CN201646432U - Controller for motion of electric automobile - Google Patents
Controller for motion of electric automobile Download PDFInfo
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- CN201646432U CN201646432U CN2009202608410U CN200920260841U CN201646432U CN 201646432 U CN201646432 U CN 201646432U CN 2009202608410 U CN2009202608410 U CN 2009202608410U CN 200920260841 U CN200920260841 U CN 200920260841U CN 201646432 U CN201646432 U CN 201646432U
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- slip rate
- control module
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The utility model discloses a controller for the motion of an electric automobile. The controller comprises three sequentially connected modules in an circuit: a slip rate decision-making module, a motion control module, and a motor current close-loop control module, wherein the slip rate decision-making module calculates the slip rate of automobiles and the adhesion coefficient of road surface; the motion control module takes the difference value between the maximum slip rate and the feedback slip rate as the referenced control variable to revise the torque needed electrical current of a traction motor; and the motor current close-loop control module compares the command of the regulating current with the feedback current of the traction motor to generate pulse width modulation signal to further control the torque output of the traction motor. The utility model has the advantages that the control processes is simplified; the characteristics of fast dynamic response and short transition time can be satisfied; and the potential safety hazard during the running of the electric automobile is reduced through combining the slip rate decision-making module, the motion control module, and the motor current close-loop control module together, eliminating the original controller for traction force, and connecting a control device for automobile operation with an inverter to control the traction motor.
Description
Technical field
The utility model relates to the torque control field of traction electric machine on the electronlmobil, and in particular, what improvement related to is a kind of motion controller of electronlmobil.
Background technology
The motion control of vehicle specifically refers to, the control that the slip rate that produces in operational process according to vehicle is implemented the output torque of automotive power, and purpose is that vehicle can be operated under the pulsation-free state.
Owing to electronlmobil anti-slip regulation of today development on the basis of in the past internal-combustion engines vehicle comes, comprise tractive force controller and electric machine controller, the slip rate that described tractive force controller is used to detect the speed of drive wheel and flower wheel and calculates automobile, described electric machine controller are used for regulating according to slip rate the output torque of traction electric machine.
But described tractive force controller only is fit to internal-combustion engines vehicle in the past, and is not suitable for electronlmobil, and electronlmobil has the advantages that traverse time is short, speed of response is fast, and described tractive force controller makes electronlmobil be in operation to have certain potential safety hazard.
Therefore, prior art still haves much room for improvement and develops.
The utility model content
The purpose of this utility model is, is to provide a kind of motion controller of electronlmobil, can be fit to the characteristics that the traction electric machine dynamic response is fast, traverse time is short, reduces the potential safety hazard that electronlmobil is in operation.
The technical solution of the utility model is as follows:
A kind of motion controller of electronlmobil is arranged in an embedded microcontroller and the coupled expanding storage apparatus and peripheral circuit, is used for the traction electric machine of electronlmobil is implemented the control of pulse-width signal; Wherein, described motion controller is included in a slippage decision-making module, a motion-control module and the current of electric closed loop control module that order links to each other on the circuit, wherein:
Described slip rate decision-making module is used to calculate vehicle slip rate and road surface adhesion coefficient, estimates condition of road surface in real time, provides maximum slip rate and feedback slip ratio signal to described motion-control module;
Described motion-control module is used for difference with described maximum slip rate and feedback slip ratio signal as the reference controlling quantity, and the torque-demand electric current of described traction electric machine is revised, and the synthetic current-order of regulating is given described current of electric closed loop control module;
Described current of electric closed loop control module is used for described adjusting current-order is compared with the feedback current of described traction electric machine, generates pulse-width signal for the inverter torque output of the described traction electric machine of control in real time.
Described motion controller, wherein, described slip rate decision-making module comprises a slip rate calculating unit and an adhesion coefficient calculating unit, wherein:
Described slip rate calculating unit is used for obtaining described vehicle slip rate according to drive wheel speed signal and flower wheel speed signal that the tachogen interface receives in real time;
Described adhesion coefficient calculating unit is used for obtaining described road surface adhesion coefficient according to the velocity variable of the flower wheel in unit time of described electronlmobil.
Described motion controller, wherein, described motion-control module comprises a controller area network interface and a RS-485 serial communication interface, is used for receiving in real time the operation control command from the vehicle operating device.
Described motion controller, wherein, described motion-control module also comprises an analog signal interface, is used for the backup interface as described operation control command.
Described motion controller, wherein, described current of electric closed loop control module comprises an inverter switching device signal generator, is used for controlling the break-make of described each winding of inverter, to realize the weak magnetic control system to described traction electric machine.
Described motion controller, wherein, described inverter switching device signal generator comprises a hall position sensor, a motor speed calculating unit and a commutation control unit, wherein:
Described hall position sensor, signal are connected on the described traction electric machine, are used to detect the position signal of rotor;
Described motor speed calculating unit is used to generate the tach signal of described traction electric machine;
Described commutation control unit is used for according to described position signal and described tach signal, controls each the switching power tube work in the described inverter switching device signal generator.
Described motion controller, wherein, described motor speed calculating unit signal connects described motion-control module by the sensor interface signal, is used for according to described tach signal amplitude limit control being carried out in the torque of described traction electric machine.
The motion controller of a kind of electronlmobil provided by the utility model, because the technological means that has adopted slip rate decision-making module, motion-control module and current closed-loop control module to combine, cancelled original tractive force controller, directly the inverter of vehicle operating control setup with the control traction electric machine coupled together, simplified control process, satisfy the characteristics that the traction electric machine dynamic response is fast, traverse time is short, reduced the potential safety hazard that electronlmobil is in operation.
Description of drawings
Fig. 1 is the modularized circuit functional-block diagram of motion controller in the utility model;
Fig. 2 is the workflow block diagram of slip rate decision-making module in the utility model;
Fig. 3 is slip rate in the utility model-adhesion coefficient curve synoptic diagram;
Fig. 4 is a moving control module for controlling functional-block diagram in the utility model;
Fig. 5 is a brshless DC motor torque current ratio-rotation speed characteristic scheme drawing in the utility model;
Fig. 6 is the circuit block diagram of current of electric closed loop control module in the utility model.
The specific embodiment
Below with reference to accompanying drawing, the device specific embodiment of the present utility model and embodiment are described in detail.
The motion controller of a kind of electronlmobil of the utility model, the torque control of electronlmobil traction electric machine is combined with the dynamics Controlling function of vehicle, and be integrated in an embedded microcontroller and the coupled expanding storage apparatus and peripheral circuit, one of its specific embodiment, as shown in Figure 1, comprise electric signal bonded assembly one slip rate decision-making module 110 successively at the above motion controller of circuit, one motion-control module 120 and a current of electric closed loop control module 130, wherein: the radical function of described slip rate decision-making module 110 is to calculate the parameter of described electronlmobil under running state, vehicle slip rate for example, road surface adhesion coefficient etc., the situation of road pavement is estimated in real time, provides maximum slip rate and feedback slip rate as the reference controlling quantity to described motion-control module 120; The task of described motion-control module 120 comprises, according to described slip rate decision-making module 110 maximum slip rate that provides and the difference of feeding back slip ratio signal, determine chaufeur is controlled the current offset amount that the torque-demand of described traction electric machine is revised, and synthesize the adjusting current-order of described current of electric closed loop control module 130 with the torque-demand current of electric of chaufeur; Described current of electric closed loop control module 130 is used for the feedback current of described adjusting current-order and described traction electric machine is compared after the excess current regulating control, generate PWM (Pulse Width Modulation, pulse width modulation) signal and offer the inverter 140 torque output of the described traction electric machine 150 of control in real time.
Further, the radical function of described slip rate decision-making module 110 is, be responsible for calculating the parameter of described electronlmobil under running state, by the speed feedback of described Drive for EV wheel of tachogen interface 101 detection in real time and flower wheel, calculate described vehicle slip rate and road surface adhesion coefficient; And the situation of road pavement estimates in real time, determines maximum slip rate and and feedback slip rate.
As shown in Figure 2, described slip rate decision-making module 110 comprises a slip rate calculating unit 211 and an adhesion coefficient calculating unit 212, described slip rate calculating unit 211 is used for obtaining described vehicle slip rate according to drive wheel speed signal and flower wheel speed signal that tachogen interface 101 receives in real time; Described adhesion coefficient calculating unit 212 is used for obtaining described road surface adhesion coefficient according to the velocity variable of the flower wheel in unit time of described electronlmobil.
Concrete, for described slip rate calculating unit 211, can calculate the difference of described drive wheel speed and described electronlmobil vehicle body speed earlier, this difference just equals described vehicle slip rate divided by described drive wheel speed again; , because of the vehicle body speed sensor be difficult to install and cost higher, so the alternative described vehicle body speed of available described flower wheel speed; Thus, described vehicle slip rate equals the speed difference of described drive wheel and flower wheel and the ratio between the described drive wheel speed.
Concrete, for described adhesion coefficient calculating unit 212, can draw described road surface adhesion coefficient divided by dead weight of vehicle when moving by the traction friction force that the calculating vehicle is provided by the road surface; Because the deadweight of vehicle equals the acceleration/accel that the quality of vehicle multiply by vehicle, and the acceleration/accel of vehicle also equals interior described flower wheel velocity variable of unit time divided by the unit interval, so described road surface adhesion coefficient just equals the product of interior described flower wheel velocity variable of unit time divided by unit interval and vehicle acceleration.
Can be in advance the vehicle slip rate that calculates and cooresponding road surface adhesion coefficient be depicted as slip rate-adhesion coefficient curve table 213 under the situation of various road surfaces, and be cured in the data bank of described slip rate decision-making module 110, described slip rate decision-making module 110 just can provide the maximum slip rate of vehicle according to condition of road surface by 213 operations of tabling look-up.
As shown in Figure 3, the zone of dash area is the tractive force control area of optimal slip rate or approximate maximum slip rate, i.e. near zone tractive force curve and the skid force curve intersection point; The zone of the region representation vehicle unstable operation on this dash area the right, the zone of vehicle stabilization work is then represented in the zone on the left side; The controlled target of described slip rate decision-making module 110 is exactly the zone that described elec. vehicle is controlled at vehicle stabilization work, and is operated in the optimal slip rate zone of dash area as far as possible.
Further, described motion-control module 120 obtains maximum slippage current-order by obtaining the given maximum slip rate of described slip rate decision-making module 110; The vehicle slip rate that obtains by detection computations in described maximum slip rate and the described slip rate decision-making module 110 is asked poor, and its difference is regulated and is proofreaied and correct the requirement command of chaufeur as regulated quantity, and this regulated quantity is a process that adds up; Send by chaufeur operating and controlling vehicle handling device during the requirement command of chaufeur, for example the stroke signal of stretcher on the chaufeur operating and controlling vehicle.
Concrete, as shown in Figure 1, described motion-control module 120 comprises a CAN (CAN-CONTROLLERAREA NETWORK) controller area network interface 102 and a RS-485 serial communication interface 103, is used for receiving in real time the operation control command of sending from the vehicle operating device; And described motion-control module 120 also comprises an analog signal interface 104, is used for the backup interface as described operation control command.
Concrete, as shown in Figure 4, be example still, according to receiving the requirement command that the stroke of controlling described stretcher from chaufeur obtains chaufeur with the stretcher on the vehicle; Obtain the torque-demand of chaufeur according to stretcher stroke-motor torque characteristic curve; Motor torque-electric current shown in 5-rotation speed characteristic obtains the electric current demand of chaufeur with reference to the accompanying drawings; The difference of the vehicle slip rate that obtains by detection computations in described maximum slip rate and the described slip rate decision-making module 110 as the regulating control amount, is regulated adjusting regular as follows to the electric current demand of chaufeur:
If slip rate is given＞slip rate feedback, then current offset amount=0;
If slip rate is given＜the slip rate feedback, then
Current offset amount (k)=current offset amount (k-1)+Δ side-play amount;
As seen, when given slip rate less than the feedback slip rate the time, the side-play amount of regulating current-order adds the increment of this side-play amount for last current offset amount, obviously be a process that adds up gradually, thus, can guarantee when vehicle generation slippage, this cumulative process can be adjusted to OK range with current of electric with the fastest speed, thereby, slip rate is dropped to below the maximum slip rate, come back to the stabilized conditions of vehicle.
Further, described current of electric closed loop control module 130 comprises an inverter switching device signal generator 600, is used for controlling the break-make of described inverter 140 each winding, to realize the weak magnetic control system to described traction electric machine 150; The input of described current of electric closed loop control module 130 comprises the command value, three-phase current feedback value, motor speed signal, motor rotor position sensor signal of current closed-loop control etc., realizes the control to current of electric.
Concrete, as shown in Figure 6, described inverter switching device signal generator 600 comprises a hall position sensor 601, a motor speed calculating unit 602 and a commutation control unit 603; Wherein, described hall position sensor 601, signal are connected on the described traction electric machine 150, are used to detect the position signal of rotor; Described motor speed calculating unit 602 is used to generate the tach signal of described traction electric machine 150; Described commutation control unit 603 is used for according to described position signal and described tach signal, controls each the switching power tube work in the described inverter switching device signal generator 600.
Simultaneously, the signal of described motor speed calculating unit 602 connects described motion-control module 120 by sensor interface 105 signals, is used for according to described tach signal amplitude limit control being carried out in the torque of described traction electric machine 150; And motor torque-current characteristics curve controlled.
The groundwork of the motion controller of a kind of electronlmobil of the utility model is:
(1) motion controller is gathered the rotating speed of automobile driving wheel and flower wheel, calculates the slip rate of vehicle; According to the binding force of acceleration/accel reckoning vehicle, further estimate ground-surface slip rate-adhesion factor curve in the vehicle ' process, obtain this ground-surface tractive force limit and cooresponding optimal slip rate;
(2) according to the stretcher stroke given of chaufeur, through obtaining chaufeur torque-demand and the instruction of cooresponding chaufeur demand current after the conversion of tabling look-up;
(3) current ground-surface optimal slip rate, feedback slip rate are compared, obtain characterizing the side-play amount of the current-order of motor torque by the slip rate adjustment module, this side-play amount is determined according to following principle:
Instruction does not exceed the vehicle stabilization region of operation if current vehicle slip rate feedback quantity during less than the optimal slip rate specified rate, shows current driver's, and the side-play amount of current-order can be taken as zero;
If current vehicle slip rate feedback quantity is during greater than the optimal slip rate specified rate, show that the current driver's instruction has exceeded the vehicle stabilization region of operation, need to revise as reduce that the side-play amount of current-order just can be taken as, and, make the vehicle slip rate descend and also finally reach optimal slip rate by integral algorithm;
(4) side-play amount of current-order to the principle of motor torque adjusting is:
When the side-play amount of current-order is zero, show that the instruction of chaufeur demand current belongs to normal, does not exceed the vehicle stabilization operation area;
When the side-play amount of current-order is non-zero, show that the instruction of chaufeur demand current causes exceeding the vehicle stabilization operation area, need to revise and promptly reduce the instruction of chaufeur demand current, the side-play amount of chaufeur demand current instruction=current driver's demand current instruction-current-order after revising;
(5) will revise back chaufeur demand current instruction is the specified rate of current of electric closed loop control module 130 as the PWM inverter control module of brshless DC motor, carry out closed loop control, generate the PWM control wave width of inverter, in conjunction with the phase-change switch signal control, finally realize the motion control and the driving of electronlmobil.
Compare with the motion control of in the past anti-slip regulation+electric machine controller combination, motion controller of the present utility model is directly according to travel condition of vehicle or slip rate, participation is to the adjusting and the control of current of electric, satisfied the optimal slip rate control of chaufeur demand, improve the speed of response of system, improved the stability and the performance of system.
Should be understood that, for those of ordinary skills, can be improved according to the above description or conversion, and all these improvement and conversion all should belong to the protection domain of the utility model claims.
Claims (7)
1. the motion controller of an electronlmobil is arranged in an embedded microcontroller and the coupled expanding storage apparatus and peripheral circuit, is used for the traction electric machine of electronlmobil is implemented the control of pulse-width signal; It is characterized in that described motion controller is included in a slippage decision-making module, a motion-control module and the current of electric closed loop control module that order links to each other on the circuit, wherein:
Described slip rate decision-making module is used to calculate vehicle slip rate and road surface adhesion coefficient, estimates condition of road surface in real time, provides maximum slip rate and feedback slip ratio signal to described motion-control module;
Described motion-control module is used for difference with described maximum slip rate and feedback slip ratio signal as the reference controlling quantity, and the torque-demand electric current of described traction electric machine is revised, and the synthetic current-order of regulating is given described current of electric closed loop control module;
Described current of electric closed loop control module is used for described adjusting current-order is compared with the feedback current of described traction electric machine, generates pulse-width signal for the inverter torque output of the described traction electric machine of control in real time.
2. motion controller according to claim 1 is characterized in that, described slip rate decision-making module comprises a slip rate calculating unit and an adhesion coefficient calculating unit, wherein:
Described slip rate calculating unit is used for obtaining described vehicle slip rate according to drive wheel speed signal and flower wheel speed signal that the tachogen interface receives in real time;
Described adhesion coefficient calculating unit is used for obtaining described road surface adhesion coefficient according to the velocity variable of the flower wheel in unit time of described electronlmobil.
3. motion controller according to claim 1 is characterized in that, described motion-control module comprises a controller area network interface and a RS-485 serial communication interface, is used for receiving in real time the operation control command from the vehicle operating device.
4. motion controller according to claim 3 is characterized in that described motion-control module also comprises an analog signal interface, is used for the backup interface as described operation control command.
5. motion controller according to claim 1 is characterized in that, described current of electric closed loop control module comprises an inverter switching device signal generator, is used for controlling the break-make of described each winding of inverter, to realize the weak magnetic control system to described traction electric machine.
6. motion controller according to claim 5 is characterized in that, described inverter switching device signal generator comprises a hall position sensor, a motor speed calculating unit and a commutation control unit, wherein:
Described hall position sensor, signal are connected on the described traction electric machine, are used to detect the position signal of rotor;
Described motor speed calculating unit is used to generate the tach signal of described traction electric machine;
Described commutation control unit is used for according to described position signal and described tach signal, controls each the switching power tube work in the described inverter switching device signal generator.
7. motion controller according to claim 6, it is characterized in that, described motor speed calculating unit signal connects described motion-control module by the sensor interface signal, is used for according to described tach signal amplitude limit control being carried out in the torque of described traction electric machine.
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| CN2009202608410U CN201646432U (en) | 2009-11-24 | 2009-11-24 | Controller for motion of electric automobile |
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| CN2009202608410U CN201646432U (en) | 2009-11-24 | 2009-11-24 | Controller for motion of electric automobile |
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Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102501779A (en) * | 2011-10-31 | 2012-06-20 | 长城汽车股份有限公司 | Method for controlling traction of electric vehicle |
| CN103112366A (en) * | 2013-01-30 | 2013-05-22 | 武汉新能车桥技术发展有限公司 | Self-adaption electronic differential control method and upper computer |
| CN103112365A (en) * | 2013-01-30 | 2013-05-22 | 武汉新能车桥技术发展有限公司 | Self-adaption electronic differential control system |
| CN104149648A (en) * | 2013-05-13 | 2014-11-19 | 大连普传科技股份有限公司 | Electric vehicle motor controller |
| WO2016095106A1 (en) * | 2014-12-16 | 2016-06-23 | 中国科学院深圳先进技术研究院 | Method and system for determining working state of vehicle in traction state |
| CN106004519A (en) * | 2016-06-21 | 2016-10-12 | 杭州虬龙科技有限公司 | TCS (traction control system) of electric vehicle |
| CN106740266A (en) * | 2017-01-25 | 2017-05-31 | 北京新能源汽车股份有限公司 | The control method and system of a kind of output torque |
| CN102975717B (en) * | 2012-11-28 | 2018-02-16 | 沈阳工业大学 | The active safety control system and method for redundancy executing agency electric automobile |
| CN109070763A (en) * | 2016-04-19 | 2018-12-21 | 日产自动车株式会社 | The control method of electric vehicle and the control device of electric vehicle |
| US20190371093A1 (en) * | 2017-08-10 | 2019-12-05 | Zoox, Inc. | Vehicle self-diagnostics |
| CN111376740A (en) * | 2018-12-28 | 2020-07-07 | 长沙智能驾驶研究院有限公司 | Power semitrailer driving control method and device and power semitrailer system |
| CN111439254A (en) * | 2018-12-28 | 2020-07-24 | 长沙智能驾驶研究院有限公司 | Power semitrailer control method and device, control equipment and storage medium |
| CN112455447A (en) * | 2021-01-28 | 2021-03-09 | 天津所托瑞安汽车科技有限公司 | Vehicle antiskid control method and device, electronic equipment and medium |
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2009
- 2009-11-24 CN CN2009202608410U patent/CN201646432U/en not_active Expired - Lifetime
Cited By (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102501779A (en) * | 2011-10-31 | 2012-06-20 | 长城汽车股份有限公司 | Method for controlling traction of electric vehicle |
| CN102975717B (en) * | 2012-11-28 | 2018-02-16 | 沈阳工业大学 | The active safety control system and method for redundancy executing agency electric automobile |
| CN103112366A (en) * | 2013-01-30 | 2013-05-22 | 武汉新能车桥技术发展有限公司 | Self-adaption electronic differential control method and upper computer |
| CN103112365A (en) * | 2013-01-30 | 2013-05-22 | 武汉新能车桥技术发展有限公司 | Self-adaption electronic differential control system |
| CN103112366B (en) * | 2013-01-30 | 2016-01-27 | 武汉新能车桥技术发展有限公司 | Self-adapting electronic differential speed control method and upper computer |
| CN103112365B (en) * | 2013-01-30 | 2016-04-27 | 武汉新能车桥技术发展有限公司 | Self-adapting electronic differential control system |
| CN104149648A (en) * | 2013-05-13 | 2014-11-19 | 大连普传科技股份有限公司 | Electric vehicle motor controller |
| WO2016095106A1 (en) * | 2014-12-16 | 2016-06-23 | 中国科学院深圳先进技术研究院 | Method and system for determining working state of vehicle in traction state |
| CN109070763B (en) * | 2016-04-19 | 2021-08-13 | 日产自动车株式会社 | Method for controlling electric vehicle and device for controlling electric vehicle |
| CN109070763A (en) * | 2016-04-19 | 2018-12-21 | 日产自动车株式会社 | The control method of electric vehicle and the control device of electric vehicle |
| CN106004519A (en) * | 2016-06-21 | 2016-10-12 | 杭州虬龙科技有限公司 | TCS (traction control system) of electric vehicle |
| CN106740266A (en) * | 2017-01-25 | 2017-05-31 | 北京新能源汽车股份有限公司 | The control method and system of a kind of output torque |
| US20190371093A1 (en) * | 2017-08-10 | 2019-12-05 | Zoox, Inc. | Vehicle self-diagnostics |
| US11922740B2 (en) * | 2017-08-10 | 2024-03-05 | Zoox, Inc. | Vehicle self-diagnostics |
| CN111376740A (en) * | 2018-12-28 | 2020-07-07 | 长沙智能驾驶研究院有限公司 | Power semitrailer driving control method and device and power semitrailer system |
| CN111439254A (en) * | 2018-12-28 | 2020-07-24 | 长沙智能驾驶研究院有限公司 | Power semitrailer control method and device, control equipment and storage medium |
| CN112455447A (en) * | 2021-01-28 | 2021-03-09 | 天津所托瑞安汽车科技有限公司 | Vehicle antiskid control method and device, electronic equipment and medium |
| CN112455447B (en) * | 2021-01-28 | 2021-05-14 | 天津所托瑞安汽车科技有限公司 | Vehicle antiskid control method and device, electronic equipment and medium |
| US11697419B2 (en) | 2021-01-28 | 2023-07-11 | Tianjin Soterea Automotive Technology Limited Company | Vehicle slip regulation method and apparatus, electronic device and medium |
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