN202310574597.XA CN202310574597A CN116494776B CN 116494776 B CN116494776 B CN 116494776B CN 202310574597 A CN202310574597 A CN 202310574597A CN 116494776 B CN116494776 B CN 116494776B
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shaft end
slip rate
vehicle
torque
rate
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CN116494776A (en
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李良浩
唐如意
滕国刚
黄大飞
刘小飞
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Chongqing Selis Phoenix Intelligent Innovation Technology Co ltd
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Chongqing Selis Phoenix Intelligent Innovation Technology Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

The application provides an automobile trafficability control method based on shaft end slip rate and a new energy automobile. The method comprises the following steps: acquiring the actual slip rate of the shaft end of the vehicle, and judging whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end; when judging that the shaft end is in the escaping mode, selecting a mode torque distribution ratio, and calculating a shaft end target slip rate; calculating a shaft end slip rate difference value based on the shaft end actual slip rate and the shaft end target slip rate, and determining a torque distribution ratio correction coefficient based on the shaft end slip rate difference value; and determining a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, and redistributing the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmitting the shaft end target torque to a driving motor to execute torque control. The trafficability of vehicle under the working condition of getting rid of poverty is promoted to this application, promotes driving experience.

Description

Automobile trafficability control method based on shaft end slip rate and new energy automobile
Technical Field
The application relates to the technical field of new energy automobiles, in particular to an automobile trafficability control method based on axle end slip rate and a new energy automobile.
Background
With the increasing update of new energy automobile technology, how to develop the driving limit performance of the new energy automobile becomes particularly important. However, during the running process of the vehicle, the situation that the vehicle faces the escaping working condition may be caused due to the fact that the ground collapses or the tires fall into the pits, and the trafficability of the vehicle on the low-adhesion road surface is affected.
When solving the working condition of getting rid of poverty of traditional car, prior art mainly relies on hardware to realize the function of getting rid of poverty, for example: the braking force and torque distribution of each wheel is adjusted through a Limited Slip Differential (LSD), a four-wheel drive system, a Traction Control System (TCS), a tire and suspension system and the like so as to help the automobile to stably run and get rid of the trouble on a low-adhesion road surface. However, these hardware-assisted escape methods have limited effects in new energy automobiles, and are not suitable for escape scenes of new energy automobiles. Therefore, it is needed to provide a new energy automobile passability control scheme to solve the problems that the passability of the automobile on the low-adhesion road surface is reduced and the driving experience is poor when the automobile is in a escaping working condition.
Disclosure of Invention
In view of this, the embodiment of the application provides an automobile trafficability control method based on axle end slip rate and a new energy automobile, so as to solve the problems that in the prior art, under the condition of getting rid of poverty, the trafficability of an automobile on a low-adhesion road surface is reduced and driving experience is poor.
In a first aspect of the embodiments of the present application, there is provided an automotive trafficability control method based on an axle end slip ratio, including: acquiring the actual slip rate of the shaft end of the vehicle, and judging whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end; when the shaft end is judged to be in the escaping mode, selecting a current mode torque distribution ratio, and calculating a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end; calculating a shaft end slip rate difference value based on the shaft end actual slip rate and the shaft end target slip rate, and taking the difference value between the front shaft slip rate difference value and the rear shaft slip rate difference value as a torque distribution ratio correction coefficient; and determining a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, and redistributing the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmitting the shaft end target torque to a driving motor to execute torque control.
In a second aspect of the embodiments of the present application, there is provided an automotive trafficability control device based on an axle end slip ratio, including: the acquisition module is configured to acquire the actual slip rate of the shaft end of the vehicle, and judge whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end; the first calculation module is configured to select a current mode torque distribution ratio when the shaft end is judged to be in the escape mode, and calculate a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end; a second calculation module configured to calculate a shaft end slip ratio difference value based on the shaft end actual slip ratio and the shaft end target slip ratio, and take a difference value between the front shaft slip ratio difference value and the rear shaft slip ratio difference value as a torque distribution ratio correction coefficient; and the control module is configured to determine a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, redistribute the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmit the shaft end target torque to the driving motor to execute torque control.
In a third aspect of the embodiments of the present application, a new energy automobile is provided, including an entire automobile controller, a motor controller, a driving motor, and a transmission system; the whole vehicle controller is used for realizing the step of the shaft end target torque control method under the escaping mode so as to send the shaft end target torque to the motor controller; the motor controller is used for controlling the torque of the driving motor through the transmission system according to the shaft end target torque.
The above-mentioned at least one technical scheme that this application embodiment adopted can reach following beneficial effect:
judging whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end by acquiring the actual slip rate of the shaft end of the vehicle; when the shaft end is judged to be in the escaping mode, selecting a current mode torque distribution ratio, and calculating a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end; calculating a shaft end slip rate difference value based on the shaft end actual slip rate and the shaft end target slip rate, and taking the difference value between the front shaft slip rate difference value and the rear shaft slip rate difference value as a torque distribution ratio correction coefficient; and determining a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, and redistributing the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmitting the shaft end target torque to a driving motor to execute torque control. The novel energy automobile can effectively improve the trafficability of the novel energy automobile on the low-adhesion pavement, and the driving experience is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following description will briefly introduce the drawings that are needed in the embodiments or the description of the prior art, it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of an automotive trafficability control method based on an axle end slip ratio according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of an automotive trafficability control device based on an axle end slip ratio according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
As new energy automobile technologies continue to innovate and advance, fully utilizing the extreme drivability of these vehicles becomes increasingly critical. During actual driving, the vehicle may become dilemma due to ground collapse, tires falling into pits, and the like.
Conventional solutions rely primarily on hardware devices to address vehicle dilemmas such as Limited Slip Differential (LSD), four-drive systems, traction Control Systems (TCS), tires, suspension systems, and the like. These systems help the vehicle to travel stably and break out of dilemma on low adhesion roadways by adjusting the braking force and torque distribution of each wheel. However, the effect of these hardware auxiliary means on the traditional automobiles in the new energy automobiles is not ideal, and the escaping requirements of the new energy automobiles in specific scenes cannot be completely met. Therefore, how to design a trafficability control scheme for a new energy automobile, to solve the problems of reduced trafficability and poor driving experience under the low-adhesion road surface escaping working condition, has become a urgent problem to be solved.
In view of the problems existing in the prior art, the embodiment of the application provides an automobile trafficability control method based on shaft end slip ratio, which is characterized in that through monitoring motion parameters in the running process of an automobile, the application calculates the conversion wheel speed of each wheel, calculates the actual slip ratio of the shaft end based on the real-time wheel speed of the wheel and the conversion wheel speed, and judges whether the shaft end is in a escaping mode based on the actual slip ratio of the shaft end, so that the identification of the escaping mode of the automobile is realized; when the shaft end is judged to be in the escaping mode, calculating the shaft end target slip rate based on the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end; and calculating a shaft end slip rate difference value by utilizing the shaft end actual slip rate and the shaft end target slip rate, generating a torque distribution ratio correction coefficient by utilizing the shaft end slip rate difference value, and realizing final torque distribution ratio calculation by utilizing the torque distribution ratio correction coefficient. According to the method and the device, on the premise that total torque is unchanged, new shaft end target torques are respectively distributed to the front shaft and the rear shaft of the vehicle, torque control of the motor is achieved by utilizing the redistributed shaft end target torques, and therefore the trafficability of the vehicle on a low-adhesion road surface is improved, and high-quality driving experience is provided for a driver.
It should be noted that, the application scenario of the embodiment of the present application is a trafficability control scenario of the new energy automobile under the escaping working condition. The following description is made of a situation that may cause the new energy automobile to enter the escaping condition, and it should be understood that the following situation that causes the escaping condition is only exemplary, and any other situation that causes the vehicle to enter the escaping condition is applicable to the present application.
Causes of vehicle entry into the out-of-order condition include, but are not limited to, the following: wet slippery road surface: rainy, snowy or frozen road surfaces may cause reduced adhesion and the tires lose grip, thus causing the vehicle to become stranded. Mud road: when the vehicle runs on a road surface such as mud, sand and the like, the wheels may sink into soil, so that the vehicle cannot run normally. Crushed stone, loose soil or sand: when driving on such a road surface, the wheels may not obtain sufficient supporting force, which is a dilemma. Road with larger gradient: during uphill or downhill conditions, the vehicle may slip or become trapped due to gravity. Tire failure: a tire puncture or air leak may cause the vehicle to lose balance, trapping dilemma. Ground collapse or pit: during the running process of the vehicle, the vehicle can not normally run due to the reasons that the ground collapses or the tires enter the pits and the like. Irregular pavement: uneven road surfaces such as broken roads, stones, tree roots, etc. may cause the vehicle to become stranded. Deepwater pavement: in the wading process of the vehicle, if the water depth is too high, the problems of water inflow of the vehicle engine, short circuit of electronic equipment and the like can be caused, so that the trouble is overcome. Under these circumstances, the technical scheme provided by the embodiment of the application can help the vehicle to get rid of poverty so as to recover normal running.
The new energy automobile in the embodiment of the application refers to an automobile adopting novel energy (non-traditional petroleum and diesel energy) and having advanced technology. The automobiles adopt a novel power system, so that the automobile emission can be effectively reduced, the influence on the environment is reduced, and the energy utilization efficiency is improved. The new energy automobiles of the embodiments of the present application include, but are not limited to, the following types of automobiles: electric Vehicles (EVs), pure electric vehicles (BEVs), fuel Cell Electric Vehicles (FCEVs), plug-in hybrid electric vehicles (PHEVs), hybrid Electric Vehicles (HEVs), and the like.
The following describes the technical scheme of the present application in detail with reference to the accompanying drawings and specific embodiments.
Fig. 1 is a schematic flow chart of an automotive trafficability control method based on an axle end slip ratio according to an embodiment of the present application. The vehicle passing control method based on the shaft end slip rate of fig. 1 may be performed by an overall vehicle controller of the new energy vehicle. As shown in fig. 1, the method for controlling the vehicle passing performance based on the shaft end slip rate specifically includes:
s101, acquiring the actual slip rate of the shaft end of the vehicle, and judging whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end;
s102, when the shaft end is judged to be in the escape mode, selecting a current mode torque distribution ratio, and calculating a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end;
S103, calculating a shaft end slip rate difference value based on the shaft end actual slip rate and the shaft end target slip rate, and taking the difference value between the front shaft slip rate difference value and the rear shaft slip rate difference value as a torque distribution ratio correction coefficient;
and S104, determining a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, and redistributing the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmitting the shaft end target torque to a driving motor to execute torque control.
In some embodiments, prior to obtaining the actual slip ratio of the axle end of the vehicle, the method of embodiments of the present application further comprises:
the method comprises the steps of monitoring real-time motion parameters of a vehicle by using a vehicle controller, looking up a table by using steering wheel angles in the motion parameters to obtain wheel angles, and calculating wheel speed change rates and wheel acceleration change rates corresponding to all wheels based on wheel speeds in the motion parameters;
and respectively calculating the corresponding conversion wheel speed of each wheel based on the vehicle speed, the yaw rate, the distance between the mass center and the front axle, the wheel distance of the front wheel and the wheel upper corner obtained by looking up a table in the motion parameters.
Specifically, in the running process of the vehicle, the embodiment of the application utilizes the VCU (Vehicle Control Unit, vehicle controller) to monitor the motion parameters of the whole vehicle and each wheel in real time so as to acquire real-time motion parameters. The motion parameters of the vehicle include, but are not limited to, the following parameters: vehicle speed, wheel speed, yaw rate, steering wheel angle, vehicle requested torque, etc. Among them, the yaw rate is mainly used to describe the steering behavior of an automobile during running, and is generally expressed in degrees per second (degree/s) or radians per second (rad/s).
Further, the wheel-up turning angle (Wheel Steering Angle) refers to a turning angle of a wheel of an automobile with respect to a longitudinal axis of a vehicle body during turning, and can be divided into a front wheel turning angle and a rear wheel turning angle. In short, the angle of inclination of the wheels during steering. The parameter has important significance in the aspects of running stability, operability, turning radius and the like of the automobile. The wheel rotation angle in the embodiment of the application is a value obtained by inquiring a preset two-dimensional table by taking the rotation angle of the steering wheel as an abscissa (namely a transverse axis).
In one specific example, the converted wheel speeds of the individual wheels may be calculated using the following formula:
wherein v is Wl_FL Representing the converted wheel speed of the left front wheel, v Wl_FR Representing the converted wheel speed of the right front wheel, v Wl_RL Representing the speed of the converted wheel of the left rear wheel, v Wl_RR Represents the converted wheel speed of the right rear wheel, delta represents the wheel upper rotation angle, gamma represents the yaw rate, L a Representing the distance between the centroid and the front axis, L W Representing the tread of the front wheel, v x Indicating the vehicle speed.
Specifically, when the converted wheel speed of each wheel is calculated by using the acquired motion parameters, the converted wheel speed corresponding to each wheel is calculated by firstly obtaining the wheel upper rotation angle according to a table lookup (a preset two-dimensional table), and then combining the information of the vehicle speed, the yaw rate, the distance between the centroid and the front axle, the wheel tread of the front wheel and the like. Calculating the converted wheel speeds of the various wheels by using the real-time motion data of the vehicle can help the VCU to more accurately analyze the running state of the vehicle, thereby achieving more optimal control over the running process of the vehicle.
In some embodiments, obtaining an actual slip ratio of an axle end of a vehicle includes:
the real-time wheel speed of each wheel is acquired in real time by utilizing a wheel speed sensor, the real-time wheel speed of each wheel and the converted wheel speed are utilized to respectively calculate the actual slip rate of each wheel, the actual slip rate of the left front wheel and the actual slip rate of the right front wheel are selected to be used as the actual slip rate of the front axle, and the actual slip rate of the left rear wheel and the actual slip rate of the right rear wheel are selected to be used as the actual slip rate of the rear axle.
Specifically, after the converted wheel speeds of the respective wheels are calculated, the actual slip rates corresponding to the respective wheels are calculated in combination with the rotational speeds (i.e., the real-time wheel speeds) of the wheels acquired in real time by the wheel speed sensor (Wheel Sp eed Sensor). And the front axle actual slip ratio is set based on the left front wheel actual slip ratio and the right front wheel actual slip ratio, and the rear axle actual slip ratio is set based on the left rear wheel actual slip ratio and the right rear wheel actual slip ratio. In practical application, the front axle actual slip ratio and the rear axle actual slip ratio are collectively referred to as an axle end actual slip ratio.
In one specific example, the actual slip ratio of the shaft end can be calculated using the following formula:
Wherein S is FL Representing the actual slip rate of the left front wheel S FR Represents the actual slip rate of the right front wheel, S RL Represents the actual slip rate of the left rear wheel, S RR Indicating the actual slip rate of the right rear wheel, V FL Representing the real-time wheel speed of the left front wheel, V FR Representing the real-time wheel speed of the right front wheel, V RL Representing the real-time wheel speed of the left rear wheel,V RR representing the real-time wheel speed of the right rear wheel.
Specifically, the actual slip rate (Actual Slip Ratio) of the wheels can measure the adhesion condition of the wheels to the road surface in the driving process, and has important significance for evaluating the control performance, traction and safety of the automobile. The actual slip rate of each wheel is calculated according to the actual rotation speed (namely, the real-time wheel speed) of each wheel of the vehicle and the converted wheel speed calculated in the previous process through the formula.
Further, after calculating the actual slip ratio of each wheel, the front axle actual slip ratio and the rear axle actual slip ratio are further determined by:
S F ＝max(S FL ，S FR )
S R ＝max(S RL ，S RR )
as can be seen, the embodiment of the present application selects a larger value as the front axle actual slip ratio from the left front wheel actual slip ratio and the right front wheel actual slip ratio, and selects a larger value as the rear axle actual slip ratio from the left rear wheel actual slip ratio and the right rear wheel actual slip ratio.
In some embodiments, determining whether the shaft end is in the dislodging mode based on the shaft end actual slip ratio comprises:
when the actual slip rate of the shaft end is larger than the actual slip rate threshold, the current speed of the vehicle is smaller than the speed threshold, and the current acceleration of the vehicle is smaller than the acceleration threshold, the shaft end is judged to be in the escape mode.
Specifically, after determining the shaft end actual slip rate, the embodiments of the present application will identify whether the vehicle is in the slip-off mode based on the shaft end actual slip rate, the vehicle speed, and the acceleration. In practical applications, the shaft end escaping mode of the embodiment of the application can include the following three situations, namely a front shaft escaping mode, a rear shaft escaping mode and a double shaft escaping mode.
Further, when identifying and judging which shafts are in the escaping mode, the embodiment of the application identifies the escaping mode under the three conditions based on the comparison result between the actual slip rate of the shaft end and the actual slip rate threshold value, the comparison result between the vehicle speed and the vehicle speed threshold value and the comparison result between the acceleration and the acceleration threshold value.
In some embodiments, selecting a current mode torque split ratio and calculating a shaft end target slip ratio based on a shaft end maximum wheel speed change rate and a shaft end actual slip ratio change rate includes:
Inquiring a preset mode torque distribution mapping relation by utilizing the current whole vehicle request torque and the vehicle speed of the vehicle to obtain a mode torque distribution ratio, wherein the mode torque distribution mapping relation is used for representing a preset value of the mode torque distribution ratio changing along with the whole vehicle request torque and the vehicle speed;
and inquiring a preset shaft end target slip rate mapping relation by utilizing the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end to obtain a shaft end target slip rate, wherein the shaft end target slip rate comprises a front shaft target slip rate and a rear shaft target slip rate, and the shaft end target slip rate mapping relation is used for representing a preset value of the shaft end target slip rate changing along with the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end.
Specifically, when it is identified that the vehicle is in the escaping mode, the mode torque distribution ratio is selected based on the escaping mode, and in practical application, the embodiment of the application queries a preset mode torque distribution table (in a form of a table of mode torque distribution mapping relation) by using the current vehicle request torque and the vehicle speed of the vehicle to obtain the mode torque distribution ratio, that is, the application queries the preset mode torque distribution table by using the vehicle request torque of the vehicle as an abscissa (i.e., a horizontal axis) and the vehicle speed as an ordinate (i.e., a vertical axis) to obtain the current mode torque distribution ratio.
Further, when determining the target slip rate of the shaft end, in the embodiment of the application, the maximum wheel speed change rate of the shaft end is taken as an abscissa (namely a horizontal axis), and the actual slip rate change rate of the shaft end is taken as an ordinate (namely a vertical axis), a preset target slip rate table of the shaft end is inquired, so that the target slip rate of the shaft end is obtained. That is, the shaft-end target slip ratio is set using the shaft-end maximum wheel speed change rate and the shaft-end actual slip ratio change rate. In practical applications, the shaft end target slip ratio includes a front shaft target slip ratio and a rear shaft target slip ratio.
In some embodiments, before querying the preset mode torque distribution mapping relationship, the method further includes:
acquiring a historical vehicle request torque and a historical vehicle speed of a vehicle, and setting a corresponding historical mode torque distribution ratio for the historical vehicle request torque and the historical vehicle speed according to a preset configuration rule of the mode torque distribution ratio; establishing a mode torque distribution mapping relation among a historical whole vehicle request torque, a historical vehicle speed and a historical mode torque distribution ratio;
the configuration rules of the mode torque distribution ratio comprise the principle that the larger the request torque of the whole vehicle is, the higher the vehicle speed is, the larger the mode torque distribution ratio is, and the maximum adjustable torque of the shaft end is ensured to be set.
Specifically, the mode torque distribution mapping relation of the embodiment of the application may be presented in a table form, and when presented in the table form, the mode torque distribution mapping relation may be replaced by a mode torque distribution table; in practical application, the real-time mode torque distribution ratio of the vehicle can be obtained by querying a preconfigured two-dimensional table (herein, a mode torque distribution table) with the whole vehicle request torque as an abscissa (i.e., a horizontal axis) and the vehicle speed as an ordinate (i.e., a vertical axis).
Further, in order to configure a mode torque distribution table, the embodiment of the application obtains real vehicle test data based on different getting rid of poverty scenes, wherein the real vehicle test data comprises historical vehicle request torque and historical vehicle speed; and setting corresponding historical mode torque distribution ratios for the historical whole vehicle request torque and the historical vehicle speed according to a preset configuration rule of the mode torque distribution ratios. In practical application, the configuration rule of the mode torque distribution ratio is as follows: when the whole vehicle requests torque and the vehicle speed is higher, the mode torque distribution ratio is larger, the rear motor torque is larger, the default is set to be 50% for escaping, the maximum adjustable torque of the shaft end at the moment is ensured, and the final distribution ratio is adjusted through the torque distribution ratio correction coefficient.
In a specific example, as shown in table 1 below, table 1 is a torque correction allocation table configured in a practical application scenario according to the embodiment of the present application.
Table 1 mode torque distribution table
0 10 30 60 100
-5000 50 50 50 50 50
-2000 50 50 50 50 50
0 50 50 50 50 50
4000 50 50 50 50 50
8000 50 50 50 50 50
The abscissa in table 1 represents the vehicle-requested torque, the ordinate represents the vehicle speed, and the table lookup value is the mode torque distribution ratio. Thus, the mode torque distribution table can characterize a preset value of the mode torque distribution ratio as a function of the vehicle-specific requested torque and the vehicle speed.
In some embodiments, before querying the preset shaft end target slip rate mapping relationship, the method of the embodiments of the present application further includes:
acquiring a maximum wheel speed change rate of a historical shaft end of a vehicle and an actual slip rate change rate of the historical shaft end, and setting corresponding historical shaft end target slip rates for the maximum wheel speed change rate of the historical shaft end and the actual slip rate change rate of the historical shaft end according to a preset configuration rule of the shaft end target slip rate; establishing a shaft end target slip rate mapping relation among a history shaft end maximum wheel speed change rate, a history shaft end actual slip rate change rate and a history shaft end target slip rate;
the configuration rules of the shaft end target slip rate comprise rules which are set on the premise of restraining the continuous increase of the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end and aim at the maximum attachment rate.
Specifically, the shaft end target slip rate mapping relation in the embodiment of the application may be presented in a form of a table, and when presented in a form of a table, the shaft end target slip rate mapping relation may be replaced by a shaft end target slip rate table; in practical application, the maximum wheel speed change rate of the shaft end is taken as an abscissa (namely a horizontal axis), the actual slip rate change rate of the shaft end is taken as an ordinate (namely a vertical axis), and the shaft end target slip rate can be obtained by inquiring a preconfigured two-dimensional table (namely a shaft end target slip rate table).
Further, in order to configure a shaft end target slip rate table, the embodiment of the application obtains real vehicle test data based on different escape scenes, wherein the real vehicle test data comprises data of a historical shaft end maximum wheel speed change rate and a historical shaft end actual slip rate change rate; setting corresponding historical shaft end target slip rates for the historical shaft end maximum wheel speed change rate and the historical shaft end actual slip rate change rate by counting the rules of the historical shaft end maximum wheel speed change rate and the historical shaft end actual slip rate change rate based on preset configuration rules of the shaft end target slip rate (namely rules set on the premise of restraining the shaft end maximum wheel speed change rate and the shaft end actual slip rate change rate from continuously increasing and taking the maximum attachment rate as a target); the axle end target slip rate table can be obtained by establishing an axle end target slip rate mapping relation among the historical axle end maximum wheel speed change rate, the historical axle end actual slip rate change rate and the historical axle end target slip rate and presenting the axle end target slip rate mapping relation in a table form.
In a specific example, as shown in table 2 below, table 2 is an axial end target slip rate table configured in a practical application scenario according to an embodiment of the present application.
Table 2 shaft end target slip ratio table
-30 -10 0 10 30
0 100 100 100 100 100
5 70 80 90 80 70
20 50 60 80 60 80
30 20 30 60 30 20
The abscissa in table 1 represents the maximum wheel speed change rate of the shaft end, the ordinate represents the actual slip rate change rate of the shaft end, and the table look-up value is the target slip rate of the shaft end. Therefore, the shaft end target slip rate table can represent a preset value that the shaft end target slip rate changes along with the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end.
In some embodiments, calculating the shaft end slip ratio difference based on the shaft end actual slip ratio and the shaft end target slip ratio and taking the difference between the front shaft slip ratio difference and the rear shaft slip ratio difference as the torque distribution ratio correction factor comprises:
calculating a difference value between the front axle target slip rate and the front axle end actual slip rate to obtain a front axle slip rate difference value, and calculating a difference value between the rear axle target slip rate and the rear axle end actual slip rate to obtain a rear axle slip rate difference value; and calculating the difference between the front axle slip rate difference and the rear axle slip rate difference to obtain a torque distribution ratio correction coefficient.
Specifically, after the front axle target slip rate and the rear axle target slip rate are obtained through calculation, the embodiment of the application makes a difference between the front axle target slip rate and the actual slip rate of the front axle shaft end to obtain a front axle slip rate difference value, and similarly, the embodiment of the application also makes a difference between the rear axle target slip rate and the actual slip rate of the rear axle shaft end to obtain a rear axle slip rate difference value.
Further, the difference between the front axle slip rate difference and the rear axle slip rate difference is continuously made, the difference between the front axle slip rate difference and the rear axle slip rate difference is used as a torque distribution ratio correction coefficient, and after the torque distribution ratio correction coefficient is obtained, the mode torque distribution ratio is multiplied by the torque distribution ratio correction coefficient to obtain the final torque distribution ratio.
In some embodiments, redistributing the vehicle-to-vehicle requested torque of the vehicle using the final torque distribution ratio to obtain the shaft-end target torque includes:
and multiplying the whole vehicle request torque of the vehicle by the final torque distribution ratio to obtain a front axle target torque, and subtracting the whole vehicle request torque of the vehicle from the front axle target torque to obtain a rear axle target torque.
Specifically, after the final torque distribution ratio is calculated, the embodiment of the application redistributes the whole vehicle request torque of the vehicle by using the final torque distribution ratio to obtain the shaft end target torque (including the front shaft target torque and the rear shaft target torque). The following describes a distribution mode of the whole vehicle request torque and a calculation process of the shaft end target torque by combining a formula, wherein the calculation formula of the shaft end target torque comprises:
T_Frnt＝T_Veh×a_distbn
T_Re＝T_Veh-T_Frnt
where t_frnt represents the front axle target torque, t_re represents the rear axle target torque, t_veh represents the vehicle-requested torque, and a_distbn represents the final torque distribution ratio.
Specifically, the front axle target torque t_frnt may be obtained by multiplying the vehicle-whole request torque t_veh of the vehicle by the final torque distribution ratio a_distbn, and the rear axle target torque t_re may be obtained by subtracting the front axle target torque t_frnt from the vehicle-whole request torque t_veh of the vehicle.
According to the technical scheme provided by the embodiment of the application, the embodiment of the application calculates the conversion wheel speed based on the vehicle speed, the yaw rate and the steering wheel rotation angle, calculates the actual slip rate based on the conversion wheel speed and the actual wheel speed, calculates the target slip rate based on the mode, the whole vehicle request torque and the vehicle speed, calculates the torque distribution ratio correction coefficient based on the slip rate difference value, realizes the distribution of the final torque, and transmits the finally calculated shaft end target torque to the driving motor to execute the torque control operation, thereby ensuring the trafficability of the vehicle under the escaping working condition and providing high-quality driving experience for a driver.
The following are device embodiments of the present application, which may be used to perform method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.
Fig. 2 is a schematic structural diagram of an automotive trafficability control device based on an axle end slip ratio according to an embodiment of the present application. As shown in fig. 2, the vehicle passing control device based on the shaft end slip ratio includes:
an acquisition module 201 configured to acquire an actual slip rate of the shaft end of the vehicle, and determine whether the shaft end is in the escape mode based on the actual slip rate of the shaft end;
a first calculation module 202 configured to select a current mode torque distribution ratio when the shaft end is determined to be in the out-of-order mode, and calculate a shaft end target slip rate according to a shaft end maximum wheel speed change rate and a shaft end actual slip rate change rate;
a second calculation module 203 configured to calculate a shaft end slip ratio difference value based on the shaft end actual slip ratio and the shaft end target slip ratio, and take a difference value between the front shaft slip ratio difference value and the rear shaft slip ratio difference value as a torque distribution ratio correction coefficient;
the control module 204 is configured to determine a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, redistribute the whole vehicle request torque of the vehicle by using the final torque distribution ratio to obtain a shaft end target torque, and transmit the shaft end target torque to the driving motor to execute torque control.
In some embodiments, the obtaining module 201 of fig. 2 monitors real-time motion parameters of the vehicle by using the whole vehicle controller before obtaining the actual slip rate of the shaft end of the vehicle, performs table lookup by using steering wheel rotation angles in the motion parameters to obtain wheel rotation angles, and calculates the wheel speed change rate and the wheel acceleration change rate corresponding to each wheel based on the wheel speed in the motion parameters; and respectively calculating the corresponding conversion wheel speed of each wheel based on the vehicle speed, the yaw rate, the distance between the mass center and the front axle, the wheel distance of the front wheel and the wheel upper corner obtained by looking up a table in the motion parameters.
In some embodiments, the acquisition module 201 of fig. 2 determines that the shaft end is in the out-of-order mode when the actual slip rate of the shaft end is greater than the actual slip rate threshold, the current vehicle speed is less than the vehicle speed threshold, and the current vehicle acceleration is less than the acceleration threshold.
In some embodiments, the first calculation module 202 of fig. 2 queries a preset mode torque distribution mapping relationship using a current vehicle request torque and a vehicle speed of the vehicle to obtain a mode torque distribution ratio, where the mode torque distribution mapping relationship is used to characterize a preset value of the mode torque distribution ratio that varies with the vehicle request torque and the vehicle speed; and inquiring a preset shaft end target slip rate mapping relation by utilizing the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end to obtain a shaft end target slip rate, wherein the shaft end target slip rate comprises a front shaft target slip rate and a rear shaft target slip rate, and the shaft end target slip rate mapping relation is used for representing a preset value of the shaft end target slip rate changing along with the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end.
In some embodiments, the first calculation module 202 of fig. 2 obtains a historical vehicle request torque and a historical vehicle speed of the vehicle before querying a preset mode torque distribution mapping relationship, and sets a corresponding historical mode torque distribution ratio for the historical vehicle request torque and the historical vehicle speed according to a configuration rule of the preset mode torque distribution ratio; establishing a mode torque distribution mapping relation among a historical whole vehicle request torque, a historical vehicle speed and a historical mode torque distribution ratio; the configuration rules of the mode torque distribution ratio comprise the principle that the larger the request torque of the whole vehicle is, the higher the vehicle speed is, the larger the mode torque distribution ratio is, and the maximum adjustable torque of the shaft end is ensured to be set.
In some embodiments, the first calculation module 202 of fig. 2 obtains a historical axle end maximum wheel speed change rate and a historical axle end actual slip rate change rate of the vehicle before querying a preset axle end target slip rate mapping relationship, and sets a corresponding historical axle end target slip rate for the historical axle end maximum wheel speed change rate and the historical axle end actual slip rate change rate according to a configuration rule of the preset axle end target slip rate; establishing a shaft end target slip rate mapping relation among a history shaft end maximum wheel speed change rate, a history shaft end actual slip rate change rate and a history shaft end target slip rate; the configuration rules of the shaft end target slip rate comprise rules which are set on the premise of restraining the continuous increase of the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end and aim at the maximum attachment rate.
In some embodiments, the second calculation module 203 of fig. 2 calculates a difference between the front axle target slip rate and the front axle end actual slip rate to obtain a front axle slip rate difference, and calculates a difference between the rear axle target slip rate and the rear axle end actual slip rate to obtain a rear axle slip rate difference; and calculating the difference between the front axle slip rate difference and the rear axle slip rate difference to obtain a torque distribution ratio correction coefficient.
In some embodiments, the control module 204 of FIG. 2 multiplies the vehicle-to-vehicle requested torque by the final torque distribution ratio to obtain a front axle target torque and subtracts the vehicle-to-vehicle requested torque from the front axle target torque to obtain a rear axle target torque.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic of each process, and should not limit the implementation process of the embodiment of the present application in any way.
The embodiment of the application also provides a new energy automobile, which comprises an entire automobile controller, a motor controller, a driving motor and a transmission system; the whole vehicle controller is used for realizing the step of the shaft end target torque control method under the escaping mode so as to send the shaft end target torque to the motor controller; the motor controller is used for controlling the torque of the driving motor through the transmission system according to the shaft end target torque.
Fig. 3 is a schematic structural diagram of the electronic device 3 provided in the embodiment of the present application. As shown in fig. 3, the electronic apparatus 3 of this embodiment includes: a processor 301, a memory 302 and a computer program 303 stored in the memory 302 and executable on the processor 301. The steps of the various method embodiments described above are implemented when the processor 301 executes the computer program 303. Alternatively, the processor 301, when executing the computer program 303, performs the functions of the modules/units in the above-described apparatus embodiments.
Illustratively, the computer program 303 may be partitioned into one or more modules/units, which are stored in the memory 302 and executed by the processor 301 to complete the present application. One or more of the modules/units may be a series of computer program instruction segments capable of performing a specific function for describing the execution of the computer program 303 in the electronic device 3.
The electronic device 3 may be an electronic device such as a desktop computer, a notebook computer, a palm computer, or a cloud server. The electronic device 3 may include, but is not limited to, a processor 301 and a memory 302. It will be appreciated by those skilled in the art that fig. 3 is merely an example of the electronic device 3 and does not constitute a limitation of the electronic device 3, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the electronic device may also include an input-output device, a network access device, a bus, etc.
The processor 301 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 302 may be an internal storage unit of the electronic device 3, for example, a hard disk or a memory of the electronic device 3. The memory 302 may also be an external storage device of the electronic device 3, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card) or the like, which are provided on the electronic device 3. Further, the memory 302 may also include both an internal storage unit and an external storage device of the electronic device 3. The memory 302 is used to store computer programs and other programs and data required by the electronic device. The memory 302 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided in this application, it should be understood that the disclosed apparatus/computer device and method may be implemented in other ways. For example, the apparatus/computer device embodiments described above are merely illustrative, e.g., the division of modules or elements is merely a logical functional division, and there may be additional divisions of actual implementations, multiple elements or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in each embodiment of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application implements all or part of the flow in the methods of the above embodiments, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program may implement the steps of the respective method embodiments described above when executed by a processor. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth. It should be noted that the content of the computer readable medium can be appropriately increased or decreased according to the requirements of the jurisdiction's jurisdiction and the patent practice, for example, in some jurisdictions, the computer readable medium does not include electrical carrier signals and telecommunication signals according to the jurisdiction and the patent practice.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims (8)

1. The automobile trafficability control method based on the shaft end slip rate is characterized by comprising the following steps of:
acquiring the actual slip rate of the shaft end of the vehicle, and judging whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end;
when the shaft end is judged to be in the escaping mode, selecting a current mode torque distribution ratio, and calculating a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end;
calculating a shaft end slip rate difference value based on the shaft end actual slip rate and the shaft end target slip rate, and taking a difference value between a front shaft slip rate difference value and a rear shaft slip rate difference value as a torque distribution ratio correction coefficient;
Determining a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, redistributing the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain a shaft end target torque, and transmitting the shaft end target torque to a driving motor to execute torque control;
the method for calculating the target slip rate of the shaft end according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end comprises the following steps:
inquiring a preset mode torque distribution mapping relation by utilizing the current whole vehicle request torque and the vehicle speed of the vehicle to obtain a mode torque distribution ratio, wherein the mode torque distribution mapping relation is used for representing a preset value of the mode torque distribution ratio changing along with the whole vehicle request torque and the vehicle speed;
inquiring a preset shaft end target slip rate mapping relation by utilizing the shaft end maximum wheel speed change rate and the shaft end actual slip rate change rate to obtain a shaft end target slip rate, wherein the shaft end target slip rate comprises a front shaft target slip rate and a rear shaft target slip rate, and the shaft end target slip rate mapping relation is used for representing a preset value of the shaft end target slip rate changing along with the shaft end maximum wheel speed change rate and the shaft end actual slip rate change rate;
The calculating the difference value of the shaft end slip rate based on the actual slip rate of the shaft end and the target slip rate of the shaft end, and taking the difference value between the difference value of the front shaft slip rate and the difference value of the rear shaft slip rate as a correction coefficient of the torque distribution ratio comprises the following steps:
calculating the difference between the front axle target slip rate and the front axle end actual slip rate to obtain a front axle slip rate difference, and calculating the difference between the rear axle target slip rate and the rear axle end actual slip rate to obtain a rear axle slip rate difference; and calculating the difference between the front axle slip rate difference and the rear axle slip rate difference to obtain the torque distribution ratio correction coefficient.
2. The vehicle passability control method based on the shaft end slip ratio according to claim 1, characterized in that, before the obtaining of the actual shaft end slip ratio of the vehicle, the method further comprises:
monitoring real-time motion parameters of a vehicle by using a vehicle controller, looking up a table by using steering wheel angles in the motion parameters to obtain wheel angles, and calculating wheel speed change rates and wheel acceleration change rates corresponding to all wheels based on wheel speeds in the motion parameters;
and respectively calculating the corresponding conversion wheel speeds of all the wheels based on the vehicle speed, the yaw rate, the distance between the mass center and the front axle, the wheel distance of the front wheels and the wheel angles obtained by table lookup in the motion parameters, wherein the wheel angles represent the inclination angles of the wheels in the steering process.
3. The method for controlling the trafficability of an automobile according to claim 1, wherein the judging whether the shaft end is in the escape mode based on the actual slip rate of the shaft end comprises:
when the actual slip rate of the shaft end is larger than the actual slip rate threshold, the current speed of the vehicle is smaller than the speed threshold, and the current acceleration of the vehicle is smaller than the acceleration threshold, the shaft end is judged to be in the escape mode.
4. The shaft end slip ratio based automotive trafficability control method according to claim 1, wherein before inquiring the preset pattern torque distribution map, the method further comprises:
acquiring historical vehicle request torque and historical vehicle speed of a vehicle, and setting corresponding historical mode torque distribution ratios for the historical vehicle request torque and the historical vehicle speed according to a preset configuration rule of the mode torque distribution ratios; establishing a mode torque distribution mapping relation among the historical whole vehicle request torque, the historical vehicle speed and the historical mode torque distribution ratio;
the configuration rules of the mode torque distribution ratio comprise a principle that the larger the request torque of the whole vehicle is, the higher the vehicle speed is, the larger the mode torque distribution ratio is, and the maximum adjustable torque of the shaft end is ensured.
5. The shaft end slip ratio-based automotive trafficability control method according to claim 1, wherein before inquiring the preset shaft end target slip ratio mapping relationship, the method further comprises:
acquiring a maximum wheel speed change rate of a historical shaft end of a vehicle and an actual slip rate change rate of the historical shaft end, and setting a corresponding historical shaft end target slip rate for the maximum wheel speed change rate of the historical shaft end and the actual slip rate change rate of the historical shaft end according to a preset configuration rule of the shaft end target slip rate; establishing a shaft end target slip rate mapping relation among the history shaft end maximum wheel speed change rate, the history shaft end actual slip rate change rate and the history shaft end target slip rate;
the configuration rules of the shaft end target slip rate comprise rules which are set on the premise of restraining the continuous increase of the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end and take the maximum attachment rate as a target.
6. The method for controlling the trafficability of a vehicle based on an axle end slip ratio according to claim 1, wherein the redistributing the whole vehicle request torque of the vehicle by using the final torque distribution ratio to obtain an axle end target torque comprises:
And multiplying the whole vehicle request torque of the vehicle by the final torque distribution ratio to obtain a front axle target torque, and subtracting the front axle target torque from the whole vehicle request torque of the vehicle to obtain a rear axle target torque.
7. An automotive trafficability control device based on shaft end slip rate, which is characterized by comprising:
the acquisition module is configured to acquire the actual slip rate of the shaft end of the vehicle, and judge whether the shaft end is in a escaping mode or not based on the actual slip rate of the shaft end;
the first calculation module is configured to select a current mode torque distribution ratio when the shaft end is judged to be in the escape mode, and calculate a shaft end target slip rate according to the maximum wheel speed change rate of the shaft end and the actual slip rate change rate of the shaft end;
a second calculation module configured to calculate a shaft end slip ratio difference value based on the shaft end actual slip ratio and the shaft end target slip ratio, and take a difference value between a front shaft slip ratio difference value and a rear shaft slip ratio difference value as a torque distribution ratio correction coefficient;
the control module is configured to determine a final torque distribution ratio according to the mode torque distribution ratio and the torque distribution ratio correction coefficient, redistribute the whole vehicle request torque of the vehicle by utilizing the final torque distribution ratio to obtain shaft end target torque, and transmit the shaft end target torque to a driving motor to execute torque control;
The first calculation module is further used for inquiring a preset mode torque distribution mapping relation by utilizing the current whole vehicle request torque and the vehicle speed of the vehicle to obtain a mode torque distribution ratio, wherein the mode torque distribution mapping relation is used for representing a preset value of the mode torque distribution ratio changing along with the whole vehicle request torque and the vehicle speed; inquiring a preset shaft end target slip rate mapping relation by utilizing the shaft end maximum wheel speed change rate and the shaft end actual slip rate change rate to obtain a shaft end target slip rate, wherein the shaft end target slip rate comprises a front shaft target slip rate and a rear shaft target slip rate, and the shaft end target slip rate mapping relation is used for representing a preset value of the shaft end target slip rate changing along with the shaft end maximum wheel speed change rate and the shaft end actual slip rate change rate;
the second calculation module is further used for calculating a difference value between the front axle target slip rate and the front axle end actual slip rate to obtain a front axle slip rate difference value, and calculating a difference value between the rear axle target slip rate and the rear axle end actual slip rate to obtain a rear axle slip rate difference value; and calculating the difference between the front axle slip rate difference and the rear axle slip rate difference to obtain the torque distribution ratio correction coefficient.
8. The new energy automobile is characterized by comprising a whole automobile controller, a motor controller, a driving motor and a transmission system;
the whole vehicle controller is used for realizing the automobile trafficability control method based on the axle end slip rate according to any one of claims 1 to 6 so as to send axle end target torque to the motor controller;
the motor controller is used for controlling the torque of the driving motor through the transmission system according to the shaft end target torque.
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