WO2022160783A1 - 车辆防滑控制方法、装置、电子设备及介质 - Google Patents

车辆防滑控制方法、装置、电子设备及介质 Download PDF

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Publication number
WO2022160783A1
WO2022160783A1 PCT/CN2021/124371 CN2021124371W WO2022160783A1 WO 2022160783 A1 WO2022160783 A1 WO 2022160783A1 CN 2021124371 W CN2021124371 W CN 2021124371W WO 2022160783 A1 WO2022160783 A1 WO 2022160783A1
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Prior art keywords
driving wheel
vehicle
engine torque
slip
road surface
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PCT/CN2021/124371
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English (en)
French (fr)
Inventor
徐显杰
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天津所托瑞安汽车科技有限公司
浙江所托瑞安科技集团有限公司
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Priority to US17/811,878 priority Critical patent/US11697419B2/en
Publication of WO2022160783A1 publication Critical patent/WO2022160783A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the present application relates to the field of vehicles, for example, to a vehicle anti-skid control method, device, electronic device and medium.
  • Acceleration Slip Regulation is one of the key technologies of automotive active safety. Under extremely bad road conditions such as icy and snowy roads and roads with icy and snow asphalt attached, the maximum driving torque that can be provided to the driving wheels due to road conditions is less than the driving torque actually acting on the driving wheels, resulting in excessive slippage of the driving wheels. When the slip rate of the vehicle exceeds 20%, the longitudinal adhesion coefficient of the vehicle will decrease, while the lateral adhesion coefficient will decrease sharply, resulting in insufficient vehicle power and loss of lateral stability. loss of persons and property.
  • the uniform adhesion road surface (the road surface provided with the left driving wheel adhesion force and the right driving wheel adhesion force provided to the vehicle is substantially the same) and the split adhesion road surface (the left driving wheel adhesion force provided to the vehicle and the right driving wheel adhesion force are provided to the vehicle).
  • the corresponding anti-skid control needs to be carried out according to the target control torque of the engine.
  • the engine target control torque is judged by comparing the torque required by the engine with the driver's desired torque (obtained from the accelerator pedal opening) (whichever is the smaller value), while the torque required by the engine is based on the
  • the wheel adhesion coefficient and axle load can obtain the maximum driving force from the ground to the driving wheel, and then obtain the torque that the engine needs to provide.
  • the wheel adhesion coefficient will be affected by factors such as the mass of the vehicle and the road ramp. For different vehicles, the wheel adhesion coefficient is different. , requires a lot of test calibration, and the practicability and robustness are poor.
  • Embodiments of the present application provide a vehicle anti-skid control method and device, an electronic device, and a medium, so as to improve the practicability, robustness and driving anti-skid effect of the anti-skid control.
  • the present application provides a vehicle anti-skid control method, comprising the following steps:
  • the performing vehicle anti-skid control according to the vehicle target acceleration includes:
  • vehicle anti-skid control is performed.
  • determining the vehicle target acceleration of the vehicle according to the determined road surface type, non-driving wheel speed and driving wheel slip time including:
  • the vehicle target acceleration on the uniformly adhered road is determined according to the non-driving wheel speed and the driving wheel slip time
  • the vehicle target acceleration on the split-attached road is determined according to the wheel speed of the non-driving wheel, the slip time of the driving wheel on the high-attachment side, and the slip time of the driving wheel on the low-attachment side;
  • the low-adhesion side driving wheel and the high-adhesion side driving wheel are determined according to the slip amounts of the driving wheels on different sides.
  • the determination of the target acceleration of the vehicle on the split-adhesion road surface according to the wheel speed of the non-driving wheel, the slippage time of the high-adhesion side driving wheel, and the slippage time of the low-adhesion side driving wheel includes:
  • the calculation of the reference engine torque according to the vehicle target acceleration includes:
  • Baseline engine torque is determined based on vehicle mass, vehicle target acceleration, transmission ratio, final drive ratio, and driveline mechanical efficiency.
  • the reference engine torque is determined according to the following formula:
  • T BasedEngTorq (mat ⁇ r)/(i g ⁇ i 0 ⁇ ); where T BasedEngTorq is the reference engine torque, m is the vehicle mass, at is the vehicle target acceleration, r is the radius of the driving wheel, and i g is the gear ratio of the transmission, i 0 is the gear ratio of the main reducer, and ⁇ is the mechanical efficiency of the drive train.
  • calculating the corrected engine torque according to the reference engine torque includes:
  • the corrected engine torque is between the second proportional reference engine torque and the first proportional reference engine torque, determining the corrected engine torque as the initial corrected engine torque
  • the corrected engine torque is determined to be the second scale of the base engine torque.
  • the performing anti-skid control of the vehicle according to the target control torque includes:
  • the left driving wheel slips, the right driving wheel does not, and the slippage of the left driving wheel exceeds the first slippage threshold, the left driving wheel is controlled to brake;
  • the braking of the right driving wheel is controlled
  • the slip time of the left driving wheel and the slip time of the right driving wheel both exceed the second slip time threshold, the braking of the left driving wheel and the braking of the right driving wheel are controlled.
  • the vehicle anti-skid control is performed according to the target control torque, including:
  • the low adhesion side driving wheel slips after reducing the brake pressure, increase the braking pressure of the low adhesion side driving wheel; if the low adhesion side driving wheel does not slip after reducing the brake pressure, lower the low adhesion side driving wheel again brake pressure.
  • the determining the road surface type of the vehicle driving road includes:
  • the road surface type is determined to be a half-adhered road with low adhesion on the left driving wheel side or a half-adhered road with high adhesion on the right driving wheel side. ;
  • the road surface type is determined to be a half-adhered road with low adhesion on the right driving wheel side or a half-adhered road with high adhesion on the left driving wheel side.
  • S1 is the slippage of the left driving wheel
  • S2 is the slippage of the right driving wheel
  • the first value is greater than the second value
  • the slippage of the left drive wheel is obtained in the following manner:
  • the accumulated slippage of the left driving wheel of the vehicle is determined; the accumulated slippage is taken as the left driving wheel slippage S1.
  • the present application provides a vehicle anti-skid control device, comprising:
  • the road surface type judgment module is used to respond to the vehicle driving anti-skid control event and determine the road surface type of the vehicle driving road surface;
  • the vehicle target acceleration determination module is used to determine the vehicle target acceleration of the vehicle according to the determined road surface type, non-driving wheel speed and driving wheel slip time;
  • the driving wheel slip time is used to determine the target acceleration of the vehicle on a uniformly adhered road surface; if the road surface type is a split adhesion road surface, it is determined according to the non-driving wheel speed, the high adhesion side driving wheel slip time and the low adhesion side driving wheel slip time.
  • the target acceleration of the whole vehicle under the split-adhesion road surface; wherein, the low-adhesion side driving wheel and the high-adhesion side driving wheel are determined according to the slip amounts of the driving wheels on different sides;
  • the anti-skid control module is used to control the anti-skid of the vehicle according to the target acceleration of the whole vehicle.
  • the application provides an electronic device, including:
  • the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to execute the above-described vehicle anti-skid control method.
  • the present application provides a medium, where computer instructions are stored thereon, and the computer instructions are used to cause the computer to execute the above-mentioned vehicle anti-skid control method.
  • the present application can:
  • the vehicle anti-skid control method provided by the present application determines the vehicle target acceleration of the vehicle by using the road surface type, the speed of the non-driving wheel and the driving wheel slip time, and then performs the vehicle anti-skid control according to the target acceleration of the vehicle.
  • the method only needs to collect the speed of the non-driving wheel and the slip time of the driving wheel to control the anti-skid of the vehicle. It is not affected by parameters such as vehicle mass and road gradient, and does not need to identify complex road coefficients. It is practical and robust.
  • the stick is strong, and can be directly used in various non-full-drive vehicles. A good anti-skid effect can be obtained without a lot of experimental calibration.
  • FIG. 1 is a flowchart of a vehicle anti-skid control method provided by an embodiment of the present application
  • FIG. 2 is a flowchart of another vehicle anti-skid control method provided by an embodiment of the present application.
  • Figure 3 is a schematic diagram of the wheel speed of each wheel under a uniformly adhered road surface
  • FIG. 4 is a schematic diagram of a desired torque and a target demand torque under a uniformly adhered road surface
  • Figure 5 is a schematic diagram of the pressure of each wheel cylinder under a uniformly adhered road surface
  • Figure 6 is a schematic diagram of the wheel speed of each wheel under the split road surface
  • FIG. 7 is a schematic diagram of a desired torque and a target demand torque under a split road surface
  • Fig. 8 is the schematic diagram of each wheel cylinder pressure under the split road surface
  • FIG. 9 is a schematic structural diagram of a vehicle anti-skid control device provided by an embodiment of the present application.
  • FIG. 10 is a schematic structural diagram of an electronic device provided by an embodiment of the present application.
  • Icons 201 - road type judgment module; 202 - vehicle target acceleration determination module; 203 - anti-skid control module; 301 - processor; 302 - memory; 303 - input device; 304 - output device.
  • FIG. 1 is a flowchart of a vehicle anti-skid control method provided by an embodiment of the present application.
  • the present embodiment is applicable to the situation of performing anti-skid control on a vehicle when a wheel spins during a driving process of the vehicle.
  • the method may be performed by a vehicle anti-skid control device, which may be constituted by software and/or hardware, and which is typically integrated in electronic equipment.
  • this embodiment provides a vehicle anti-skid control method, which includes the following steps.
  • Pavement type refers to the type of pavement to which it belongs.
  • the type of road surface can be set according to actual needs.
  • types of pavements include uniformly attached pavements and split-attached pavements.
  • the acquisition of the vehicle driving anti-skid control event is not particularly limited, and what can be realized in the art can be used.
  • the non-drive wheel speed can better reflect the actual vehicle speed, when the difference between the driving wheel speed and the average non-driving wheel speed is greater than a certain threshold and After a certain period of time, the vehicle driving anti-skid control function is triggered and enters the driving anti-skid control.
  • the threshold is set as a constant at low speeds, and as a linear function of speed at medium and high speeds.
  • the type of road surface is determined as follows:
  • the road surface is a half-adhered road with low adhesion on the left driving wheel side or a half-adhered road with high adhesion on the right driving wheel side;
  • the road surface is a half-adhered road with low adhesion on the right driving wheel side or a half-adhered road with high adhesion on the left driving wheel side;
  • S1 is the slippage of the left driving wheel
  • S2 is the slippage of the right driving wheel
  • the first value is greater than the second value.
  • S1 is determined according to the left driving wheel speed and target time, and is the instantaneous slip
  • S2 is determined according to the right driving wheel speed and the target time, and is the instantaneous slip.
  • the above determination method has the problem of inaccurate determination of the road surface type.
  • the road surface type is determined in the following manner:
  • the road surface is a half-adhered road with low adhesion on the right driving wheel side or a half-adhered road with high adhesion on the left driving wheel side;
  • S1 is the slippage of the left driving wheel
  • S2 is the slippage of the right driving wheel
  • the first value is greater than the second value
  • the amount of left driving wheel slip refers to the distance that the left driving wheel slips when the vehicle is slipping.
  • the amount of slippage of the right drive wheel refers to the distance that the right drive wheel slips when the vehicle slips.
  • the related art only judges by comparing whether the difference between S1 and S2 is greater than the first value, and there is a problem of inaccurate judgment.
  • this optional method when judging the type of the road surface attached to the split, it not only compares whether the difference between S1 and S2 is greater than the first value, but also combines the size of S1 or S2. Only when S1 or S2 is smaller than the second value, the The high-adhesion side and the low-adhesion side of the split-adhesion road surface are judged, and the judgment is accurate and reliable.
  • the slip amount of the left driving wheel is obtained according to the average wheel speed of the left driving wheel and the non-driving wheel, and the obtained slip amount is the instantaneous slip amount (ie, the slip amount at a certain moment).
  • the left drive wheel slip is obtained in the following manner:
  • the accumulated slippage of the left drive wheel of the vehicle is determined; the accumulated slippage is taken as the left drive wheel slippage.
  • determining the accumulated slip of the left drive wheel of the vehicle includes: calculating the integral of the difference for the target time to be judged to obtain the accumulated slip of the left drive wheel of the vehicle.
  • the accumulated slippage of the right driving wheel of the vehicle is determined; the accumulated slippage is taken as the right driving wheel slippage.
  • the actual driving anti-skid process involves complex vehicle and road conditions, and it is difficult to recognize the adhesion in real time, and there are often large errors, which will cause misjudgment of the road conditions and affect the actual driving anti-skid control effect. It will cause a major safety hazard.
  • the slippage of the left and right drive wheels within a certain period of time can quickly and accurately reflect the road conditions.
  • the calculated cumulative slip is used as the slip of the corresponding driving wheel.
  • the integral is expressed as S1 and S2 after unit conversion.
  • the left driving wheel slip is calculated by the following formula:
  • Vdrive_L is the wheel speed of the left drive wheel
  • VNdrive_L is the wheel speed of the left non-drive wheel
  • VNdrive_R is the wheel speed of the right non-drive wheel.
  • the slip amount of the right driving wheel is calculated by the following formula:
  • Vdrive_R is the wheel speed of the right drive wheel
  • VNdrive_L is the wheel speed of the left non-drive wheel
  • VNdrive_R is the wheel speed of the right non-drive wheel.
  • the inventor found that when the first value is 3 and the second value is 2, the determined road surface type is more accurate.
  • S120 Determine the vehicle target acceleration of the vehicle according to the determined road surface type, the non-driving wheel speed and the driving wheel slip time.
  • the wheel speed of the non-driving wheel refers to the wheel speed of the non-driving wheel of the vehicle
  • the non-driving wheel refers to other wheels except the driving wheel of the vehicle
  • the wheel speed refers to the rotational speed of the wheel, in m/s.
  • the driving wheel slip time refers to the time when the driving wheel of the vehicle is slipping.
  • the target acceleration of the whole vehicle refers to the acceleration that the vehicle needs to be controlled to achieve or achieve.
  • determining the vehicle target acceleration of the vehicle according to the determined road surface type, non-driving wheel speed and driving wheel slip time including:
  • the vehicle target acceleration on the uniformly adhered road is determined according to the non-driving wheel speed and the driving wheel slip time
  • the vehicle target acceleration on the split-attached road is determined according to the wheel speed of the non-driving wheel and the slip time of the driving wheel on the low-attachment side.
  • the low-adhesion side driving wheel slip time refers to the time when the driving wheel with a larger slip amount is slipping.
  • the slip time of the driving wheel on the low-adhesion side is used to determine the target acceleration of the vehicle under the split-adhesion road surface, which can suppress the slip of the two driving wheels to the greatest extent, but the slip of the high-adhesion side itself is small. Therefore, in the actual control, when the low adhesion side stops slipping, the high adhesion side has already stopped slipping, so there is a certain degree of torque waste in this method.
  • determining the vehicle target acceleration of the vehicle according to the determined road surface type, non-driving wheel speed and driving wheel slip time including:
  • the vehicle target acceleration on the uniformly adhered road is determined according to the non-driving wheel speed and the driving wheel slip time
  • the vehicle target acceleration on the split-attached road is determined according to the wheel speed of the non-driving wheel, the slip time of the driving wheel on the high-attachment side, and the slip time of the driving wheel on the low-attachment side;
  • the low-adhesion side driving wheel and the high-adhesion side driving wheel are determined according to the slip amounts of the driving wheels on different sides. Comparing the slip amount of the left drive wheel and the right drive wheel, the drive wheel on the side with the larger slip amount is the low-adhesion side drive wheel, and the drive wheel on the side with the smaller slip amount is the high-adhesion side drive wheel.
  • the adhesion difference between the two sides of the driving wheel can be ignored, and the adhesion of the two driving wheels can be regarded as the same.
  • the average wheel speed acceleration a1 of the non-driven wheels during this period of time is calculated, and this acceleration can be regarded as the target acceleration a t1 of the whole vehicle on the uniformly attached road surface.
  • the differential distributes the driving torque evenly to the left and right driving wheels, so on the opposite road, the ground provides the driving force to the high-adhesion side driving wheel is much greater than that of the low-adhesion side.
  • the target acceleration of the whole vehicle is slightly different. Only the low-adhesion side and the high-adhesion side make full use of the road surface adhesion, and the non-driving wheel acceleration at this time can be regarded as the target acceleration.
  • the low-adhesion side On a split-adhesion road, the low-adhesion side is more likely to slip.
  • the driving wheel on the low-adhesion side slips first. At this time, the low-adhesion side is fully utilized, while the high-adhesion side has not reached its limit. Calculate The average wheel speed acceleration a2 of the non-driven wheels during the period of low adhesion side slip.
  • the target control torque of the engine is rapidly increased after the slip of the driving wheel on the low adhesion side is suppressed to a certain extent, and a certain braking pressure is applied to the low adhesion side.
  • the adhesion on the high adhesion side can also be fully utilized.
  • the wheel speed of the driving wheel on the low adhesion side is maintained near the average wheel speed of the non-driving wheel under the combined action of the driving torque and the braking torque, and the average wheel speed acceleration a3 of the non-driving wheel during the period of slippage on the high adhesion side is calculated.
  • the target acceleration of the whole vehicle under the road surface (unit is m/s 2 )
  • a2 is the average wheel speed acceleration of the non-driving wheel when the driving wheel on the low-adhesion side is slipping on the road with split adhesion (unit is m/s 2 )
  • u is the non-driving wheel speed acceleration (unit is m/s 2 )
  • t 2 is the slipping time (unit is s) of the driving wheel on the low-adhesion side on the half-adhesion road
  • a3 is the time when the driving wheel on the high-adhesion side is slipping on the half-adhesion road
  • the driving torque should be as close as possible to the maximum driving force that can be provided by the road on the high-adhesion side within the range that the driving torque does not exceed the torque required by the driver, so as to fully Use this side adhesion to improve vehicle dynamics; however, at this time, the low adhesion side will inevitably slip, apply a certain braking pressure on this side to increase the side load, inhibit the low adhesion side drive wheel from slipping, and ensure vehicle stability.
  • the target control torque includes feedforward control and feedback control.
  • the feedforward control calculates the average acceleration of the driving wheel in the initial stage of slipping. At this time, it can be considered that the driving torque acting on the driving wheel has reached the maximum value, and the average acceleration can be regarded as The maximum acceleration that the vehicle can achieve under such road conditions, according to the longitudinal dynamics equation of the vehicle, the total mass of the vehicle can be estimated in real time, and the feedforward torque value can be calculated.
  • the feedback control plays the role of correcting the reference engine torque. It adopts the logic threshold control to determine the torque growth rate according to the speed difference between the driving wheel and the non-driving wheel, the acceleration of the driving wheel and the time threshold, etc.
  • the calculation of the engine torque is realized, so that the wheel speed of the driving wheel converges in the vicinity of the wheel speed of the non-driving wheel, so as to ensure the longitudinal dynamic performance of the vehicle, and at the same time, it can have better lateral stability performance, which is called the correction torque. engine torque.
  • valve body action responds to the commands issued, and the control of boosting, maintaining and decompressing the braking pressure of each wheel can be realized.
  • performing vehicle anti-skid control according to the vehicle target acceleration includes:
  • the calculating the reference engine torque according to the vehicle target acceleration includes: determining the reference engine torque according to the vehicle mass, the vehicle target acceleration, the transmission ratio, the final gear ratio and the mechanical efficiency of the drive train.
  • the calculating and correcting engine torque according to the reference engine torque includes:
  • the corrected engine torque is between the second proportional reference engine torque and the first proportional reference engine torque, determining the corrected engine torque as the initial corrected engine torque
  • the corrected engine torque is determined to be the second scale of the base engine torque.
  • the initial corrected engine torque increase refers to the initial correction value used to correct the torque increase of the reference engine, and the initial corrected engine torque increase can be determined according to the driving wheel slip amount, the driving wheel acceleration and the threshold value of the time threshold.
  • the initial corrected engine torque refers to an initial correction value set for correcting the deviation of the reference engine torque, and can be obtained by calculating the integral of the corrected engine torque increase over time.
  • the reference engine torque refers to the engine torque required to control the vehicle to achieve the target acceleration of the entire vehicle.
  • the first ratio is greater than the second ratio.
  • the first ratio is a positive number and the second ratio is a negative number.
  • the first ratio and the second ratio are determined according to the weight of the corrected engine torque in the target engine torque.
  • the corrected engine torque is to correct the deviation of the reference engine torque to better improve the performance of the car. If the driving wheel is still slipping under the action of the reference engine torque, the slippage of the driving wheel can be suppressed by reducing the corrected engine torque to make it negative. If the driving wheel is not slipping, the corrected engine torque can be slightly increased to further improve the vehicle. dynamism.
  • the initial corrected engine torque is determined according to the logic threshold control method, and the initial corrected engine torque increase is determined according to thresholds such as driving wheel slippage, driving wheel acceleration and time threshold.
  • the initial corrected engine torque growth rate is negative, reducing the driving torque to prevent the slippage of the driving wheel.
  • the initial corrected engine torque growth rate is small;
  • the initial correction engine torque growth rate is small, and when the wheel acceleration is small, the initial correction engine torque is large; if there is no slippage or the slippage has not been eliminated for a certain period of time, the initial correction engine torque growth rate is further Increase or decrease to increase vehicle dynamics or quickly suppress drive wheel slip.
  • the initial corrected engine torque is the integral of the corrected engine torque increase:
  • T EngTorqAdjust1 is the initial corrected engine torque, the unit is Nm
  • T EngTorqAdjustSpd is the initial corrected engine torque increase, the unit is Nm/s.
  • the reference engine torque is a reference value for the vehicle to use the current road adhesion, so that the driving wheels can make full use of the road surface adhesion and improve the dynamic performance.
  • the corrected engine torque is to make up for the error of the reference engine torque.
  • the target engine control torque should be based on the reference engine torque, and the corrected engine torque plays an auxiliary role, so limit the corrected engine torque within the range of plus or minus 40% of the reference engine torque.
  • S1303 Calculate the target control torque of the vehicle engine according to the reference engine torque and the corrected engine torque.
  • the calculation formula of the engine target control torque is:
  • T EngTorqDemand T BasedEngTorq + T EngTorqAdjust .
  • T EngTorqDemand is the engine target control torque
  • T BasedEngTorq is the reference engine torque
  • T EngTorqAdjust is the corrected engine torque.
  • driving anti-skid control is more and more used in automobiles.
  • Many automobile driving anti-skid control technologies use brake control as the main control method, and drive control as a supplement.
  • brake control As the main control method, and drive control as a supplement.
  • the wheel has a large slip phenomenon, a large braking intensity is applied to suppress the slip of the wheel, so that the braking torque and the driving torque are consumed, resulting in a relatively large waste of energy, the wheel acceleration jitters greatly, and the driver Poor subjective experience.
  • the present embodiment can perform anti-skid control in the following manner:
  • the vehicle anti-skid control is performed according to the target control torque, including:
  • the left driving wheel slips, the right driving wheel does not, and the slippage of the left driving wheel exceeds the first slippage threshold, the left driving wheel is controlled to brake;
  • the braking of the right driving wheel is controlled
  • the left driving wheel and the right driving wheel are controlled to be braked.
  • first slip time threshold refers to the defined shortest time during which the left driving wheel or the right driving wheel does not slip after the engine torque is reduced to the target control torque.
  • the “second slip time threshold” refers to the maximum time that the defined left and right drive wheels still slip after the engine torque is reduced to the target control torque.
  • the first slip time threshold is less than the second slip time threshold.
  • the left and right driving wheels are not completely consistent.
  • the brake control adopts logic threshold control. If the slip amount and wheel acceleration are large, the pressure increase command is given. When the slip amount and wheel acceleration are moderate, the pressure is maintained, and when the slip amount is small and the acceleration is small Decompression control.
  • the other is to brake on both sides at the same time.
  • the judgment is based on the fact that only the engine torque cannot quickly suppress the slippage of the driving wheel.
  • the judgment condition is based on the deceleration of the wheel when decelerating. If the deceleration is too small, the driving wheel reaches the non-driving state. It takes a long time near the wheel speed, and the driving wheel is in a slipping state for a long time, which has a great traffic hazard.
  • the engine output torque is basically close to the minimum output torque, but because the driving force of the car still exceeds the maximum driving force that the ground can provide, it is impossible to further reduce the engine target control torque.
  • brake control to quickly restrain the driving wheel speed to near the non-driving wheel speed.
  • the control logic is the same as the one-side drive wheel braking control under uniform adhesion conditions.
  • the vehicle anti-skid control is performed according to the target control torque, including:
  • the control increases the braking pressure of the low-adhesion side driving wheel; if the low-adhesion side driving wheel does not slip after the control reduces the brake pressure, the control is again reduced to reduce the low-adhesion side driving wheel.
  • the brake pressure of the drive wheel on the attached side If the low-adhesion side driving wheel slips after the control reduces the brake pressure, the control increases the braking pressure of the low-adhesion side driving wheel; if the low-adhesion side driving wheel does not slip after the control reduces the brake pressure, the control is again reduced to reduce the low-adhesion side driving wheel. The brake pressure of the drive wheel on the attached side.
  • the maximum driving force provided by the road on the low adhesion side is much smaller than that on the high adhesion side.
  • the engine outputs torque to take full advantage of the road adhesion on the high-adhesion side, while the drive wheels on the low-adhesion side remain within a stable range.
  • the pressure increase command is determined according to the slip amount and wheel acceleration of the driving wheel on the low adhesion side, so that the braking pressure reaches a certain value, and the pressure is maintained after the slippage of the low adhesion side wheel is suppressed.
  • a minimum cycle pressure reduction command is given to make the pressure drop slightly to prevent the consumption of the driving torque and the braking torque. Feedback, if the driving wheel on the low adhesion side still does not slip after the brake pressure drops, repeat the decompression command within a certain period of time above. If the low adhesion side slips again after the brake pressure drops, a Minimum cycle boost command to suppress low adhesion side drive wheel slip.
  • the brake pressure control on the low-adhesion side of the off-road road is exited at this time.
  • return to the step of judging the type of road surface at this time and enter the corresponding anti-skid control of the vehicle according to the type of road surface again. If it does not enter the braking control, braking is not required.
  • the step of exiting the driving anti-skid control is further included:
  • the driving anti-skid control When there is no braking at this time and the engine target control torque is equal to the driver's desired torque, and this state continues for a certain period of time, the driving anti-skid control will be exited, or when the driver depresses the brake pedal is sensed, the driving anti-skid control will be exited. , or when the vehicle speed is too high, exit the driving anti-skid control at this time.
  • FIGS. 3 to 8 sequentially show the wheel cylinder pressure, wheel speed, torque, and torque when the vehicle anti-skid control method provided by the embodiments of the present application is controlled on a uniformly adhering road surface and a split adhering road surface.
  • the desired torque in FIGS. 4 and 8 is the driver's desired torque
  • the target demand torque is the engine target control torque.
  • the vehicles in this embodiment include but are not limited to commercial vehicles and/or passenger vehicles.
  • an embodiment of the present application further provides a vehicle anti-skid control device, including:
  • the road surface type determination module 201 is used for determining the road surface type of the road surface for the vehicle to drive in response to the vehicle driving anti-skid control event.
  • the road type judgment module 201 includes:
  • the left driving wheel slip amount calculation unit of the vehicle is used to calculate the left driving wheel slip amount S1 according to the wheel speed of the left driving wheel and the wheel speed of the non-driving wheel;
  • the vehicle right driving wheel slippage calculation unit is used to calculate the right driving wheel slippage S2 according to the wheel speed of the right driving wheel and the wheel speed of the non-driving wheel;
  • the judgment unit is used to judge the type of road surface according to the magnitudes of S1 and S2; when the difference between S1 and S2 is greater than the first value, S1>S2 and S2 is less than the second value, the road surface is judged as a pair of low adhesion on the left drive wheel side When the difference between S2 and S1 is greater than the first value, S2>S1 and S1 is less than the second value, the road surface is judged as a pair with low adhesion on the left driving wheel side.
  • the vehicle target acceleration determination module 202 is configured to determine the vehicle target acceleration of the vehicle according to the determined road surface type, the wheel speed of the non-driving wheel and the slip time of the driving wheel. If the road type is a uniformly adhered road, the target acceleration of the vehicle on the uniformly adhered road is determined according to the speed of the non-driving wheels and the slip time of the driving wheels; The slip time of the driving wheel on the adhesion side and the slip time of the driving wheel on the low adhesion side determine the target acceleration of the whole vehicle on the road with split adhesion; wherein, the driving wheel on the low adhesion side and the driving wheel on the high adhesion side slip according to the driving wheels on different sides The amount of rotation is determined.
  • the vehicle target acceleration determination module 202 includes:
  • the unit for determining the target acceleration of the entire vehicle under the uniformly adhered road surface is used to determine the target acceleration of the entire vehicle under the uniformly adhered road surface according to the wheel speed of the non-driving wheel and the slip time of the driving wheel;
  • the unit for determining the target acceleration of the vehicle under the split-attached road surface is used for the wheel speed of the non-driving wheel, the slip time of the driving wheel on the high-attachment side and the slip time of the driving wheel on the low-attachment side to determine the target acceleration of the vehicle on the split-attached road surface;
  • the low-adhesion side driving wheel and the high-adhesion side driving wheel are determined according to the slip amounts of the driving wheels on different sides.
  • the unit for determining the target acceleration of the entire vehicle under the split adhering road surface includes:
  • a unit for determining the wheel speed and acceleration of the non-driving wheel when the driving wheel on the high-adhesion side is slipping which is used to determine the wheel speed acceleration of the non-driving wheel when the driving wheel on the high-adhesion side is slipping according to the wheel speed of the non-driving wheel and the sliding time of the driving wheel on the high-adhesion side;
  • a unit for determining the wheel speed and acceleration of the non-driving wheel when the driving wheel on the low-adhesion side is slipping which is used to determine the wheel-speed acceleration of the non-driving wheel when the driving wheel on the low-adhesion side is slipping according to the wheel speed of the non-driving wheel and the sliding time of the driving wheel on the low-adhesion side;
  • the vehicle target acceleration determination unit is used to calculate the difference between the wheel speed acceleration of the non-driving wheel when the driving wheel on the high-adhesion side is slipping and the wheel-speed acceleration of the non-driving wheel when the driving wheel on the low-adhesion side is slipping, and obtain the split adhesion The vehicle's target acceleration under the road surface.
  • the anti-skid control module 203 is configured to perform vehicle anti-skid control according to the target acceleration of the entire vehicle.
  • the anti-skid control module 203 includes:
  • the reference engine torque calculation unit is used to calculate the reference engine torque according to the target acceleration of the whole vehicle
  • the corrected engine torque calculation unit is used to calculate the corrected engine torque according to the reference engine torque
  • a target control torque calculation unit for calculating the target control torque of the vehicle engine according to the reference engine torque and the corrected engine torque
  • the control unit is configured to perform vehicle anti-skid control according to the target control torque.
  • control methods of the control unit include:
  • the road surface type is a uniformly adhered road surface, reduce the engine torque to the target control torque, and determine whether the left drive wheel and the right drive wheel slip after the time difference between the start time of reducing the engine torque and the current time exceeds the first slip time threshold.
  • the engine is controlled to maintain the target control torque; if the left driving wheel is slipping, the right driving wheel is not, and the slip amount of the left driving wheel exceeds the first slip amount Threshold, control the braking of the left driving wheel; if the right driving wheel slips, the left driving wheel does not slip, and the slip of the right driving wheel exceeds the first slip amount threshold, the braking of the right driving wheel is controlled; if the left driving wheel If the slip time of the right drive wheel and the left drive wheel both exceed the second slip time threshold, the left drive wheel and the right drive wheel are controlled to be braked.
  • the road surface type is a split adhesion road
  • the above-mentioned vehicle anti-skid control device is used to execute the vehicle anti-skid control method in the embodiment of the present application, and at least has modules corresponding to the above-mentioned vehicle anti-skid control method.
  • FIG. 10 is an electronic device provided by an embodiment of the present application, including:
  • the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the aforementioned vehicle anti-skid control method.
  • the processor in the electronic device can execute the above-mentioned vehicle anti-skid control method, and thus has at least the same advantages as the above-mentioned method.
  • the electronic device further includes interfaces for connecting various components, including a high-speed interface and a low-speed interface.
  • the various components are interconnected using different buses and may be mounted on a common motherboard or otherwise as desired.
  • the processor may process instructions executed within the electronic device, including instructions stored in or on memory to display graphical information of the GUI on an external input/output device, such as a display device coupled to the interface.
  • multiple processors and/or multiple buses may be used with multiple memories and multiple memories, if desired.
  • multiple electronic devices may be connected, each providing some of the necessary operations (eg, as a server array, a group of blade servers, or a multiprocessor system).
  • a processor 301 is used as an example.
  • the memory 302 can be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the vehicle anti-skid control method in the embodiments of the present application (for example, the Drive the anti-road type determination module 201, the vehicle target acceleration determination module 202 and the anti-skid control module 203).
  • the processor 301 executes various functional applications and data processing of the device by running the software programs, instructions and modules stored in the memory 302 , that is, to implement the above-mentioned vehicle anti-skid control method.
  • the memory 302 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Additionally, memory 302 may include high speed random access memory, and may also include nonvolatile memory, such as at least one magnetic disk storage device, flash memory device, or other nonvolatile solid state storage device. In some examples, memory 302 may include memory located remotely from processor 301, which may be connected to the device through a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.
  • the electronic device may further include: an input device 303 and an output device 304 .
  • the processor 301 , the memory 302 , the input device 303 and the output device 304 may be connected by a bus or in other ways, and the connection by a bus is taken as an example in FIG. 10 .
  • the input device 303 can receive input digital or character information
  • the output device 304 can include a display device, an auxiliary lighting device (eg, LED), and a tactile feedback device (eg, a vibration motor), and the like.
  • the display device may include, but is not limited to, a liquid crystal display (LCD), a light emitting diode (LED) display, and a plasma display. In some implementations, the display device may be a touch screen.
  • Embodiments of the present application further provide a medium, where computer instructions are stored thereon, and the computer instructions are used to cause the computer to execute the foregoing vehicle anti-skid control method.
  • the computer instructions in the medium are used to cause the computer to execute the above-mentioned vehicle anti-skid control method, and thus have at least the same advantages as the above-mentioned vehicle anti-skid control method.
  • the media in the present application may adopt any combination of one or more computer-readable media.
  • the medium may be a computer-readable signal medium or a computer-readable storage medium.
  • the medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus or device, or a combination of any of the above.
  • Examples of media include: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read only memory (ROM), erasable programmable read only Memory (EPROM or flash memory), fiber optics, portable compact disk read only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above.
  • a medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.
  • a computer-readable signal medium may include a propagated data signal in baseband or as part of a carrier wave, with computer-readable program code embodied thereon. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • a computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device .
  • Program code embodied on a computer readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program code for carrying out the operations of the present application may be written in one or more programming languages, including object-oriented programming languages—such as Java, Smalltalk, C++, but also conventional procedural languages, or a combination thereof.
  • Programming Language such as the "C" language or similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer, or entirely on the remote computer or server.
  • the remote computer may be connected to the user's computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (eg, using an Internet service provider through Internet connection).
  • LAN local area network
  • WAN wide area network

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Abstract

提供一种车辆防滑控制方法、装置、电子设备及介质，车辆防滑控制方法包括以下步骤：响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型（S110）；根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度（S120）；根据整车目标加速度，进行车辆的防滑控制（S130）。

Description

车辆防滑控制方法、装置、电子设备及介质
本申请要求在2021年01月28日提交中国专利局、申请号为202110115019.0的中国专利申请的优先权，该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆领域，例如，涉及一种车辆防滑控制方法、装置、电子设备及介质。
背景技术
驱动防滑控制(Acceleration Slip Regulation，ASR)是汽车主动安全关键技术之一。在冰雪路面以及冰雪沥青对开附着路面等极端恶劣道路条件下，由于道路条件可以提供给驱动轮的最大驱动力矩小于实际作用于驱动轮上的驱动力矩，从而引起驱动轮的过度滑转。当汽车滑转率超过百分之二十以上，此时汽车纵向附着系数会有所降低，而侧向附着系数急剧降低，由此导致汽车动力性不足，失去横向稳定性，严重时会造成重大的人员及财产损失。
车辆防滑控制方法中对均一附着路面(提供给车辆的左驱动轮附着力和右驱动轮附着力基本相同的路面)和对开附着路面(提供给车辆的左驱动轮附着力和右驱动轮附着力有明显差异的路面)采用不同的策略，在不同类型路面的控制策略中，都需要根据发动机目标控制扭矩来进行相应的防滑控制。
然而，发动机目标控制扭矩是通过比较发动机需要提供的扭矩与驾驶员期望扭矩(根据油门踏板开度得到)的大小来判断的(取二者的较小值)，而发动机需要提供的扭矩是根据车轮附着系数和轴荷得到地面给驱动轮的最大驱动力，进而得到发动机需要提供的扭矩，其中车轮附着系数会受到整车质量和道路坡道等系数的影响，对于不同的车辆车轮附着系数不同，需要进行大量的试验标定，实用性和鲁棒性较差。
有鉴于此，特提出本申请。
发明内容
本申请实施例提供了一种车辆防滑控制方法及装置、电子设备及介质，以提高防滑控制的实用性、鲁棒性和驱动防滑效果。
为了实现上述目的，本申请采用以下技术方案：
本申请提供了一种车辆防滑控制方法，包括以下步骤：
响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型；
根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度；
根据所述整车目标加速度，进行车辆防滑控制；
所述根据所述整车目标加速度，进行车辆防滑控制，包括：
根据整车目标加速度，计算基准发动机扭矩；
根据基准发动机扭矩，计算校正发动机扭矩；
根据基准发动机扭矩和校正发动机扭矩，计算车辆发动机的目标控制扭矩；
根据所述目标控制扭矩，进行车辆防滑控制。
作为可选可选的技术方案，所述根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度，包括：
若路面类型为均一附着路面，则根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；
若路面类型为对开附着路面，则根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；
其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定。
作为可选的技术方案，所述根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度，包括：
根据非驱动轮轮速和高附着侧驱动轮滑转时间，确定在高附着侧驱动轮滑转时，车辆非驱动轮的第一加速度；
根据非驱动轮轮速和低附着侧驱动轮滑转时间，确定在低附着侧驱动轮滑转时，车辆非驱动轮的第二加速度；
计算两倍的第一加速度与第二加速度的差值，得到对开附着路面下的整车目标加速度。
作为可选的技术方案，所述根据整车目标加速度，计算基准发动机扭矩，包括：
根据车辆质量、整车目标加速度、变速器传动比、主减速器传动比和传动系机械效率，确定基准发动机扭矩。
作为可选的技术方案，依照如下公式，确定基准发动机扭矩：
T BasedEngTorq＝(ma t×r)/(i g×i 0×η)；其中，T BasedEngTorq为基准发动机扭矩，m为车辆质量，a t为整车目标加速度，r为驱动轮半径，i g为变速器传动比，i 0为主减速器传动比，η为传动系机械效率。
作为可选的技术方案，所述根据基准发动机扭矩，计算校正发动机扭矩，包括：
根据初始校正发动机扭矩增速，计算初始校正发动机扭矩；
若初始校正发动机扭矩大于第一比例的基准发动机扭矩，则确定校正发动机扭矩为第一比例的基准发动机扭矩；
若初始校正发动机扭矩在第二比例的基准发动机扭矩与第一比例的基准发动机扭矩之间，确定校正发动机扭矩为初始校正发动机扭矩；
若初始校正发动机扭矩小于第二比例的基准发动机扭矩，确定校正发动机扭矩为第二比例的基准发动机扭矩。
作为可选的技术方案，若路面类型为均一附着路面，且车辆包括左驱动轮和右驱动轮，则所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
降低发动机扭矩至所述目标控制扭矩，判断降低发动机扭矩的开始时刻与当前时刻的时间差在超出第一滑转时间阈值后，左驱动轮是否滑转以及右驱动轮是否滑转；
若左驱动轮不滑转，且右驱动轮也不滑转，则控制发动机维持所述目标控制扭矩；
若左驱动轮滑转，右驱动轮不滑转，左驱动轮的滑转量超出第一滑转量阈值，则控制左驱动轮制动；
若右驱动轮滑转，左驱动轮不滑转，右驱动轮的滑转量超出第一滑转量阈值，则控制右驱动轮制动；
若左驱动轮的滑转时间和右驱动轮的滑转时间均超出第二滑转时间阈值，则控制左驱动轮制动和右驱动轮制动。
作为可选的技术方案，若路面类型为对开附着路面，则所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
降低发动机扭矩至所述目标控制扭矩，以控制低附着侧驱动轮制动；若低附着侧驱动轮在第一时间周期内不滑转，则降低低附着侧驱动轮的制动压力；
若降低制动压力后，低附着侧驱动轮滑转，则提高低附着侧驱动轮的制动压力；若降低制动压力后，低附着侧驱动轮不滑转，则再次降低低附着侧驱动轮的制动压力。
作为选的技术方案，若车辆包括左驱动轮和右驱动轮，则所述确定车辆行驶路面的路面类型包括：
若S1与S2的差值大于第一值，S1>S2且S2小于第二值，则确定路面类型为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；
若S2与S1的差值大于第一值，S2>S1且S1小于第二值，则确定路面类型为右驱动轮侧低附着的对开附着路面或左驱动轮侧高附着的对开附着路面；
若S1与S2差值的绝对值小于或等于第一值，则确定路面类型为均一附着路面；
其中，S1为左驱动轮滑转量，S2为右驱动轮滑转量，第一值大于第二值。
作为可选的技术方案，所述左驱动轮滑转量采用以下方式得到：
计算左驱动轮的轮速与非驱动轮轮速的差值；
根据计算得到的差值和待判断的目标时间，确定车辆左驱动轮的累计滑转量；将所述累计滑转量作为所述左驱动轮滑转量S1。
本申请提供了一种车辆防滑控制装置，包括：
路面类型判断模块，用于响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型；
整车目标加速度确定模块，用于根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度；若路面类型为均一附着路面，则根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；若路面类型为对开附着路面，则根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定；
防滑控制模块，用于根据所述整车目标加速度，进行车辆防滑控制。
本申请提供了一种电子设备，包括：
至少一个处理器；以及
与所述至少一个处理器通信连接的存储器；其中，
所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行上述的车辆防滑控制方法。
本申请提供了一种介质，所述介质上存储有计算机指令，所述计算机指令用于使所述计算机执行上述的车辆防滑控制方法。
与相关技术相比，本申请可以：
本申请提供的车辆防滑控制方法通过采用路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度，然后根据该整车目标加速度进行车辆防滑控制。该方法仅需采集非驱动轮轮速和驱动轮滑转时间即可进行车辆防滑控制，不受例如整车质量和道路坡度等参数的影响，不必进行复杂的道路系数的识别，实用性强、鲁棒性强，可直接使用在各种非全驱动汽车上，不用进行大量的实验标定，便可得到好的防滑效果。
附图说明
下面将对具体实施方式或相关技术描述中所需要使用的附图进行介绍。
图1是本申请实施例提供的一种车辆防滑控制方法的流程图；
图2是本申请实施例提供的另一种车辆防滑控制方法的流程图；
图3是在均一附着路面下各轮轮速示意图；
图4是在均一附着路面下期望力矩和目标需求扭矩示意图；
图5是在均一附着路面下各轮轮缸压力示意图；
图6是在对开路面下各轮轮速示意图；
图7是在对开路面下期望力矩和目标需求扭矩的示意图；
图8是在对开路面下各轮轮缸压力的示意图；
图9是本申请实施例提供的一种车辆防滑控制装置的结构示意图；
图10是本申请实施例提供的一种电子装置的结构示意图。
图标：201-路面类型判断模块；202-整车目标加速度确定模块；203-防滑控制模块；301-处理器；302-存储器；303-输入装置；304-输出装置。
具体实施方式
以下结合附图对本申请的示范性实施例做出说明。
图1是本申请实施例提供的一种车辆防滑控制方法的流程图，本实施例适用于在车辆行驶过程中，当车轮出现滑转时对车辆进行防滑控制的情况。该方法可以由车辆防滑控制装置来执行，该装置可以由软件和/或硬件构成，并一般集成在电子设备中。
如图1所示，本实施例提供了一种车辆防滑控制方法，该方法包括以下步骤。
S110、响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型。
本实施例的方法是基于对车辆驱动防滑控制事件的响应而进行的，进而确定车辆行驶路面的路面类型。路面类型是指路面所属的种类。路面类型可以根据实际需要设定。典型地，路面类型包括均一附着路面和对开附着路面。
本实施例对车辆驱动防滑控制事件的获得不做特别限制，采用本领域可实现的即可。例如可采用以下方式进行：对于非全轮驱动汽车而言，其非驱动轮轮速能较好的反应实际车速情况，当驱动轮轮速与非驱动轮平均轮速之差大于某一阈值且持续一定时间，汽车驱动防滑控制功能触发，进入驱动防滑控制。在低速下该阈值设定为一个常数，中等速度及高速时该阈值设定为速度的一次函数。
若车辆包括左驱动轮和右驱动轮，所述路面类型采用以下方式确定：
当S1与S2的差值大于第一值，判断路面为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；
当S2与S1的差值大于第一值，判断路面为右驱动轮侧低附着的对开附着路面或左驱动轮侧高附着的对开附着路面；
当S1与S2差值的绝对值小于或等于第一值，则判断路面为均一附着路面；
其中，S1为左驱动轮滑转量，S2为右驱动轮滑转量，第一值大于第二值。S1根据左驱动轮轮速和目标时间确定得到，为瞬时滑转量；S2根据右驱动轮轮速和目标时间确定得到，为瞬时滑转量。
以上确定方式存在路面类型判断不精准的问题，为了提高判断的精确性，可选地，若车辆包括左驱动轮和右驱动轮，所述路面类型采用以下方式确定：
当S1与S2的差值大于第一值，S1>S2且S2小于第二值时，判断路面为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；
当S2与S1的差值大于第一值，S2>S1且S1小于第二值时，判断路面为右驱动轮侧低附着的对开附着路面或左驱动轮侧高附着的对开附着路面；
当S1与S2差值的绝对值小于或等于第一值，则判断路面为均一附着路面；
其中，S1为左驱动轮滑转量，S2为右驱动轮滑转量，第一值大于第二值。
左驱动轮侧低附着是指在车辆左驱动轮滑转量大于右驱动轮滑转量的情况下，说明左驱动轮的附着力小于右驱动轮的附着力，此时定义为“左驱动轮侧低附着”。
右驱动轮侧高附着是指在车辆左驱动轮滑转量大于右驱动轮滑转量的情况下，说明右驱动轮的附着力大于左驱动轮的附着力，此时定义为“右驱动轮侧高附着”。
左驱动轮滑转量是指车辆在发生滑转时，左驱动轮滑转的距离。
右驱动轮滑转量是指车辆在发生滑转时，右驱动轮滑转的距离。
相关技术仅通过比较S1和S2的差值是否大于第一值来判断，存在判断不精准的问题。而本可选方式在判断对开附着路面类型时，不仅比较了S1和S2的差值是否大于第一值，还结合了S1或S2的大小，只有在S1或S2小于第二值时，才判断出对开附着路面的高附着侧和低附着侧，判断准确可靠。
可选地，所述左驱动轮滑转量根据左驱动轮和非驱动轮平均轮速得到，所得滑转量为瞬时滑转量(即某一时刻的滑转量)。为了提高所得滑转量的准确性，可选地，所述左驱动轮滑转量采用以下方式得到：
计算左驱动轮的轮速与非驱动轮平均轮速的差值；
根据计算得到的差值和待判断的目标时间，确定车辆左驱动轮的累计滑转量；将所述累计滑转量作为所述左驱动轮滑转量。
根据计算得到的差值和待判断的目标时间，确定车辆左驱动轮的累计滑转量，包括：计算该差值对待判断的目标时间的积分，得到车辆左驱动轮的累计滑转量。
所述右驱动轮滑转量采用以下方式得到：
计算右驱动轮的轮速与非驱动轮平均轮速的差值；
根据计算得到的差值和待判断的目标时间，确定车辆右驱动轮的累计滑转量；将所述累计滑转量作为所述右驱动轮滑转量。
实际驱动防滑过程中涉及到复杂的车况、路况条件，对附着的实时识别具有一定的难度，而且常常具有较大误差，会造成对路面条件的误判，影响实际驱动防滑控制效果，严重时还会造成重大的安全隐患。左侧驱动轮和右侧驱动轮在一定时间内的滑转情况可以快速准确的反映出道路状况。本可选方式采用计算得到的累计滑转量作为相应驱动轮的滑转量，对于车辆左驱动轮的累计滑转量和车辆右驱动轮的累计滑转量的计算，可选地，分别计算左驱动轮与非驱动轮平均轮速之差对时间的积分，以及右驱动轮轮速与非驱动轮平均轮速之差对时间的积分，且积分每个周期以百分之十五的速度衰减，防止驱动轮轮速与非驱动轮轮速之差的积分值过大，积分经衰减后，再经过单位换算后分别以S1、S2表示。当然，也可以只对相应轮速之差对时间积分，不进行速度衰减和单位 换算。
可选地，左驱动轮滑转量采用以下公式计算得到：
S1＝0.85×0.01×∫(V 驱_L-1/2×(V 非驱_L+V 非驱_R))dt；
其中，V 驱_L为左驱动轮的轮速，V 非驱_L为左非驱动轮的轮速，V 非驱_R为右非驱动轮的轮速。
可选地，右驱动轮滑转量采用以下公式计算得到：
S2＝0.85×0.01×∫(V 驱_R-1/2×(V 非驱_L+V 非驱_R))dt；
其中，V 驱_R为右驱动轮的轮速，V 非驱_L为左非驱动轮的轮速，V 非驱_R为右非驱动轮的轮速。
当采用以上左驱动轮滑转量和右驱动轮滑转量的公式计算后，发明人发现，当第一值为3，第二值为2时，所判断出的路面类型更加准确。
S120、根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度。
其中，非驱动轮轮速是指车辆非驱动轮的轮速，非驱动轮是指除车辆的驱动轮之外的其他车轮，轮速是指车轮的转速，单位为m/s。
驱动轮滑转时间是指车辆驱动轮发生滑转的时间。
整车目标加速度是指需要控制车辆达到或实现的加速度。
可选地，所述根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度，包括：
若路面类型为均一附着路面，则根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；
若路面类型为对开附着路面，则根据非驱动轮轮速和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度。
其中，所述低附着侧驱动轮滑转时间是指滑转量较大的驱动轮发生滑转的时间。上述方法中采用了低附着侧驱动轮滑转时间，来确定对开附着路面下的整车目标加速度，可最大程度抑制两个驱动轮的滑转，但由于高附着侧本身的滑转量较小，因而在实际控制时，低附着侧停止滑转时，高附着侧早已停止滑转，因而该方法存在一定程度的扭矩浪费。
可选地，所述根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度，包括：
若路面类型为均一附着路面，则根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；
若路面类型为对开附着路面，则根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；
其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定。比较左驱动轮滑转量与右驱动轮滑转量大小，滑转量偏大的一侧驱动轮为低附着侧驱动轮，滑转量偏小的一侧驱动轮为高附着侧驱动轮。
在均一附着路面上，驱动轮两侧附着差可以忽略不计，可以将两侧驱动轮附着看成是一致的，在两驱动轮出现较大滑转时，此时两侧驱动轮均充分利用了地面附着，计算该段时间内的非驱动轮平均轮速加速度a1，该加速度可以看成均一附着路面上的整车目标加速度a t1。可选地，均一附着路面下的整车目标加速度的计算公式为：a t1＝a1＝du/dy 1；其中，a t1为均一附着路面下的整车目标加速度，单位为m/s 2，a1为均一附着路面驱动轮滑转时非驱动轮平均轮速加速度，单位为m/s 2，u为非驱动轮平均轮速，单位为m/s，t 1为驱动轮滑转的时间，单位为s。
差速器是将驱动力矩平均分配到左右驱动轮上，因而在对开路面上，地面给高附着侧驱动轮提供的驱动力远大于低附着侧，此时的整车目标加速度与均一附着上整车目标加速度略有不同，只有低附着侧和高附着侧均充分利用了路面附着，此时的非驱动轮加速度才可以看成是目标加速度。
在对开附着路面上，低附着侧更容易滑转，增加驱动力矩时低附着侧驱动轮首先出现滑转，此时低附着侧附着得到充分利用，而高附着侧还未到达其极限，算出低附着侧滑转这一时间段时的非驱动轮平均轮速加速度a2。
为充分利用高附着侧附着，在低附着侧驱动轮打滑得到一定抑制后快速增加发动机目标控制扭矩，而给低附着侧以一定的制动压力，此时高附着侧附着也得以充分利用，而低附着侧驱动轮轮速在驱动力矩和制动力矩的共同作用下维持在非驱动轮平均轮速附近，算出高附着侧打滑这一时间段非驱动轮平均轮速加速度a3。
可选地，对开附着路面下的整车目标加速度的计算公式为：a t2＝2×a3-a2，a2＝du/dt 2，a3＝du/dy 3；其中，a t2为对开附着路面下的整车目标加速度(单位为m/s 2)，a2为对开附着路面上低附着侧驱动轮滑转时的非驱动轮平均轮速加速度(单位为m/s 2)，u为非驱动轮平均轮速(单位为m/s)，t 2为对开附着路面上低附着侧驱动轮滑转的时间(单位为s)，a3为对开附着路面上高附着侧驱动轮滑转时的非驱动轮平均轮速加速度(单位为m/s 2)，t 3为对开附着 路面上高附着侧驱动轮滑转时的时间(单位为s)。
S130、根据所述整车目标加速度，进行车辆防滑控制。
在对车辆进行防滑控制时，要综合考虑路面类型，对于均一附着路面，可分为三种不同控制情况：一是在一般附着时驱动轮出现滑转，此时通过降低发动机扭矩控制就可以使两侧驱动轮轮速都快速收敛到非驱动轮轮速附近；二是在一般附着时驱动轮出现滑转，此时通过降低发动机扭矩控制使一侧驱动轮轮速快速收敛到非驱动轮轮速附近，而另一侧驱动轮滑转仍较大，此时需要给滑转较大一侧施加一定制动控制；三是在较低附着工况时，驱动轮出现滑转，此时通过单纯的降低发动机扭矩并不能使驱动轮轮速快速收敛到非驱动轮轮速附近，需要额外增加一定的制动压力才能达到这一目的。对于对开附着路面，为了充分利用高附着侧的附着，在使驱动力矩不超过驾驶员需求的力矩范围内，应使驱动力矩尽量接近于高附着侧路面可以提供的最大驱动力附近，以充分利用该侧附着，提高车辆动力性；然而此时低附着侧必定会发生滑转，在该侧施加一定制动压力以增加该侧负载，抑制低附着侧驱动轮滑转，保证车辆稳定性。
对于发动机扭矩控制，只需计算出发动机目标控制扭矩，发送给发动机管理，实现该目标控制扭矩。目标控制扭矩包含前馈控制和反馈控制，前馈控制通过计算驱动轮滑转初始阶段的平均加速度，此时可认为作用于驱动轮上的驱动扭矩已达到最大值，可将该平均加速度看成是车辆在该种道路条件下可以达到的最大加速度，根据汽车纵向动力学方程，实时估算汽车总质量，便可算出前馈扭矩值，该种方法同传统的根据估计出的两侧驱动轮的附着，从而计算出在该路面条件下汽车的最大驱动力不同，具有实施起来方便，不依赖于识别的道路条件以及车辆其他参量的影响，在任何情况下均可方便计算出最大的驱动力矩等优点，我们称该力矩为基准发动机力矩。反馈控制起到校正基准发动机扭矩的作用，采用逻辑门限控制，根据驱动轮与非驱动轮轮速差以及驱动轮轮速加速度、时间门限等门限值，确定扭矩的增速，经过积分后加到基准发动机扭矩上，实现对发动机扭矩的计算，使驱动轮轮速收敛在非驱动轮轮速附近，保证车辆纵向动力性能的同时，又能有较好的横向稳定性能，称该扭矩为校正发动机扭矩。
对于制动压力控制，通过发送相应的ASR阀、ABS阀指令，使阀体动作响应发出的指令，可实现对各轮制动压力的增压、保压和减压控制。
因而可选地，如图2所示，所述根据所述整车目标加速度，进行车辆防滑控制，包括：
S1301、根据整车目标加速度，计算基准发动机扭矩。
所述根据整车目标加速度，计算基准发动机扭矩，包括：根据车辆质量、整车目标加速度、变速器传动比、主减速器传动比和传动系机械效率，确定基准发动机扭矩。
基准发动机扭矩的计算公式可选为：
Figure PCTCN2021124371-appb-000001
F t＝ma t；其中，T BasedEngTorq为基准发动机扭矩，r为驱动轮半径，i g为变速器传动比，i 0为主减速器传动比，η为传动系机械效率，F t为驱动力，m为车辆质量，a t为整车目标加速度。
上述F t＝ma t根据汽车纵向动力学公式：ma t＝Ft-Fi-Fw-Fj得到；式中，m为车辆质量，a t为整车目标加速度，Ft为驱动力，Fi为坡道阻力，Fw为风阻，Fj为加速阻力，忽略坡道的影响，Fi为0；驱动防滑控制基本在低速小档位才能触发，而空气阻力与速度的平方成正比，该工况下空气阻力较小，Fw近似为0。Fj相对Ft来说较小，可忽略不计。根据求得的整车目标加速度整车目标加速度，忽略坡道阻力和风阻，可以算出驱动轮上的驱动力，从而根据传动系的特性，求出基准发动机扭矩T BasedEngTorg(如前所述)。
S1302、根据基准发动机扭矩，计算校正发动机扭矩。
所述根据基准发动机扭矩，计算校正发动机扭矩，包括：
根据初始校正发动机扭矩增速，计算初始校正发动机扭矩；
若初始校正发动机扭矩大于第一比例的基准发动机扭矩，则确定校正发动机扭矩为第一比例的基准发动机扭矩；
若初始校正发动机扭矩在第二比例的基准发动机扭矩与第一比例的基准发动机扭矩之间，确定校正发动机扭矩为初始校正发动机扭矩；
若初始校正发动机扭矩小于第二比例的基准发动机扭矩，确定校正发动机扭矩为第二比例的基准发动机扭矩。
其中，初始校正发动机扭矩增速是指用于校正基准发动机的扭矩增速的初始校正值，该初始校正发动机扭矩增速可根据驱动轮滑转量、驱动轮加速度和时间门限的阈值来确定得到。
初始校正发动机扭矩是指用于校正基准发动机扭矩的偏差而设定的初始校正值，可以通过计算校正发动机扭矩增速对时间的积分得到。
基准发动机扭矩是指为了控制车辆实现整车目标加速度所需的发动机扭矩。
第一比例大于第二比例，一般而言，第一比例为某一正数，第二比例为某一负数，第一比例和第二比例根据校正发动机扭矩在目标发动机扭矩中的权重 而定。
基准发动机扭矩由于质量估计误差、目标加速度计算不准确等一些原因，其会在预期发动机扭矩上下浮动，造成驱动轮滑转或影响整车动力性能。校正发动机扭矩是校正基准发动机扭矩的偏差，以更好的提高汽车的性能。在基准发动机扭矩作用下若驱动轮仍在滑转，通过降低校正发动机扭矩使其为负来抑制驱动轮的滑转，若驱动轮未滑转，此时可稍微提高校正发动机扭矩以进一步提高汽车的动力性。初始校正发动机扭矩根据逻辑门限控制法确定，根据驱动轮滑转量、驱动轮加速度和时间门限等阈值来确定初始校正发动机扭矩增速。在驱动轮滑转量较大时，初始校正发动机扭矩增速为负，减小驱动扭矩，防止驱动轮的滑转，相反，在驱动轮滑转量较小时，初始校正发动机扭矩增速较小；在轮加速度较大时，初始校正发动机扭矩增速较小，在轮加速度较小时，初始校正发动机扭矩较大；在一定时间内一直未滑转或滑转一直未消除，初始校正发动机扭矩增速进一步增大或减少以增大汽车动力性或快速抑制驱动轮打滑。
初始校正发动机扭矩为校正发动机扭矩增速的积分：
T EngTorqAdjust1＝∫T EngTorqAdjustSpddt；
其中，T EngTorqAdjust1为初始校正发动机扭矩，单位为N.m，T EngTorqAdjustSpd为初始校正发动机扭矩增速，单位为N.m/s。
根据基准发动机扭矩和校正发动机扭矩的含义，基准发动机扭矩是使车辆利用当前道路附着的一个基准值，使驱动轮充分利用路面附着，提高动力性能，校正发动机扭矩是为弥补基准发动机扭矩的误差，当基准扭矩偏大时，通过降低校正发动机扭矩抑制驱动轮的滑转，当基准扭矩偏小时，通过提高校正发动机扭矩来进一步提高整车动力性。发动机目标控制扭矩应以基准发动机扭矩为主，校正发动机扭矩起到一个辅助的作用，因此限制校正发动机扭矩在基准发动机扭矩的正负百分之四十范围内。
Figure PCTCN2021124371-appb-000002
S1303、根据基准发动机扭矩和校正发动机扭矩，计算车辆发动机的目标控制扭矩。
可选地，发动机目标控制扭矩的计算公式为：
T EngTorqDemand＝T BasedEngTorq+T EngTorqAdjust。
其中，T EngTorqDemand为发动机目标控制扭矩，T BasedEngTorq为基准发动机扭矩，T EngTorqAdjust为校正发动机扭矩。
S1304、根据所述目标控制扭矩，进行车辆防滑控制。
随着安全法规的不断提高以及人们安全意识的不断提升，驱动防滑控制越来越多的应用于汽车上，很多汽车驱动防滑控制技术以制动控制为主要控制方式，而以驱动控制为辅，在车轮出现大的滑转现象时，施加以较大的制动强度来抑制车轮的滑转，使制动力矩与驱动力矩对耗，造成比较大的能源浪费，车轮加速度抖动较大，驾驶员主观体验感差。本实施例基于以上问题，可采用以下方式进行防滑控制：
(a)若路面类型为均一附着路面，则所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
降低发动机扭矩至所述目标控制扭矩，判断降低发动机扭矩的开始时刻与当前时刻的时间差在超出第一滑转时间阈值后，左驱动轮和右驱动轮是否滑转；
若左驱动轮和右驱动轮不滑转，则控制发动机维持所述目标控制扭矩；
若左驱动轮滑转，右驱动轮不滑转，左驱动轮的滑转量超出第一滑转量阈值，则控制左驱动轮制动；
若右驱动轮滑转，左驱动轮不滑转，右驱动轮的滑转量超出第一滑转量阈值，则控制右驱动轮制动；
若左驱动轮和右驱动轮的滑转时间均超出第二滑转时间阈值，则控制左驱动轮和右驱动轮制动。
其中，上述“第一滑转时间阈值”是指在降低发动机扭矩至所述目标控制扭矩后，所限定的左驱动轮或右驱动轮不滑转的最短时间。
“第二滑转时间阈值”是指在降低发动机扭矩至所述目标控制扭矩后，所限定的左驱动轮和右驱动轮仍然发生滑转的最长时间。
第一滑转时间阈值小于第二滑转时间阈值。
一般情况下，均一附着路面不需制动，仅靠降低发动机扭矩就可以消除驱动轮的滑转。有两种情况需要施加一定的制动。
在汽车使用过程中左右侧驱动轮并不是完全一致，通过单纯的降低发动机目标控制扭矩会出现一侧驱动轮滑转量已经较小，而另一侧滑转量还较大的情况，此时需要给滑转量仍较大一侧驱动轮以一定的制动控制。制动控制采用逻辑门限控制，若滑转量，轮加速度较大时，给定增压指令，在滑转量、轮加速度中等时，进行保压，当滑转量很小且加速度很小时进行减压控制。通过该种方法可以使得大滑转一侧的驱动轮滑转得以快速消除，提高汽车的动力性及横向稳定性。
另一种是两侧同时制动，该种情况判断依据是仅靠发动机扭矩无法快速抑制驱动轮的打滑，判断条件是依据轮减速时的减速度，若减速度过小，驱动轮达到非驱动轮轮速附近所用时间长，驱动轮长期处于滑转状态具有较大的交通隐患。当发动机输出扭矩已基本接近最低输出扭矩时，但由于汽车此时驱动力仍超过该附着下地面所能提供的最大驱动力，而进一步降低发动机目标控制扭矩是不可能的，只能通过施加一定的制动控制来快速抑制驱动轮轮速到非驱动轮轮速附近。控制逻辑同均一附着条件下的一侧驱动轮制动控制。
若两侧轮的滑转量在几个周期内都很小，此时退出均一附着路面的制动控制，回到判断此时路面类型的步骤，再次根据路面类型进入相应的车辆防滑控制，若不进入制动控制，则不需要制动。
(b)若路面类型为对开附着路面，则所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
降低发动机扭矩至所述目标控制扭矩，控制低附着侧驱动轮制动；若低附着侧驱动轮在第一时间周期内不滑转，则控制降低制动压力；
若控制降低制动压力后，低附着侧驱动轮滑转，则控制提高低附着侧驱动轮的制动压力；若控制降低制动压力后，低附着侧驱动轮不滑转，则再次控制降低低附着侧驱动轮的制动压力。
对于对开路面而言，低附着侧路面所能提供的最大驱动力远小于高附着侧，为了充分利用高附着侧的附着，需要在低附着侧施加一定的主动制动，增加驱动负载，提高发动机输出扭矩，以充分利用高附着侧路面附着，同时低附着侧驱动轮仍维持在稳定的范围内。
判别对开路面后，根据低附着侧驱动轮的滑转量、轮加速度等确定增压指令，使制动压力达到一定值，抑制低附着侧轮滑转后保持该压力。当在一定周期时间内低附着侧驱动轮都不滑转时，给一个最小周期降压指令，使压力稍微下降，以防止驱动力矩和制动力矩的对耗，根据低附着侧滑转量进行反馈，若制动压力下降后，低附着侧驱动轮仍未滑转，重复上述一定周期时间内的减压指令，若制动压力下降后，低附着侧又出现滑转，此时应该给一个最小周期增压指令以抑制低附着侧驱动轮滑转。
若一段时间内经过多次减压保压循环低附着侧的驱动轮始终未滑转，此时便退出对开路面低附着侧的制动压力控制。退出制动控制后，回到判断此时路面类型的步骤，再次根据路面类型进入相应的车辆防滑控制，若不进入制动控制，则不需要制动。
可选地，在进行车辆防滑控制后，还包括退出驱动防滑控制的步骤：
当此时无制动且发动机目标控制扭矩等于驾驶员期望扭矩，且该状态持续一定时间，便会退出驱动防滑控制，或者当感应到驾驶员踩下制动踏板时，便会退出驱动防滑控制，再或者车速太大时，此时退出驱动防滑控制。
图3至图8依次呈现了本申请实施例提供的车辆防滑控制方法在均一附着路面和对开附着路面下控制时的轮缸压力、轮速、力矩和扭矩等情况。其中，图4和图8中的期望力矩即为驾驶员期望扭矩，目标需求扭矩即为发动机目标控制扭矩。
需要说明的是，本实施例中的车辆包括但不限于商用车和/或乘用车。
如图9所示，本申请实施例还提供了一种车辆防滑控制装置，包括：
路面类型判断模块201，用于响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型。
可选地，所述路面类型判断模块201包括：
车辆左驱动轮滑转量计算单元，用于根据左驱动轮轮速与非驱动轮轮速，计算左驱动轮滑转量S1；
车辆右驱动轮滑转量计算单元，用于根据右驱动轮轮速与非驱动轮轮速，计算右驱动轮滑转量S2；
判断单元，用于根据S1和S2的大小，判断路面类型；当S1与S2的差值大于第一值，S1>S2且S2小于第二值时，判断路面为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；当S2与S1的差值大于第一值，S2>S1且S1小于第二值时，判断路面为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；当S1与S2差值的绝对值小于或等于第一值，则判断路面为均一附着路面；其中，第一值大于第二值。
整车目标加速度确定模块202，用于根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度。若路面类型为均一附着路面，则根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；若路面类型为对开附着路面，则根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定。
可选地，所述整车目标加速度确定模块202包括：
均一附着路面下的整车目标加速度确定单元，用于根据非驱动轮轮速和驱 动轮滑转时间，确定均一附着路面下的整车目标加速度；
对开附着路面下的整车目标加速度确定单元，用于非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；
其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定。
可选地，所述对开附着路面下的整车目标加速度确定单元包括：
高附着侧驱动轮滑转时的非驱动轮轮速加速度确定单元，用于根据非驱动轮轮速和高附着侧驱动轮滑转时间，确定高附着侧驱动轮滑转时的非驱动轮轮速加速度；
低附着侧驱动轮滑转时的非驱动轮轮速加速度确定单元，用于根据非驱动轮轮速和低附着侧驱动轮滑转时间，确定低附着侧驱动轮滑转时的非驱动轮轮速加速度；
整车目标加速度确定单元，用于计算两倍的高附着侧驱动轮滑转时的非驱动轮轮速加速度与低附着侧驱动轮滑转时的非驱动轮轮速加速度的差值，得到对开附着路面下的整车目标加速度。
防滑控制模块203，用于根据所述整车目标加速度，进行车辆防滑控制。
可选地，所述防滑控制模块203包括：
基准发动机扭矩计算单元，用于根据整车目标加速度，计算基准发动机扭矩；
校正发动机扭矩计算单元，用于根据基准发动机扭矩，计算校正发动机扭矩；
目标控制扭矩计算单元，用于根据基准发动机扭矩和校正发动机扭矩，计算车辆发动机的目标控制扭矩；
控制单元，用于根据所述目标控制扭矩，进行车辆防滑控制。
所述控制单元的控制方式包括：
若路面类型为均一附着路面，则降低发动机扭矩至所述目标控制扭矩，判断降低发动机扭矩的开始时刻与当前时刻的时间差在超出第一滑转时间阈值后，左驱动轮和右驱动轮是否滑转；若左驱动轮和右驱动轮不滑转，则控制发动机维持所述目标控制扭矩；若左驱动轮滑转，右驱动轮不滑转，左驱动轮的滑转量超出第一滑转量阈值，则控制左驱动轮制动；若右驱动轮滑转，左驱动轮不滑转，右驱动轮的滑转量超出第一滑转量阈值，则控制右驱动轮制动；若 左驱动轮和右驱动轮的滑转时间均超出第二滑转时间阈值，则控制左驱动轮和右驱动轮制动。
若路面类型为对开附着路面，则降低发动机扭矩至所述目标控制扭矩，控制低附着侧驱动轮制动；若低附着侧驱动轮在第一时间周期内不滑转，则控制降低制动压力；若控制降低制动压力后，低附着侧驱动轮滑转，则控制提高低附着侧驱动轮的制动压力；若控制降低制动压力后，低附着侧驱动轮不滑转，则再次控制降低低附着侧驱动轮的制动压力。
上述车辆防滑控制装置用于执行本申请实施例中的车辆防滑控制方法，至少具有与上述车辆防滑控制方法相应的模块。
图10是本申请实施例提供的一种电子设备，包括：
至少一个处理器；以及
与所述至少一个处理器通信连接的存储器；其中，
所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行前述的车辆防滑控制方法。
该电子设备中的处理器能够执行上述车辆防滑控制方法，因而至少具有与上述方法相同的优势。
可选地，该电子设备中还包括用于连接各部件的接口，包括高速接口和低速接口。各个部件利用不同的总线互相连接，并且可以被安装在公共主板上或者根据需要以其它方式安装。处理器可以对在电子设备内执行的指令进行处理，包括存储在存储器中或者存储器上以在外部输入/输出装置(诸如，耦合至接口的显示设备)上显示GUI的图形信息的指令。在其它实施方式中，若需要，可以将多个处理器和/或多条总线与多个存储器和多个存储器一起使用。同样，可以连接多个电子设备，各个设备提供部分必要的操作(例如，作为服务器阵列、一组刀片式服务器、或者多处理器系统)。图10中以一个处理器301为例。
存储器302作为一种计算机可读存储介质，可用于存储软件程序、计算机可执行程序以及模块，如本申请实施例中的车辆防滑控制方法对应的程序指令/模块(例如，车辆防滑控制装置中的驱动防路面类型判断模块201、整车目标加速度确定模块202和防滑控制模块203)。处理器301通过运行存储在存储器302中的软件程序、指令以及模块，从而执行设备的各种功能应用以及数据处理，即实现上述的车辆防滑控制方法。
存储器302可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需的应用程序；存储数据区可存储根据终端的使用所创建的数据等。此外，存储器302可以包括高速随机存取存储器，还可以包括非易失性存储器，例如至少一个磁盘存储器件、闪存器件、或其他非易失性固态存储器件。在一些实例中，存储器302可包括相对于处理器301远程设置的存储器，这些远程存储器可以通过网络连接至设备。上述网络的实例包括但不限于互联网、企业内部网、局域网、移动通信网及其组合。
该电子设备还可以包括：输入装置303和输出装置304。处理器301、存储器302、输入装置303和输出装置304可以通过总线或者其他方式连接，图10中以通过总线连接为例。
输入装置303可接收输入的数字或字符信息，输出装置304可以包括显示设备、辅助照明装置(例如，LED)和触觉反馈装置(例如，振动电机)等。该显示设备可以包括但不限于，液晶显示器(LCD)、发光二极管(LED)显示器和等离子体显示器。在一些实施方式中，显示设备可以是触摸屏。
本申请实施例还提供了一种介质，所述介质上存储有计算机指令，所述计算机指令用于使所述计算机执行前述的车辆防滑控制方法。该介质中的计算机指令用于使计算机执行上述车辆防滑控制方法，因而至少具有与上述车辆防滑控制方法相同的优势。
本申请中的介质，可以采用一个或多个计算机可读的介质的任意组合。介质可以是计算机可读信号介质或者计算机可读存储介质。介质例如可以是——但不限于——电、磁、光、电磁、红外线、或半导体的系统、装置或器件，或者任意以上的组合。介质的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式计算机磁盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑磁盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。在本文件中，介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行系统、装置或者器件使用或者与其结合使用。
计算机可读的信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了计算机可读的程序代码。这种传播的数据信号可以采用多种形式，包括但不限于电磁信号、光信号或上述的任意合适的组合。计算机可读的信号介质还可以是计算机可读存储介质以外的任何计算机可读介质，该计算机可读介质可以发送、传播或者传输用于由指令执行系统、装置或者器件使用或者与其结合使用的程序。
计算机可读介质上包含的程序代码可以用任何适当的介质传输，包括但不限于无线、电线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言或其组合来编写用于执行本申请操作的计算机程序代码，程序设计语言包括面向对象的程序设计语言—诸如Java、Smalltalk、C++，还包括常规的过程式程序设计语言—诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种类的网络——包括局域网(LAN)或广域网(WAN)—连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。
应该理解的是，可以使用上面所示的各种形式的流程，重新排序、增加或删除步骤。例如，本发申请中记载的各步骤可以并行地执行也可以顺序地执行也可以不同的次序执行，只要能够实现本申请公开的技术方案所期望的结果，本文在此不进行限制。

Claims (12)

  1. 一种车辆防滑控制方法，包括以下步骤：
    响应车辆驱动防滑控制事件，确定车辆行驶路面的路面类型；
    根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度；
    根据所述整车目标加速度，进行车辆防滑控制；
    所述根据所述整车目标加速度，进行车辆防滑控制，包括：
    根据整车目标加速度，计算基准发动机扭矩；
    根据基准发动机扭矩，计算校正发动机扭矩；
    根据基准发动机扭矩和校正发动机扭矩，计算车辆发动机的目标控制扭矩；
    根据所述目标控制扭矩，进行车辆防滑控制；
    其中，所述根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度，包括：
    在路面类型为均一附着路面的情况下，根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；
    在路面类型为对开附着路面的情况下，根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；
    其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定；所述驱动轮滑转量是指车辆在发生滑转时，驱动轮滑转的距离。
  2. 根据权利要求1所述的车辆防滑控制方法，其中，所述根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度，包括：
    根据非驱动轮轮速和高附着侧驱动轮滑转时间，确定在高附着侧驱动轮滑转时，车辆非驱动轮的第一加速度；
    根据非驱动轮轮速和低附着侧驱动轮滑转时间，确定在低附着侧驱动轮滑转时，车辆非驱动轮的第二加速度；
    计算两倍的第一加速度与第二加速度的差值，得到对开附着路面下的整车目标加速度。
  3. 根据权利要求1所述的车辆防滑控制方法，其中，所述根据整车目标加速度，计算基准发动机扭矩，包括：
    根据车辆质量、整车目标加速度、变速器传动比、主减速器传动比和传动系机械效率，确定基准发动机扭矩。
  4. 根据权利要求3所述的车辆防滑控制方法，其中，依照如下公式，确定基准发动机扭矩：
    T BasedEngTorq＝(ma t×r)/(i g×i 0×η)；其中，T BasedEngTorq为基准发动机扭矩，m为车辆质量，a t为整车目标加速度，r为驱动轮半径，i g为变速器传动比，i 0为主减速器传动比，η为传动系机械效率。
  5. 根据权利要求1所述的车辆防滑控制方法，其中，所述根据基准发动机扭矩，计算校正发动机扭矩，包括：
    根据初始校正发动机扭矩增速，计算初始校正发动机扭矩；所述初始校正发动机扭矩增速是指用于校正基准发动机的扭矩增速的初始校正值，所述初始校正发动机扭矩是指用于校正基准发动机扭矩的偏差而设定的初始校正值；
    在初始校正发动机扭矩大于第一比例的基准发动机扭矩的情况下，确定校正发动机扭矩为第一比例的基准发动机扭矩；
    在初始校正发动机扭矩在第二比例的基准发动机扭矩与第一比例的基准发动机扭矩之间的情况下，确定校正发动机扭矩为初始校正发动机扭矩；
    在初始校正发动机扭矩小于第二比例的基准发动机扭矩的情况下，确定校正发动机扭矩为第二比例的基准发动机扭矩。
  6. 根据权利要求1-5任一项所述的车辆防滑控制方法，其中，在路面类型为均一附着路面，且车辆包括左驱动轮和右驱动轮的情况下，所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
    降低发动机扭矩至所述目标控制扭矩，判断降低发动机扭矩的开始时刻与当前时刻的时间差在超出第一滑转时间阈值后，左驱动轮是否滑转以及右驱动轮是否滑转；
    在左驱动轮不滑转，且右驱动轮也不滑转的情况下，则控制发动机维持所述目标控制扭矩；
    在左驱动轮滑转，右驱动轮不滑转，左驱动轮的滑转量超出第一滑转量阈值的情况下，控制左驱动轮制动；所述左驱动轮的滑转量是指车辆在发生滑转时，左驱动轮滑转的距离；
    在右驱动轮滑转，左驱动轮不滑转，右驱动轮的滑转量超出第一滑转量阈值的情况下，控制右驱动轮制动；所述右驱动轮的滑转量是指车辆在发生滑转 时，右驱动轮滑转的距离；
    在左驱动轮的滑转时间和右驱动轮的滑转时间均超出第二滑转时间阈值的情况下，控制左驱动轮制动和右驱动轮制动。
  7. 根据权利要求1-5任一项所述的车辆防滑控制方法，其中，在路面类型为对开附着路面的情况下，所述根据所述目标控制扭矩，进行车辆防滑控制，包括：
    降低发动机扭矩至所述目标控制扭矩，以控制低附着侧驱动轮制动；在低附着侧驱动轮在第一时间周期内不滑转的情况下，降低低附着侧驱动轮的制动压力；
    在降低制动压力后，低附着侧驱动轮滑转的情况下，提高低附着侧驱动轮的制动压力；在降低制动压力后，低附着侧驱动轮不滑转的情况下，再次降低低附着侧驱动轮的制动压力。
  8. 根据权利要求1-5任一项所述的车辆防滑控制方法，其中，在车辆包括左驱动轮和右驱动轮的情况下，所述确定车辆行驶路面的路面类型包括：
    在S1与S2的差值大于第一值，S1>S2且S2小于第二值的情况下，确定路面为左驱动轮侧低附着的对开附着路面或右驱动轮侧高附着的对开附着路面；
    在S2与S1的差值大于第一值，S2>S1且S1小于第二值的情况下，确定路面为右驱动轮侧低附着的对开附着路面或左驱动轮侧高附着的对开附着路面；
    在S1与S2差值的绝对值小于或等于第一值的情况下，确定路面为均一附着路面；
    其中，S1为左驱动轮滑转量，S2为右驱动轮滑转量，第一值大于第二值；
    所述左驱动轮滑转量是指车辆在发生滑转时，左驱动轮滑转的距离；所述右驱动轮滑转量是指车辆在发生滑转时，右驱动轮滑转的距离。
  9. 根据权利要求8所述的车辆防滑控制方法，其中，所述左驱动轮滑转量采用以下方式得到：
    计算左驱动轮的轮速与非驱动轮轮速的差值；
    根据计算得到的差值和待判断的目标时间，确定车辆左驱动轮的累计滑转量；将所述累计滑转量作为所述左驱动轮滑转量，所述左驱动轮的累计滑转量是指左驱动轮在一定时间内的滑转量的累计值。
  10. 一种车辆防滑控制装置，包括：
    路面类型判断模块，用于响应车辆驱动防滑控制事件，确定车辆行驶路面 的路面类型；
    整车目标加速度确定模块，用于根据确定的路面类型、非驱动轮轮速和驱动轮滑转时间，确定车辆的整车目标加速度；在路面类型为均一附着路面的情况下，根据非驱动轮轮速和驱动轮滑转时间，确定均一附着路面下的整车目标加速度；在路面类型为对开附着路面的情况下，根据非驱动轮轮速、高附着侧驱动轮滑转时间和低附着侧驱动轮滑转时间，确定对开附着路面下的整车目标加速度；其中，所述低附着侧驱动轮和所述高附着侧驱动轮根据不同侧的驱动轮滑转量确定；
    防滑控制模块，用于根据所述整车目标加速度，进行车辆防滑控制。
  11. 一种电子设备，包括：
    至少一个处理器；以及
    与所述至少一个处理器通信连接的存储器；其中，
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行权利要求1-9任一项所述的车辆防滑控制方法。
  12. 一种介质，所述介质上存储有计算机指令，所述计算机指令用于使所述计算机执行权利要求1-9任一项所述的车辆防滑控制方法。
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