WO2025256002A1 - 一种车辆行驶控制方法、装置、制动系统和车辆 - Google Patents

一种车辆行驶控制方法、装置、制动系统和车辆

Info

Publication number
WO2025256002A1
WO2025256002A1 PCT/CN2024/123714 CN2024123714W WO2025256002A1 WO 2025256002 A1 WO2025256002 A1 WO 2025256002A1 CN 2024123714 W CN2024123714 W CN 2024123714W WO 2025256002 A1 WO2025256002 A1 WO 2025256002A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
vehicle
sub
drive motor
target torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/123714
Other languages
English (en)
French (fr)
Inventor
孟祥希
李帅
李昕聪
李天竺
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FAW Group Corp
Original Assignee
FAW Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Publication of WO2025256002A1 publication Critical patent/WO2025256002A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • This application relates to the field of vehicle control technology, and in particular to a vehicle driving control method, device, braking system and vehicle.
  • An integrated redundant braking system is a braking system that integrates multiple braking functions and has the capability to switch to a backup actuator when the primary actuator fails.
  • the hydraulic braking system and drive motor within the integrated redundant braking system are often controlled to increase the vehicle's traction on the road surface, thereby ensuring stable vehicle operation.
  • the drive motor if the torque variation or fluctuation of the drive motor per unit time is large, it will impact the drive motor and its torque.
  • Related technologies lack consideration for this situation, and the accuracy of motor control and traction control needs improvement.
  • This application provides a vehicle driving control method, device, braking system, and vehicle to improve the traction control accuracy and driving control accuracy of a vehicle.
  • embodiments of this application provide a vehicle driving control method, which includes the following steps:
  • a first target torque associated with the vehicle's hydraulic braking system and a second target torque associated with the vehicle's drive motor are obtained.
  • the second target torque is decomposed to obtain a first sub-torque and a second sub-torque
  • the hydraulic braking system is controlled based on the first target torque and the first sub-torque, and the drive motor is controlled based on the second sub-torque.
  • vehicle driving control method may also have the following additional technical features:
  • acquiring a first target torque associated with the vehicle's hydraulic braking system and acquiring a second target torque associated with the vehicle's drive motor include:
  • Proportional-integral-derivative control is performed based on the slip ratio of the vehicle to obtain a first target torque associated with the vehicle's hydraulic braking system and a second target torque associated with the vehicle's drive motor.
  • the step of decomposing the second target torque to obtain a first sub-torque and a second sub-torque includes:
  • the second target torque is decomposed to obtain the first sub-torque and the second sub-torque.
  • the first sub-torque is the difference between the second target torque and the second sub-torque
  • the second sub-torque is the maximum torque value corresponding to the braking capability of the drive motor.
  • controlling the hydraulic braking system based on the first target torque and the first sub-torque includes:
  • the hydraulic braking system is controlled based on the third target torque.
  • the step of decomposing the second target torque to obtain a first sub-torque and a second sub-torque includes:
  • the second target torque is decomposed to obtain a first sub-torque and a second sub-torque, where the first sub-torque is zero and the second sub-torque is the second target torque.
  • the method further includes the following steps:
  • the second target torque is corrected based on the vehicle's braking torque.
  • correcting the second target torque based on the vehicle's braking torque includes:
  • the correction amount corresponding to the braking torque and the vehicle speed information is obtained from the vehicle's correction matching data as the torque correction amount;
  • the second target torque is corrected according to the torque correction amount.
  • the method further includes the following steps:
  • the slippage determination criteria include at least one of the following:
  • the accelerator pedal of the vehicle is in the depressed state
  • the vehicle's speed information is greater than the second threshold
  • the vehicle's wheel speed information is greater than the third threshold
  • the wheel speed sensor signal of the vehicle is valid
  • the vehicle's acceleration sensor signal is valid
  • the drive motor is in an enabled state
  • the difference between the wheel speed information and the vehicle speed information is greater than the fourth threshold.
  • a vehicle driving control device which includes:
  • the first processing module is used to acquire the fluid relationship between the vehicle and the vehicle when the vehicle is detected to be traveling in a slippery environment.
  • the first target torque associated with the braking system and the second target torque associated with the vehicle's drive motor are obtained.
  • the second processing module is used to decompose the second target torque to obtain the first sub-torque and the second sub-torque;
  • the third processing module is used to control the hydraulic braking system based on the first target torque and the first sub-torque, and to control the drive motor based on the second sub-torque.
  • embodiments of this application provide a braking system that controls a vehicle using the aforementioned vehicle driving control method.
  • embodiments of this application provide a vehicle that includes the aforementioned vehicle driving control device and/or the aforementioned braking system.
  • a vehicle driving control method, device, braking system, and vehicle are provided.
  • a first target torque associated with the vehicle's hydraulic braking system and a second target torque associated with the vehicle's drive motor are obtained.
  • the second target torque is decomposed to obtain a first sub-torque and a second sub-torque.
  • the hydraulic braking system is controlled based on the first target torque and the first sub-torque, and the drive motor is controlled based on the second sub-torque.
  • the torque reduction accuracy of the drive motor is improved, and the drive motor is protected to avoid impact on the drive motor and its torque. Furthermore, by coordinating the control of the drive motor and the control of the hydraulic braking system, vehicle driving control is achieved, effectively improving the accuracy of vehicle traction control, achieving better traction control effect, further improving vehicle driving control accuracy, and ensuring vehicle driving safety.
  • Figure 1 is a flowchart illustrating a vehicle driving control method provided in this application
  • FIG. 2 is a flowchart illustrating a vehicle driving control method provided in this application
  • Figure 3 is a schematic diagram of the principle of a vehicle driving control method provided in this application.
  • FIG. 4 is a structural schematic diagram of a vehicle driving control device provided in this application.
  • Figure 5 is a schematic diagram of a braking system provided in this application.
  • the term “and/or” includes any and all combinations of one or more related enumerated entries.
  • An integrated redundant braking system is a braking system that integrates multiple braking functions and has the ability to switch to a backup actuator when the primary actuator fails. It improves vehicle safety, operational efficiency, and comfort, providing a safe driving experience.
  • the braking functions mainly include Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), and Traction Control System (TCS).
  • Traction control is crucial for ensuring safe driving on surfaces with low coefficient of friction.
  • the hydraulic braking system and drive motor in an integrated redundant braking system are controlled to increase the vehicle's traction on the road surface, thereby ensuring stable driving.
  • embodiments of this application provide a vehicle driving control method, device, braking system, and vehicle, which improves the torque reduction accuracy of the drive motor by decomposing the torque associated with the drive motor and adjusting the torque reduction control of the drive motor, and improves the accuracy of vehicle traction control by coordinating the control of the drive motor and the control of the hydraulic braking system.
  • This application provides a vehicle driving control method that can be applied to a terminal, a server, or software running on either a terminal or a server.
  • the terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these.
  • the server can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms.
  • the server can be a node server in a blockchain network, but is not limited to these.
  • Blockchain is a new application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.
  • the vehicle driving control method mainly includes the following steps S101-S103:
  • S103 controls the hydraulic braking system based on the first target torque and the first sub-torque, and controls the drive motor based on the second sub-torque.
  • this embodiment adjusts the torque reduction control of the drive motor by decomposing the torque associated with the drive motor, improving the torque reduction accuracy of the drive motor and protecting it from impacts. Furthermore, this embodiment coordinates the control of the drive motor and the hydraulic braking system to achieve vehicle driving control, effectively improving the accuracy of vehicle traction control, achieving better traction control results, further improving vehicle driving control accuracy, and ensuring vehicle driving safety.
  • step S101 above if the vehicle is detected to be traveling in a slippery environment, the vehicle is controlled to activate the traction control function.
  • the traction control function When the traction control function is activated, the first target torque and the second target torque of the vehicle are obtained through proportional-integral-derivative (PID) control.
  • PID proportional-integral-derivative
  • the aforementioned first target torque is associated with the vehicle's hydraulic braking system, and the aforementioned first target torque is used to indicate the initial value of the braking torque controlling the hydraulic braking system.
  • the aforementioned second target torque is associated with the vehicle's drive motor, and is used to instruct and control the drive motor.
  • the initial value of the driving torque is associated with the vehicle's drive motor, and is used to instruct and control the drive motor.
  • step S102 above the second target torque is decomposed according to a preset decomposition principle to obtain the first sub-torque and the second sub-torque.
  • this application adjusts the torque reduction control of the drive motor by decomposing the torque associated with the drive motor, improving the torque reduction accuracy of the drive motor and providing protection for the drive motor.
  • the aforementioned first sub-torque is used in conjunction with the first target torque to control the hydraulic braking system.
  • the aforementioned second sub-torque is used to control the drive motor.
  • the aforementioned pre-defined decomposition principle is the symmetrical braking principle, which means that the second target torque is preferentially allocated to the drive motor, while the torque portion that the drive motor cannot achieve is allocated to the hydraulic braking system.
  • step S103 the final torque used to control the hydraulic braking system is first determined based on the first target torque and the first sub-torque. Then, the hydraulic braking system is controlled based on this final torque to achieve hydraulic braking. Furthermore, the drive motor is controlled based on the second sub-torque to achieve motor drive.
  • this application achieves vehicle driving control by coordinating the control of the drive motor and the hydraulic braking system, thereby improving the accuracy of vehicle traction control.
  • the above-mentioned control of the hydraulic braking system can be a pressure build-up control of the hydraulic braking system.
  • Pressure build-up control refers to controlling the pressure build-up chamber of the hydraulic braking system to build up pressure so as to establish corresponding pressure for each wheel.
  • control of the hydraulic braking system mentioned above can also be a control of fluid replenishment in the hydraulic braking system.
  • Fluid replenishment control refers to controlling the fluid replenishment in the pressure-building chamber of the hydraulic braking system.
  • the aforementioned control of the drive motor can be a torque reduction control, which refers to reducing torque fluctuations during the operation of the drive motor.
  • the aforementioned control of the drive motor can also be used to control the braking force distribution of the drive motor.
  • Braking force distribution control refers to using the electric assist of the drive motor to assist the braking of the hydraulic braking system.
  • control of the hydraulic braking system and the control of the drive motor described above can be performed in parallel, for example, the control of the hydraulic braking system and the control of the drive motor described above can be performed simultaneously.
  • control of the hydraulic braking system and the control of the drive motor described above can be executed sequentially.
  • control of the hydraulic braking system can be executed first, followed by the control of the drive motor, or the control of the drive motor can be executed first, followed by the control of the hydraulic braking system.
  • the second target torque associated with the vehicle's drive motor may include:
  • Proportional-integral-derivative control is performed based on the vehicle's slip ratio to obtain a first target torque associated with the vehicle's hydraulic braking system and a second target torque associated with the vehicle's drive motor.
  • the vehicle's slip ratio is first obtained, and then PID control is performed based on the vehicle's slip ratio to obtain a first target torque and a second target torque.
  • the first target torque is associated with the vehicle's hydraulic braking system
  • the second target torque is associated with the vehicle's drive motor.
  • the method for obtaining the slip ratio can be set according to the actual situation, and this embodiment does not impose specific limitations on it.
  • obtaining the vehicle's slip ratio as described above can be achieved by calculating the vehicle's slip ratio based on the vehicle's wheel speed information and vehicle speed information.
  • the vehicle's slip ratio can be calculated by using the difference between the wheel speed information and the vehicle speed information.
  • the slip ratio of a vehicle can also be calculated based on other characteristic information of the vehicle, and this embodiment does not specifically limit this.
  • the aforementioned first target torque may include the target braking torque of at least one wheel of the vehicle, which is the initial value of the braking torque of the hydraulic braking system.
  • the aforementioned second target torque may include at least one drive torque of the vehicle's drive motor, which is the initial value of the drive torque of the drive motor.
  • the above-described decomposition of the second target torque to obtain a first sub-torque and a second sub-torque may include:
  • the second target torque is decomposed to obtain the first sub-torque and the second sub-torque.
  • the torque reduction gradient of the drive motor when the torque reduction gradient of the drive motor is too large or the braking capacity of the drive motor does not meet the preset requirements, it indicates that the torque of the drive motor changes or fluctuates significantly within a unit of time, which may cause an impact on the drive motor and its torque, thereby reducing the control accuracy of the drive motor and failing to achieve a better torque reduction effect.
  • the torque reduction gradient of the drive motor is too large, i.e., whether the torque reduction gradient of the drive motor is greater than the first threshold, and whether the braking capacity of the drive motor meets the preset requirements, i.e., whether the braking capacity of the drive motor reaches the second target torque. Then, if it is determined that the torque reduction gradient of the drive motor is greater than the first threshold or the braking capacity of the drive motor does not reach the second target torque, it indicates that the torque reduction gradient of the drive motor is too large or the braking capacity of the drive motor does not meet the preset requirements.
  • the second target torque is decomposed based on the preset decomposition principle to obtain the first sub-torque and the second sub-torque, thereby adjusting the torque reduction process of the drive motor.
  • the first threshold mentioned above can be set according to the actual situation, and this embodiment does not impose specific limitations on it.
  • the torque reduction gradient of the aforementioned drive motor and the benchmark for measuring the braking capacity of the aforementioned drive motor can be set according to actual conditions. This embodiment does not impose specific limitations on this.
  • the torque reduction gradient of the drive motor can be measured by the torque change rate of the drive motor. If the torque change rate of the drive motor is negative and the torque change rate of the drive motor per unit time is greater than the first threshold, it means that the torque reduction gradient of the drive motor is greater than the first threshold; otherwise, it means that the torque reduction gradient of the drive motor is not greater than the first threshold.
  • the braking capability of the aforementioned drive motor can be measured by the maximum torque that the drive motor can output. If the maximum torque that the drive motor can output can reach the second target torque, it means that the braking capability of the drive motor can reach the second target torque.
  • the first sub-torque is the difference between the second target torque and the second sub-torque
  • the second sub-torque is the maximum torque value corresponding to the braking capability of the drive motor.
  • the preset decomposition principle is the symmetrical braking principle, which means that the second target torque is preferentially allocated to the drive motor, while the torque that the drive motor cannot achieve is allocated to the hydraulic braking system.
  • the maximum torque corresponding to the braking capacity of the drive motor is obtained.
  • the aim is to determine the portion of the second target torque that the drive motor can achieve and the portion that it cannot achieve through the maximum torque corresponding to the braking capacity of the drive motor.
  • the portion that the drive motor cannot achieve will be allocated to the hydraulic braking system to achieve.
  • the second target torque is decomposed into two parts.
  • One part is the portion that the drive motor can achieve, i.e., the second sub-torque
  • the other part is the portion that the drive motor cannot achieve, i.e., the first sub-torque.
  • the maximum torque value corresponding to the braking capacity of the aforementioned drive motor can be set according to actual conditions, and this embodiment does not impose specific limitations on it.
  • control of the hydraulic braking system based on the first target torque and the first sub-torque may include:
  • the third target torque associated with the hydraulic braking system is obtained;
  • the hydraulic braking system is controlled based on the third target torque.
  • the first target torque and the first sub-torque are arbitrated to add the torque portion that the drive motor cannot achieve to the torque portion that the hydraulic braking system should achieve, thereby obtaining the final torque used to control the hydraulic braking system, namely the third target torque, and then using the third target torque to control the hydraulic braking system.
  • the specific implementation method for obtaining the third target torque associated with the hydraulic braking system based on the first target torque and the first sub-torque can be set according to the actual situation, and this embodiment does not make specific limitations on it.
  • the third target torque associated with the hydraulic braking system is obtained as described above.
  • the torque can be the sum of the first target torque and the first sub-torque, and the result of the summation can be used as the third target torque associated with the hydraulic braking system.
  • the third target torque associated with the hydraulic braking system can be obtained based on the first target torque and the first sub-torque. This can also involve assigning a first weight to the first target torque, a second weight to the first sub-torque, and weighting the first target torque and the first sub-torque together to obtain the weighted result as the third target torque associated with the hydraulic braking system.
  • the first weight and the second weight mentioned above can be set according to the actual situation, and this implementation method does not make specific limitations on them.
  • the above-mentioned control of the hydraulic braking system based on the first target torque and the first sub-torque may further include:
  • the third target torque is corrected.
  • the third target torque is made to better match the braking requirements of the hydraulic braking system, which effectively improves the control accuracy of the hydraulic braking system and helps to achieve a better hydraulic braking effect.
  • the specific correction method for the third target torque can be set according to the actual situation, and this embodiment does not impose specific limitations on it.
  • the aforementioned correction to the third target torque could be to impose a maximum value limit on the third target torque, whereby the maximum value limit restricts the third target torque from falling below a certain maximum threshold.
  • the maximum threshold mentioned above can be set according to the actual situation, and this implementation method does not impose specific limitations on it.
  • the above-mentioned correction of the third target torque can also be a gradient limitation on the third target torque.
  • Gradient limitation means limiting the torque change of the third target torque to less than the gradient threshold.
  • the gradient thresholds mentioned above can be set according to actual conditions, and this implementation method does not impose specific limitations on them.
  • the above-described decomposition of the second target torque to obtain the first sub-torque and the second sub-torque may further include:
  • the second target torque is decomposed to obtain the first sub-torque and the second sub-torque.
  • the torque reduction gradient of the drive motor when the torque reduction gradient of the drive motor is not too large and the braking capacity of the drive motor meets the preset requirements, it indicates that the change or fluctuation of the drive motor's torque per unit time is small, and there is no possibility of impacting the drive motor and its torque. In this case, it is not necessary to adjust the second target torque based on the principle of symmetrical braking. Therefore, when the torque reduction gradient of the drive motor is less than or equal to the first threshold and the braking capacity of the drive motor reaches the second target torque, the second target torque is decomposed to obtain the first sub-torque and the second sub-torque.
  • the first sub-torque is zero, and the second sub-torque is the second target torque.
  • the method may further include:
  • the second target torque is adjusted based on the vehicle's braking torque.
  • the vehicle's braking torque when controlling the drive motor, the vehicle's braking torque can easily interfere with the drive motor's control process. Under these circumstances, the second target torque will have a certain error. Related technologies lack consideration for this situation, and the control accuracy of the drive motor needs improvement. To reduce the interference of braking torque on drive motor control and ensure the drive motor's control accuracy, the vehicle's braking torque is first determined, and then the second target torque is corrected based on the vehicle's braking torque.
  • the method for determining the braking torque of the vehicle can be set according to the actual situation. This embodiment does not impose specific limitations on this.
  • the braking torque of the vehicle can be determined by calculating the braking torque of the vehicle based on the vehicle's characteristic information.
  • the aforementioned vehicle characteristic information may include, but is not limited to, the effective radius of the brake disc, braking pressure, effective area of the friction pads, and coefficient of friction.
  • the above-described correction of the second target torque based on the vehicle's braking torque may include:
  • the torque correction amount is obtained from the vehicle's correction matching data, corresponding to the braking torque and vehicle speed information.
  • the second target torque is corrected based on the torque correction amount.
  • the vehicle's correction matching data is first acquired.
  • This correction matching data can be pre-set data. Then, the correction matching data is retrieved to match the correction amount corresponding to the vehicle's braking torque and vehicle speed information from the correction matching data, and the matched correction amount is output as the torque correction amount.
  • the specific content of the above-mentioned corrected matching data can be set according to the actual situation. This embodiment does not limit it in detail.
  • the above-mentioned corrected matching data may include several combination data composed of braking torque and vehicle speed information and the correction amount corresponding to each combination data, but it is not limited to this.
  • the data format of the above-mentioned corrected matching data can be set according to the actual situation, and this embodiment does not impose specific limitations on it.
  • the above-mentioned corrected matching data can be in tabular form; or, the above-mentioned corrected matching data can also be in other forms such as charts, text, etc.
  • the aforementioned correction amount which is obtained from the vehicle's correction matching data and corresponds to the braking torque and vehicle speed information, can be obtained by looking up the table in the case that the correction matching data is in tabular or graphical form, thereby obtaining the correction amount corresponding to the braking torque and vehicle speed information as the torque correction amount.
  • Tcorr LookupTable(MbWheel,V) (1);
  • Tcorr represents the torque correction amount
  • LookupTable( ⁇ ) represents the lookup table function used to retrieve the above correction matching data
  • MbWheel represents the vehicle's braking torque
  • V represents the vehicle's speed information.
  • the aforementioned modification matching data can be used to obtain the corresponding braking torque and vehicle speed information from the vehicle's modified matching data.
  • the positive quantity can also be used as the torque correction quantity.
  • the correction matching data is in text form, the correction matching data can be processed by keyword search, key word search, or vector search to obtain the correction quantity corresponding to the braking torque and vehicle speed information.
  • the above-mentioned correction of the second target torque based on the torque correction amount can be achieved by calculating the sum of the torque correction amount and the second target torque, and using this sum as the corrected second target torque.
  • the above-mentioned correction of the second target torque based on the torque correction amount can also be achieved by calculating the difference between the second target torque and the torque correction amount, and using this difference as the corrected second target torque.
  • the above-mentioned method of correcting the second target torque is not limited to this.
  • the above method may further include:
  • vehicle slippage is detected in real time during vehicle operation.
  • the above-mentioned vehicle slippage detection may include:
  • a vehicle meets the conditions for determining slippage, it is determined that the vehicle is driving in a slippery environment.
  • a vehicle is slipped by a preset slip determination condition. If the vehicle meets the slip determination condition, it means that the vehicle's wheels may slip, and the vehicle is determined to be driving in a slippery environment. Otherwise, it means that the vehicle's wheels may not slip, and the vehicle is determined not to be driving in a slippery environment. The process then returns to the above steps of slip detection to achieve cyclic detection.
  • slippage determination conditions can be set according to actual conditions, and this embodiment does not specifically limit them.
  • the above-mentioned slippage determination conditions may include at least one of the following:
  • the accelerator pedal is in the depressed state, indicating that the accelerator pedal has been depressed.
  • the vehicle speed information is greater than the second threshold, which is used to indicate that the vehicle speed is too fast;
  • the vehicle's wheel speed sensor signal is valid, indicating that the vehicle's wheel speed sensor is working properly;
  • the vehicle's acceleration sensor signal is valid, indicating that the vehicle's acceleration sensor is working properly;
  • the drive motor is in an enabled state, which indicates that the vehicle's drive motor is working normally.
  • the aforementioned accelerator pedal state refers to the state of the accelerator pedal, which may include either a depressed state or a depressed state.
  • the aforementioned motor states refer to the states of the motors in the integrated redundant braking system. These motor states can include any one of the following: enabled state, disabled state, or fault state.
  • the motor operates normally when it is in the enabled state. When the machine is in the off state, the motor does not malfunction and stops working; when the motor is in a faulty state, the motor malfunctions and stops working.
  • the second threshold, the third threshold, and the fourth threshold mentioned above can be set according to actual conditions, and this embodiment does not limit them.
  • the method may further include:
  • the vehicle If the vehicle meets the slippage determination criteria, then the vehicle is determined to be driving in a slippage environment.
  • a preset sub-slip determination condition is used to further determine whether the vehicle is traveling in a slippery environment. If the vehicle meets the sub-slip determination condition, it indicates that the vehicle is slipping, and it is completely determined that the vehicle is traveling in a slippery environment. Otherwise, it indicates that there is no possibility of the vehicle's wheels slipping, and it is determined that the vehicle is not traveling in a slippery environment. The process then returns to the above steps of detecting vehicle slippage to achieve cyclic detection.
  • the above-mentioned sub-slip determination conditions can be set according to actual conditions, and this embodiment does not specifically limit them.
  • the above-mentioned sub-slip determination conditions may include at least one of the following:
  • the road surface that the vehicle is traveling on is a split road surface
  • the vehicle travels from a road surface with a high coefficient of friction to a road surface with a low coefficient of friction.
  • the aforementioned split road surface is used to characterize a road surface where the absolute value of the difference between the adhesion coefficient of one side and the adhesion coefficient of the other side is greater than the first adhesion threshold.
  • the aforementioned high adhesion coefficient road surface refers to a road surface with an adhesion coefficient greater than the second adhesion threshold.
  • the aforementioned low adhesion coefficient road surface refers to a road surface with an adhesion coefficient less than the third adhesion threshold.
  • the second adhesion threshold is greater than the third adhesion threshold.
  • the first attachment threshold, the second attachment threshold, and the third attachment threshold can all be set according to actual conditions, and this embodiment does not impose specific limitations on them.
  • the first adhesion threshold, the second adhesion threshold, and the third adhesion threshold mentioned above can be calibrated by the adhesion coefficient of the road surface, or by other road surface-related parameters, but are not limited to these.
  • the above method may further include:
  • the road surface on which the vehicle is traveling is identified, and it is determined that the road surface is a split road.
  • the road surface on which the vehicle is traveling is identified in order to determine whether the vehicle is traveling on a road surface with opposite sides, so as to determine whether the vehicle meets the slippage determination condition.
  • the aforementioned identification of the road surface on which the vehicle is traveling can be achieved by identifying the road surface based on the vehicle's wheel information, obtaining the road surface adhesion coefficient, and then identifying whether the road surface on which the vehicle is traveling is a split road surface based on the adhesion coefficient.
  • the wheel information can be set according to the actual situation. This embodiment does not limit it in any specific way.
  • the wheel information can be at least one of the vertical force information, longitudinal force information and lateral force information of the wheel.
  • the above method identifies the road surface on which the vehicle travels based on the vehicle's wheel information, and obtains the road surface adhesion coefficient. This can be calculated by combining the vehicle's wheel information with the following formula (2):
  • Equation (2) Mu represents the road surface adhesion coefficient
  • Fx represents the lateral force information of the wheel
  • Fy represents the longitudinal force information of the wheel
  • Fz represents the vertical force information of the wheel.
  • the above method of identifying whether the road surface on which the vehicle is traveling is a split road surface based on the adhesion coefficient can be determined by judging whether the absolute value of the difference between the adhesion coefficient on one side of the road surface and the adhesion coefficient on the other side of the road surface is greater than the first adhesion threshold. If so, it means that one side of the road surface is a high adhesion coefficient road surface and the other side of the road surface is a low adhesion coefficient road surface, and at this time, the road surface on which the vehicle is traveling is determined to be a split road surface; otherwise, the road surface on which the vehicle is traveling is determined not to be a split road surface.
  • step S201 Detect whether the vehicle is driving in a slippery environment; if yes, proceed to step S202; otherwise, return to the detection of whether the vehicle is driving in a slippery environment until the vehicle is driving in a slippery environment, then proceed to step S202.
  • Detecting whether a vehicle is driving in a slippery environment can be done by determining whether the vehicle meets the slippery determination conditions. If the vehicle meets the slippery determination conditions, it is determined that the vehicle is driving in a slippery environment and proceeds to step S202; otherwise, it is determined that the vehicle is not driving in a slippery environment and returns to the detection of whether the vehicle is driving in a slippery environment until the vehicle is driving in a slippery environment and proceeds to step S202.
  • detecting whether a vehicle is driving in a slippery environment can also involve determining whether the vehicle meets the slippery determination criteria. If the vehicle meets the slippery determination criteria, it indicates that the vehicle may be slipping, and at this point, it is determined whether the vehicle meets the sub-slippery determination criteria. If the vehicle meets the sub-slippery determination criteria, it is determined that the vehicle is driving in a slippery environment, thereby improving the accuracy of slippery determination. If the vehicle does not meet the slippery determination criteria, or if the vehicle meets the slippery determination criteria but does not meet the sub-slippery determination criteria, the process returns to the step of determining whether the vehicle meets the slippery determination criteria.
  • slippage determination criteria include at least one of the following:
  • the accelerator pedal is in the depressed state, indicating that the accelerator pedal has been depressed.
  • the vehicle speed information is greater than the second threshold, which is used to indicate that the vehicle speed is too fast;
  • the vehicle's wheel speed sensor signal is valid, indicating that the vehicle's wheel speed sensor is working properly;
  • the vehicle's acceleration sensor signal is valid, indicating that the vehicle's acceleration sensor is working properly;
  • the drive motor is in an enabled state, which indicates that the vehicle's drive motor is working normally.
  • the above-mentioned sub-slip determination criteria may include at least one of the following:
  • the road surface that the vehicle is traveling on is a split road surface
  • the vehicle travels from a road surface with a high coefficient of friction to a road surface with a low coefficient of friction.
  • S202 calculate the difference between the vehicle's wheel speed information and vehicle speed information as the vehicle's slip ratio, perform PID control based on the slip ratio, and obtain the first target torque associated with the vehicle's hydraulic braking system and the second target torque associated with the vehicle's drive motor.
  • the vehicle's braking torque is calculated based on the effective radius of the brake disc, braking pressure, effective area of the friction pad, and friction coefficient. Then, the correction amount corresponding to the vehicle's braking torque and speed information is matched from the vehicle's correction matching data as the torque correction amount. Finally, the sum of the vehicle's braking torque and the second target torque is calculated as the correction value, and the value of the second target torque is replaced with the correction value.
  • the second target torque is decomposed into a first sub-torque and a second sub-torque based on the principle of symmetrical braking.
  • the first sub-torque is the difference between the second target torque and the second sub-torque
  • the second sub-torque is the maximum torque value corresponding to the braking capacity of the drive motor.
  • the second target torque is decomposed into a first sub-torque and a second sub-torque without based on the principle of symmetrical braking.
  • the first sub-torque is zero and the second sub-torque is the second target torque.
  • the first target torque and the first sub-torque are superimposed to obtain the third target torque and gradient limit and maximum value limit are applied. Then, pressure build-up control is applied to the hydraulic braking system based on the third target torque, and torque reduction control is applied to the drive motor based on the second sub-torque.
  • the device may include:
  • the first processing module 301 is mainly used to obtain a first target torque associated with the vehicle's hydraulic braking system and a second target torque associated with the vehicle's drive motor when the vehicle is detected to be driving in a slippery environment.
  • the second processing module 302 is mainly used to decompose the second target torque to obtain the first sub-torque and the second sub-torque.
  • the third processing module 303 is mainly used to control the hydraulic braking system based on the first target torque and the first sub-torque, and to control the drive motor based on the second sub-torque.
  • the first processing module mainly includes a first sub-processing unit and a second sub-processing unit.
  • the aforementioned first sub-processing unit is mainly used to obtain a first target torque associated with the vehicle's hydraulic braking system when the vehicle is detected to be traveling in a slippery environment.
  • the aforementioned second sub-processing unit is mainly used to obtain a second target torque associated with the vehicle's drive motor when the vehicle is detected to be traveling in a slippery environment.
  • the third processing module mainly includes a third sub-processing unit, a first control unit, and a second control unit.
  • the aforementioned third sub-processing unit is mainly used to obtain the third target torque based on the first target torque and the first sub-torque.
  • the aforementioned first control unit is mainly used to control the hydraulic braking system according to the third target torque.
  • the aforementioned second control unit is mainly used to control the drive motor according to the second sub-torque.
  • the various modules in the aforementioned vehicle driving control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.
  • this application embodiment also provides a braking system that controls the vehicle using the above-described vehicle driving control method.
  • braking system can be an integrated redundant braking system.
  • braking systems equipped with traction control functions and/or redundancy technologies are also applicable, and this application does not make any specific limitations on this.
  • the above braking system may include:
  • At least one processor 401 At least one processor 401;
  • At least one memory 402 is used to store at least one program
  • the at least one processor 401 When at least one program is executed by at least one processor 401, the at least one processor 401 implements the vehicle driving control method described above.
  • Memory 402 as a non-transitory network system, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory 402 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory 402 may optionally include memory 402 remotely located relative to processor 401, and these remote memories 402 can be connected to processor 401 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, etc. Mobile communication networks and their combinations.
  • the memory 402 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM).
  • the memory 402 can store the operating system and other applications.
  • the relevant program code is stored in the memory 402 and is called and executed by the processor 401.
  • the processor 401 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.
  • CPU central processing unit
  • ASIC application-specific integrated circuit
  • the electronic device further includes:
  • Input/output interfaces are used to implement information input and output
  • the communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).
  • wired means such as USB, Ethernet cable, etc.
  • wireless means such as mobile network, WIFI, Bluetooth, etc.
  • the bus transmits information between various components of the device (such as processor 401, memory 402, input/output interface and communication interface);
  • the processor 401, memory 402, input/output interface, and communication interface can communicate with each other within the device via a bus.
  • this application provides a vehicle that may include the vehicle driving control device and/or the braking system described above.
  • the vehicle can be a private car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck, or a commercial vehicle, such as a van, bus, small truck, or large trailer, or a gasoline vehicle or a new energy vehicle such as a hybrid or pure electric vehicle.
  • a private car such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck
  • a commercial vehicle such as a van, bus, small truck, or large trailer
  • a gasoline vehicle or a new energy vehicle such as a hybrid or pure electric vehicle.
  • the embodiments of this application fully consider the impact of hydraulic braking and electric motor drive on the traction control of the vehicle.
  • the traction control of the vehicle is achieved, which effectively improves the accuracy of the traction control, thereby improving the traction control effect and the braking effect of the vehicle, and helps to ensure the driving safety of the vehicle.
  • the embodiments of this application by correcting the second target torque associated with the drive motor, can reduce the interference caused by the vehicle's braking torque on the drive motor's control process, ensure the control accuracy of the drive motor, and thus improve the vehicle's performance. Traction control precision.
  • the embodiments of this application when determining that the torque reduction gradient of the drive motor is too large or the braking capacity of the drive motor cannot reach the second target torque, adjust the control process of the drive motor based on the principle of symmetrical braking.
  • This principle of symmetrical braking means that the second target torque is preferentially allocated to the drive motor to achieve it, while the torque portion that the drive motor cannot achieve is allocated to the hydraulic braking system. This can ensure that the torque change or fluctuation range of the drive motor is within a suitable range, which not only protects the drive motor, but also ensures the control accuracy of the drive motor, so as to achieve a better motor control effect.
  • the functions/operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams.
  • two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order.
  • the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.
  • the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.
  • This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.
  • the aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
  • the logic and/or steps represented in the flowchart or otherwise described herein, for example, can be considered as a ordered list of executable programs for implementing logical functions, and can be specifically implemented in any computer-readable medium for program execution.
  • the computer-readable medium is used in or in connection with a program execution system, apparatus, or device (such as a computer-based system, a processor-based system, or other system that can retrieve and execute a program from a program execution system, apparatus, or device).
  • "computer-readable medium” can be any means that can contain, store, communicate, propagate, or transmit a program for use in or in connection with a program execution system, apparatus, or device.
  • Computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM).
  • electrical connections electronic devices
  • portable computer disk drives magnetic devices
  • RAM random access memory
  • ROM read-only memory
  • EPROM or flash memory erasable and editable read-only memory
  • CDROM portable optical disc read-only memory
  • computer-readable media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.
  • references to terms such as “one embodiment,” “another embodiment,” or “some embodiments,” etc. indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application.
  • the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.
  • the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

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Abstract

一种车辆行驶控制方法，包括：在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩以及获取与车辆的驱动电机相关联的第二目标扭矩（S101）；对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩（S102）；基于第一目标扭矩和第一子扭矩控制液压制动系统，以及基于第二子扭矩控制驱动电机（S103）。还公开了一种车辆行驶控制装置、制动系统和车辆。此方法通过分解与驱动电机相关联的扭矩来调配驱动电机的降扭控制，提高驱动电机的降扭精度并对驱动电机形成保护，以及通过协调驱动电机的控制与液压制动系统的控制来实现车辆的行驶控制，提高车辆的牵引力控制的精度和行驶控制的精度，确保车辆的行驶安全性。

Description

一种车辆行驶控制方法、装置、制动系统和车辆 技术领域
本申请涉及车辆控制技术领域，尤其是一种车辆行驶控制方法、装置、制动系统和车辆。
背景技术
集成式冗余制动系统是集成有多个制动功能且具备当车辆的主执行器失效时切换至备份执行器的功能的制动系统。相关技术中，在车辆的车轮打滑的情况下，往往通过控制集成式冗余制动系统中的液压制动系统和驱动电机来提高车辆在路面上的牵引力，进而保证车辆的稳定行驶。然而，在对驱动电机进行驱动控制时，若单位时间内驱动电机的扭矩的变化或波动幅度较大，则将对驱动电机及其扭矩造成冲击，而相关技术缺乏对此情况的考虑，其电机控制精度和牵引力控制精度有待提高。
发明内容
本申请实施例提出一种车辆行驶控制方法、装置、制动系统和车辆，用于提高车辆的牵引力控制精度和行驶控制精度。
一方面，本申请实施例提供了一种车辆行驶控制方法，该方法包括以下步骤：
在检测到所述车辆行驶在打滑环境的情况下，获取与所述车辆的液压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩；
对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，以及基于所述第二子扭矩对所述驱动电机进行控制。
另外，根据本申请上述实施例的一种车辆行驶控制方法，还可以具有以下附加的技术特征：
在一个实施方式中，所述获取与所述车辆的液压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩，包括：
根据所述车辆的滑移率进行比例积分微分控制，得到与所述车辆的液压制动系统相关联的第一目标扭矩和与所述车辆的驱动电机相关联的第二目标扭矩。
在一个实施方式中，所述对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，包括：
若所述驱动电机的降扭梯度大于第一阈值或者所述驱动电机的制动能力未达到所述第二目标扭矩，对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
在一个实施方式中，所述第一子扭矩为所述第二目标扭矩与所述第二子扭矩的差值，所述第二子扭矩为所述驱动电机的制动能力对应的扭矩最大值。
在一个实施方式中，所述基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，包括：
根据所述第一目标扭矩和所述第一子扭矩，得到与所述液压制动系统相关联的第三目标扭矩；
基于所述第三目标扭矩对所述液压制动系统进行控制。
在一个实施方式中，所述对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，包括：
若所述驱动电机的降扭梯度小于或等于第一阈值且所述驱动电机的制动能力达到所述第二目标扭矩，对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，所述第一子扭矩为零，所述第二子扭矩为所述第二目标扭矩。
在一个实施方式中，在所述获取与所述车辆的驱动电机相关联的第二目标扭矩之后，所述方法还包括以下步骤：
根据所述车辆的制动扭矩对所述第二目标扭矩进行修正。
在一个实施方式中，所述根据所述车辆的制动扭矩对所述第二目标扭矩进行修正，包括：
从所述车辆的修正匹配数据当中匹配得到与所述制动扭矩和所述车辆的车速信息对应的修正量作为扭矩修正量；
根据所述扭矩修正量对所述第二目标扭矩进行修正。
在一个实施方式中，所述方法还包括以下步骤：
若所述车辆满足打滑判定条件，则判定所述车辆行驶在打滑环境，所述打滑判定条件包括如下至少一项：
所述车辆的加速踏板状态为踩下状态；
所述车辆的车速信息大于第二阈值；
所述车辆的轮速信息大于第三阈值；
所述车辆的轮速传感器信号有效；
所述车辆的加速度传感器信号有效；
所述驱动电机的状态为使能状态；
所述轮速信息与所述车速信息的差值大于第四阈值。
另一方面，本申请实施例提供了一种车辆行驶控制装置，该装置包括：
第一处理模块，用于在检测到所述车辆行驶在打滑环境的情况下，获取与所述车辆的液 压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩；
第二处理模块，用于对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
第三处理模块，用于基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，以及基于所述第二子扭矩对所述驱动电机进行控制。
又一方面，本申请实施例提供了一种制动系统，该制动系统通过上述一种车辆行驶控制方法对车辆进行控制。
又一方面，本申请实施例提供了一种车辆，该车辆包括上述一种车辆行驶控制装置和/或上述一种制动系统。
根据本申请实施例提供的一种车辆行驶控制方法、装置、制动系统和车辆，首先，在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩以及获取与车辆的驱动电机相关联的第二目标扭矩；然后，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；最后，基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，以及基于第二子扭矩对驱动电机进行控制。根据本申请实施例，通过分解与驱动电机相关联的扭矩来调配驱动电机的降扭控制，提高驱动电机的降扭精度并对驱动电机形成保护，避免驱动电机及其扭矩受到冲击的情况出现，以及通过协调驱动电机的控制与液压制动系统的控制来实现车辆的行驶控制，有效地提高了车辆牵引力控制的精度，达到更佳的牵引力控制效果，进一步提高了车辆的行驶控制精度，确保车辆的行驶安全性。
本申请的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本申请而了解。本申请的目的和其他优点可通过在说明书、权利要求书以及附图中所特别指出的结构来实现和获得。
附图说明
图1是本申请提供的一种车辆行驶控制方法的流程示意图；
图2是本申请提供的一种车辆行驶控制方法的流程示例图；
图3是本申请提供的一种车辆行驶控制方法的原理示意图；
图4是本申请提供的一种车辆行驶控制装置的结构示意图；
图5是本申请提供的一种制动系统的结构示意图。
具体实施方式
为使本领域的技术人员更好地理解本申请的技术方案，下面结合附图对本申请提供的技术方案进行详细描述。
在下文中将参考附图更充分地描述示例实施例，但是所描述示例实施例可以以不同形式来体现且不应当被解释为限于本文阐述的实施例。反之，提供这些实施例的目的在于使本申 请透彻和完整，并将使本领域技术人员充分理解本申请的范围。
如本文所使用的，术语“和/或”包括一个或多个相关列举条目的任何和所有组合。
本文所使用的术语仅用于描述特定实施例，且不意欲限制本申请。如本文所使用的，单数形式“一个”和“该”也意欲包括复数形式，除非上下文另外清楚指出。还将理解的是，当本说明书中使用术语“包括”和/或“由……制成”时，指定存在特征、整体、步骤、操作、元件和/或组件，但不排除存在或添加一个或多个其它特征、整体、步骤、操作、元件、组件和/或其群组。
在以下的描述中，涉及到“一些实施例，”其描述了所有可能实施例的子集，但是可以理解，“一些实施例”可以是所有可能实施例的相同子集或不同子集，并且可以在不冲突的情况下相互结合。
除非另外限定，否则本文所用的所有术语(包括技术和科学术语)的含义与本领域普通技术人员通常理解的含义相同。还将理解，诸如那些在常用字典中限定的那些术语应当被解释为具有与其在相关技术以及本申请的背景下的含义一致的含义，且将不解释为具有理想化或过度形式上的含义，除非本申请实施例中明确如此限定。
集成式冗余制动系统是集成有多个制动功能且具备当车辆的主执行器失效时切换至备份执行器的功能的制动系统，它能够提高车辆的安全性能、操作效率和舒适性，为车辆的行驶提供安全保障。其中，制动功能主要包括防抱死制动功能(Antilock Braking System，ABS)、电子制动力分配功能(Electronic Brakeforce Distribution，EBD)和牵引力控制功能(Tractio n Control System，TCS)等。
为了确保车辆能够安全地行驶在附着系数较低的路面上，牵引力控制功能是至关重要的。相关技术中，当车辆行驶在如湿滑路面和结冰路面等附着系数较低的路面时，车轮容易打滑，此时通过控制集成式冗余制动系统中的液压制动系统和驱动电机来提高车辆在路面上的牵引力，进而保证车辆的稳定行驶。
然而，在对驱动电机进行驱动控制时，若单位时间内驱动电机的扭矩的变化或波动幅度较大，则将对驱动电机及其扭矩造成冲击，而相关技术缺乏对此情况的考虑，导致电机的降扭精度降低，其电机控制精度和牵引力控制精度有待提高。
有鉴于此，本申请实施例提供了一种车辆行驶控制方法、装置、制动系统和车辆，通过分解与驱动电机相关联的扭矩来调配驱动电机的降扭控制，提高驱动电机的降扭精度，以及通过协调驱动电机的控制与液压制动系统的控制来实现车辆的行驶控制，提高车辆牵引力控制的精度。
下面将对本申请实施例进行进一步地说明和阐述。
首先，下面将结合附图详细阐述本申请实施例提供的一种车辆行驶控制方法的实施步骤。
本申请实施例提供的一种车辆行驶控制方法，可应用于终端中，也可应用于服务器中，还可以是运行于终端或服务器中的软件等。终端可以是平板电脑、笔记本电脑、台式计算机等，但并不局限于此。服务器可以是独立的物理服务器，也可以是多个物理服务器构成的服务器集群或者分布式系统，还可以是提供云服务、云数据库、云计算、云函数、云存储、网络服务、云通信、中间件服务、域名服务、安全服务、内容分发网络(Content Delivery Net work，CDN)以及大数据和人工智能平台等基础云计算服务的云服务器。另外，服务器还可以是区块链网络中的一个节点服务器，但不限于此。其中，区块链是分布式数据存储、点对点传输、共识机制、加密算法等计算机技术的新型应用模式。
参照图1，图1是本申请提供的一种车辆行驶控制方法的流程图，该车辆行驶控制方法主要包括以下步骤S101-S103：
S101，在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩，以及获取与车辆的驱动电机相关联的第二目标扭矩；
S102，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
S103，基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，以及基于第二子扭矩对驱动电机进行控制。
本申请实施例中，首先，在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩以及获取与车辆的驱动电机相关联的第二目标扭矩；然后，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；最后，基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，以及基于第二子扭矩对驱动电机进行控制。如此，本申请实施例通过分解与驱动电机相关联的扭矩来调配驱动电机的降扭控制，提高驱动电机的降扭精度并对驱动电机形成保护，避免驱动电机及其扭矩受到冲击的情况出现。除此以外，本申请实施例还通过协调驱动电机的控制与液压制动系统的控制来实现车辆的行驶控制，有效地提高了车辆牵引力控制的精度，达到更佳的牵引力控制效果，进一步提高了车辆的行驶控制精度，确保车辆的行驶安全性。
上述步骤S101中，若检测到车辆行驶在打滑环境的情况下，则控制车辆启用牵引力控制功能。在车辆启用牵引力控制功能的情况下，通过比例积分微分(Proportional-Integral-Deriv ative，PID)控制，得到车辆的第一目标扭矩和第二目标扭矩。
上述第一目标扭矩与车辆的液压制动系统相关联，上述第一目标扭矩用于指示控制液压制动系统的制动扭矩的初始值。
上述第二目标扭矩与车辆的驱动电机相关联，上述第二目标扭矩用于指示控制驱动电机 的驱动扭矩的初始值。
上述步骤S102中，根据预设的分解原则对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。如此，本申请通过分解与驱动电机相关联的扭矩来调配驱动电机的降扭控制，提高驱动电机的降扭精度并对驱动电机形成保护。
上述第一子扭矩用于与第一目标扭矩进行结合，以对液压制动系统进行控制。
上述第二子扭矩用于对驱动电机进行控制。
上述预设的分解原则可以根据实际情况而设置，本申请对此不作具体限定。
例如，上述预设的分解原则为对称制动原则，对称制动原则是指优先将第二目标扭矩分配给驱动电机来实现，而驱动电机无法实现的扭矩部分则分配给液压制动系统来实现。
上述步骤S103中，首先根据第一目标扭矩和第一子扭矩，确定最终用于控制液压制动系统的扭矩，然后基于该最终用于控制液压制动系统的扭矩对液压制动系统进行控制，进而实现液压制动；此外，基于第二子扭矩对驱动电机进行控制，进而实现电机驱动。如此，本申请通过协调驱动电机的控制与液压制动系统的控制来实现车辆的行驶控制，提高车辆牵引力控制的精度。
上述液压制动系统的具体控制方式可以根据实际情况而设置，本申请对此不作具体限定。
例如，上述对液压制动系统进行控制，可以是对液压制动系统进行建压控制，建压控制是指控制液压制动系统的建压腔进行建压，以对每个车轮建立相应的压力。
再例如，上述对液压制动系统进行控制，也可以是对液压制动系统进行补液控制，补液控制是指控制液压制动系统的建压腔进行补液。
上述驱动电机的具体控制方式可以根据实际情况而设置，本申请对此不作具体限定。
例如，上述对驱动电机进行控制，可以是对驱动电机进行降扭控制，降扭控制是指降低驱动电机运行过程中的扭矩波动。
再例如，上述对驱动电机进行控制，也可以是对驱动电机进行制动力分配控制，制动力分配控制是指通过驱动电机的电动助力来辅助液压制动系统的制动。
上述对液压制动系统进行控制和上述对驱动电机进行控制可以是并行执行的，例如同时执行上述对液压制动系统进行控制和上述对驱动电机进行控制。
或者，上述对液压制动系统进行控制和上述对驱动电机进行控制也可以是串行执行的，例如先执行上述对液压制动系统进行控制，后执行上述对驱动电机进行控制，或者先执行上述对驱动电机进行控制，后执行上述对液压制动系统进行控制。
下面将介绍上述各个步骤的具体实现方式。
在一些实施方式中，上述获取与车辆的液压制动系统相关联的第一目标扭矩，以及获取 与车辆的驱动电机相关联的第二目标扭矩，可以包括：
根据车辆的滑移率进行比例积分微分控制，得到与车辆的液压制动系统相关联的第一目标扭矩和与车辆的驱动电机相关联的第二目标扭矩。
本实施方式中，首先获取车辆的滑移率，而后基于车辆的滑移率进行PID控制，得到第一目标扭矩和第二目标扭矩，第一目标扭矩与车辆的液压制动系统相关联，第二目标扭矩则与车辆的驱动电机相关联。
上述滑移率的获取方式可以根据实际情况而设置，本实施方式对此不作具体限定。
例如，上述获取车辆的滑移率，可以是根据车辆的轮速信息与车速信息计算车辆的滑移率。上述根据车辆的轮速信息与车速信息计算车辆的滑移率，可以是计算车辆的轮速信息与车速信息的差值作为车辆的滑移率。
再例如，上述获取车辆的滑移率，也可以是根据车辆的其他特性信息来计算得到车辆的滑移率，本实施方式对此不作具体限定。
上述第一目标扭矩可以包括车辆的至少一个车轮的目标制动扭矩，上述至少一个车轮的目标制动扭矩即为液压制动系统的制动扭矩的初始值。
上述第二目标扭矩可以包括车辆的驱动电机的至少一个驱动扭矩，上述至少一个驱动扭矩即为驱动电机的驱动扭矩的初始值。
在一些实施方式中，上述对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，可以包括：
若驱动电机的降扭梯度大于第一阈值或者驱动电机的制动能力未达到第二目标扭矩，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
本实施方式中，当驱动电机的降扭梯度过大或者驱动电机的制动能力不满足预设要求时，说明单位时间内驱动电机的扭矩的变化或波动幅度较大，存在对驱动电机及其扭矩造成冲击的可能性，进而导致驱动电机的控制精度降低，无法达到更佳的电机降扭效果。
对此，首先，判断驱动电机的降扭梯度是否过大，即判断驱动电机的降扭梯度是否大于第一阈值，以及判断驱动电机的制动能力是否达到预设的要求，即判断驱动电机的制动能力是否达到第二目标扭矩；然后，若判定驱动电机的降扭梯度大于第一阈值或者驱动电机的制动能力未达到第二目标扭矩，则说明驱动电机的降扭梯度过大或者驱动电机的制动能力不满足预设要求，此时基于预设的分解原则来对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，进而调节驱动电机的降扭过程。
上述第一阈值可以根据实际情况而设置，本实施方式对此不作具体限定。
上述驱动电机的降扭梯度和上述驱动电机的制动能力的衡量基准可以根据实际情况而设 置，本实施方式对此不作具体限定。
例如，上述驱动电机的降扭梯度可以通过驱动电机的扭矩变化率来衡量，若驱动电机的扭矩变化率为负值且单位时间内驱动电机的扭矩变化率大于第一阈值，则说明驱动电机的降扭梯度大于第一阈值；否则，说明驱动电机的降扭梯度未大于第一阈值。
再例如，上述驱动电机的制动能力可以通过驱动电机可以输出的扭矩最大值来衡量，若驱动电机可以输出的扭矩最大值能够达到第二目标扭矩，则说明驱动电机的制动能力能够达到第二目标扭矩。
在一些实施方式中，上述第一子扭矩为上述第二目标扭矩与上述第二子扭矩的差值，上述第二子扭矩为驱动电机的制动能力对应的扭矩最大值。
本实施方式中，预设的分解原则为对称制动原则，对称制动原则是指优先将第二目标扭矩分配给驱动电机来实现，而驱动电机无法实现的扭矩部分则分配给液压制动系统来实现。
基于上述对称制动原则，首先，获取驱动电机的制动能力对应的扭矩最大值，旨在通过驱动电机的制动能力对应的扭矩最大值来确定第二目标扭矩中驱动电机可以实现的部分和其无法实现的部分，而驱动电机无法实现的部分将分配给液压制动系统来实现。
然后，根据驱动电机的制动能力对应的扭矩最大值，将第二目标扭矩分解为两个部分，其中一个部分为驱动电机可以实现的部分，即第二子扭矩，另一个部分则为驱动电机无法实现的部分，即第一子扭矩，进而实现电机驱动与液压制动的协同工作。如此，本实施方式能够确保驱动电机的扭矩变化或波动幅度在合适的范围之内，对驱动电机形成保护，从而确保电机的控制精度，有利于达到更佳的降扭效果。
上述驱动电机的制动能力对应的扭矩最大值可以根据实际情况而设置，本实施方式对此不作具体限定。
在一些实施方式中，上述基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，可以包括：
根据第一目标扭矩和第一子扭矩，得到与液压制动系统相关联的第三目标扭矩；
基于第三目标扭矩对液压制动系统进行控制。
本实施方式中，对第一目标扭矩和第一子扭矩进行仲裁处理，以将驱动电机无法实现的扭矩部分添加至液压制动系统应当实现的扭矩部分，进而得到最终用于控制液压制动系统的扭矩，即第三目标扭矩，之后利用第三目标扭矩对液压制动系统进行控制。
上述根据第一目标扭矩和第一子扭矩，得到与液压制动系统相关联的第三目标扭矩的具体实现方式可以根据实际情况而设置，本实施方式对此不作具体限定。
例如，上述根据第一目标扭矩和第一子扭矩，得到与液压制动系统相关联的第三目标扭 矩，可以是将第一目标扭矩和第一子扭矩进行叠加，并将叠加后的结果作为与液压制动系统相关联的第三目标扭矩。
或者，上述根据第一目标扭矩和第一子扭矩，得到与液压制动系统相关联的第三目标扭矩，也可以是赋予第一目标扭矩第一权重，赋予第一子扭矩第二权重，并对第一目标扭矩和第一子扭矩进行加权，得到加权后的结果作为与液压制动系统相关联的第三目标扭矩。
上述第一权重和上述第二权重可以根据实际情况而设置，本实施方式对此不作具体限定。
在一些实施方式中，为了提高液压制动系统的控制精度，上述基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，还可以包括：
对第三目标扭矩进行修正。
本实施方式中，通过对第三目标扭矩进行修正，使得第三目标扭矩更贴合液压制动系统的制动要求，有效地提高液压制动系统的控制精度，有利于达到更佳的液压制动效果。
上述第三目标扭矩的具体修正方式可以根据实际情况而设置，本实施方式对此不作具体限定。
例如，上述对第三目标扭矩进行修正，可以是对第三目标扭矩进行最大值限制，最大值限制是指限制第三目标扭矩小于某一最大阈值。
上述最大阈值可以根据实际情况而设置，本实施方式对此不作具体限定。
再例如，上述对第三目标扭矩进行修正，也可以是对第三目标扭矩进行梯度限制，梯度限制是指限制第三目标扭矩的扭矩变化量小于梯度阈值。
上述梯度阈值可以根据实际情况而设置，本实施方式对此不作具体限定。
在一些实施方式中，上述对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，还可以包括：
若驱动电机的降扭梯度小于或等于第一阈值且驱动电机的制动能力达到第二目标扭矩，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
本实施方式中，当驱动电机的降扭梯度并未过大且驱动电机的制动能力满足预设要求时，说明单位时间内驱动电机的扭矩的变化或波动幅度较小，不存在对驱动电机及其扭矩造成冲击的可能性，此时不需要基于对称制动原则对第二目标扭矩进行调整。对此，在驱动电机的降扭梯度小于或等于第一阈值且驱动电机的制动能力达到第二目标扭矩的情况下，对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
上述第一子扭矩为零，上述第二子扭矩为上述第二目标扭矩。
在一些实施方式中，为了提高驱动电机的控制精度，在上述获取与车辆的驱动电机相关联的第二目标扭矩之后，上述方法还可以包括：
根据车辆的制动扭矩对第二目标扭矩进行修正。
本实施方式中，在对驱动电机进行控制时，车辆的制动扭矩容易对驱动电机的控制过程造成干扰，在此情况下第二目标扭矩将存在一定的误差，而相关技术中缺乏对此情况的考虑，驱动电机的控制精度有待提高。为了降低制动扭矩对驱动电机控制的干扰性，确保驱动电机的控制精度，首先确定车辆的制动扭矩，然后根据车辆的制动扭矩对第二目标扭矩进行修正。
上述车辆的制动扭矩的确定方式可以根据实际情况而设置，本实施方式对此不作具体限定，例如上述确定车辆的制动扭矩，可以是根据车辆的特性信息计算车辆的制动扭矩。
上述车辆的特性信息可以包括车辆的制动盘有效半径、制动压力、摩擦片有效面积和摩擦系数等，但不局限于此。
在一些实施方式中，上述根据车辆的制动扭矩对第二目标扭矩进行修正，可以包括：
从车辆的修正匹配数据当中匹配得到与制动扭矩和车辆的车速信息对应的修正量作为扭矩修正量；
根据扭矩修正量对第二目标扭矩进行修正。
本实施方式中，为了降低制动扭矩对驱动电机控制的干扰性，确保驱动电机的控制精度，在得到车辆的制动扭矩之后，首先获取车辆的修正匹配数据，该修正匹配数据可以是预先设定的数据，然后对该修正匹配数据进行检索，旨在从该修正匹配数据当中匹配得到与车辆的制动扭矩和车速信息相对应的修正量，并将该匹配得到的修正量作为扭矩修正量输出。
上述修正匹配数据的具体内容可以根据实际情况而设置，本实施方式对此不作具体限定，例如上述修正匹配数据可以包括若干个由制动扭矩和车速信息构成的组合数据及每个组合数据对应的修正量，但不局限于此。
上述修正匹配数据的数据形式可以根据实际情况而设置，本实施方式对此不作具体限定。
例如，上述修正匹配数据可以是表格形式；或者，上述修正匹配数据也可以是其他如图表形式、文字形式等。
上述从车辆的修正匹配数据当中匹配得到与制动扭矩和车辆的车速信息对应的修正量作为扭矩修正量，可以是在该修正匹配数据为表格形式或图表形式的情况下，对该修正匹配数据进行查表，从而得到与制动扭矩和车辆的车速信息对应的修正量作为扭矩修正量。
上述查表过程可以如下公式(1)所示：
Tcorr＝LookupTable(MbWheel,V)      (1)；
式(1)中，Tcorr表示扭矩修正量，LookupTable(·)表示查表函数，用于检索上述修正匹配数据，MbWheel表示车辆的制动扭矩，V表示车辆的车速信息。
或者，上述从车辆的修正匹配数据当中匹配得到与制动扭矩和车辆的车速信息对应的修 正量作为扭矩修正量，还可以是在该修正匹配数据为文字形式的情况下，对该修正匹配数据进行关键词检索、关键字检索或向量检索等处理，从而得到与制动扭矩和车辆的车速信息对应的修正量作为扭矩修正量。
上述根据扭矩修正量对第二目标扭矩进行修正，可以是计算扭矩修正量与第二目标扭矩之和，并将该和值作为修正后的第二目标扭矩。
或者，上述根据扭矩修正量对第二目标扭矩进行修正，也可以是计算第二目标扭矩与扭矩修正量的差值，并将该差值作为修正后的第二目标扭矩，但应理解，上述第二目标扭矩的修正方式不局限于此。
在一些实施方式中，为便于确定车辆行驶在打滑环境，以触发车辆的牵引力控制功能，上述方法还可以包括：
对车辆进行打滑检测。
本实施方式中，在车辆行驶过程中实时对车辆进行打滑检测。
在一些实施方式中，上述对车辆进行打滑检测，可以包括：
若车辆满足打滑判定条件，则判定车辆行驶在打滑环境。
本实施方式中，通过预设的打滑判定条件来对车辆进行打滑检测，若车辆满足打滑判定条件，则说明车辆的车轮存在打滑的可能性，此时判定车辆行驶在打滑环境；否则，说明车辆的车轮不存在打滑的可能性，此时判定车辆未行驶在打滑环境，返回到上述对车辆进行打滑检测的步骤，以实现循环检测。
上述打滑判定条件可以根据实际情况而设置，本实施方式对此不作具体限定，例如上述打滑判定条件可以包括如下至少一项：
车辆的加速踏板状态为踩下状态，用于指示车辆的加速踏板被踩下；
车辆的车速信息大于第二阈值，用于指示车辆的车速过快；
车辆的轮速信息大于第三阈值，用于指示车辆的轮速过快；
车辆的轮速传感器信号有效，用于指示车辆的轮速传感器正常工作；
车辆的加速度传感器信号有效，用于指示车辆的加速度传感器正常工作；
驱动电机的状态为使能状态，用于指示车辆的驱动电机正常工作；
轮速信息与车速信息的差值大于第四阈值，用于指示轮速信息与车速信息的差值过大。
上述加速踏板状态是指加速踏板的状态，上述加速踏板状态可以包括踩下状态或者未踩下状态中的任意一种。
上述电机状态是指集成式冗余制动系统中的电机的状态，上述电机状态可以包括使能状态、关闭状态或故障状态中的任意一种，在电机处于使能状态的情况下电机正常工作，在电 机处于关闭状态的情况下电机未故障并停止工作，在电机处于故障状态的情况下电机故障并停止工作。
上述第二阈值、上述第三阈值和上述第四阈值可以根据实际情况而设置，本实施方式对此不作限定。
在一些实施方式中，为了更加准确地确定车辆行驶在打滑环境，在上述判定车辆行驶在打滑环境之后，上述方法还可以包括：
若车辆满足子打滑判定条件，则判定车辆行驶在打滑环境。
本实施方式中，通过预设的子打滑判定条件来进一步地确定车辆行驶在打滑环境，若车辆满足子打滑判定条件，则说明车辆打滑，此时完全判定车辆行驶在打滑环境；否则，说明车辆的车轮不存在打滑的可能性，此时判定车辆未行驶在打滑环境，返回到上述对车辆进行打滑检测的步骤，以实现循环检测。
上述子打滑判定条件可以根据实际情况而设置，本实施方式对此不作具体限定，例如上述子打滑判定条件可以包括如下至少一项：
车辆所行驶的路面为对开路面；
车辆从高附着系数的路面行驶至低附着系数的路面。
上述对开路面用于表征一侧附着系数与另一侧附着系数的差值的绝对值大于第一附着阈值的路面。
上述高附着系数的路面是指附着系数大于第二附着阈值的路面。
上述低附着系数的路面是指附着系数小于第三附着阈值的路面。
上述第二附着阈值大于上述第三附着阈值。
上述第一附着阈值、上述第二附着阈值和上述第三附着阈值均可以根据实际情况而设置，本实施方式对此不作具体限定。
例如，上述第一附着阈值、上述第二附着阈值和上述第三附着阈值可以通过路面的附着系数来进行标定，也可以通过其他与路面相关的参数来进行标定，但不局限于此。
在一些实施方式中，为了判断车辆是否行驶在对开路面，以便于确定车辆是否满足子打滑判定条件，上述方法还可以包括：
对车辆所行驶的路面进行识别，识别出车辆所行驶的路面为对开路面。
本实施方式中，识别车辆所行驶的路面，旨在确定车辆是否行驶在对开路面，以便于判断车辆是否满足子打滑判定条件。
上述对车辆所行驶的路面进行识别，可以是根据车辆的车轮信息对车辆所行驶的路面进行识别，得到路面的附着系数，而后根据附着系数识别车辆所行驶的路面是否为对开路面。
上述车轮信息可以根据实际情况而设置，本实施方式对此不作具体限定，例如上述车轮信息可以是车轮的垂向力信息、纵向力信息和横向力信息中的至少一项。
上述根据车辆的车轮信息对车辆所行驶的路面进行识别，得到路面的附着系数，可以是通过车辆的车轮信息结合如下公式(2)计算得到路面的附着系数：
式(2)中，Mu表示路面的附着系数，Fx表示车轮的横向力信息，Fy表示车轮的纵向力信息，Fz表示车轮的垂向力信息。
上述根据附着系数识别车辆所行驶的路面是否为对开路面，可以是判断路面一侧的附着系数与路面另一侧的附着系数的差值的绝对值是否大于第一附着阈值，若是，说明路面一侧为高附着系数路面，路面另一侧为低附着系数路面，此时判定车辆所行驶的路面为对开路面；否则，判定车辆所行驶的路面不是对开路面。
为便于对本申请上述一种车辆行驶控制方法的理解，在此以本申请上述一种车辆行驶控制方法的实际应用场景举例说明，如图2和图3所示，具体过程包括如下步骤S201-S205。
S201，检测车辆是否行驶在打滑环境；若是，进入步骤S202；否则，返回到检测车辆是否行驶在打滑环境，直到车辆行驶在打滑环境，进入步骤S202。
检测车辆是否行驶在打滑环境，可以是判断车辆是否满足打滑判定条件，若车辆满足打滑判定条件，则判定车辆行驶在打滑环境，进入步骤S202；否则，判定车辆未行驶在打滑环境，返回到检测车辆是否行驶在打滑环境，直到车辆行驶在打滑环境，进入步骤S202。
或者，检测车辆是否行驶在打滑环境，还可以是判断车辆是否满足打滑判定条件，若车辆满足打滑判定条件，则说明车辆可能打滑，此时判断车辆是否满足子打滑判定条件；若车辆满足子打滑判定条件，则判定车辆行驶在打滑环境，从而提高打滑判定的精准度；若车辆不满足打滑判定条件，或者车辆满足打滑判定条件但车辆不满足子打滑判定条件，返回到判断车辆是否满足打滑判定条件的步骤。
上述打滑判定条件包括如下至少一项：
车辆的加速踏板状态为踩下状态，用于指示车辆的加速踏板被踩下；
车辆的车速信息大于第二阈值，用于指示车辆的车速过快；
车辆的轮速信息大于第三阈值，用于指示车辆的轮速过快；
车辆的轮速传感器信号有效，用于指示车辆的轮速传感器正常工作；
车辆的加速度传感器信号有效，用于指示车辆的加速度传感器正常工作；
驱动电机的状态为使能状态，用于指示车辆的驱动电机正常工作；
轮速信息与车速信息的差值大于第四阈值，用于指示轮速信息与车速信息的差值过大。
上述子打滑判定条件可以包括如下至少一项：
车辆所行驶的路面为对开路面；
车辆从高附着系数的路面行驶至低附着系数的路面。
S202，计算车辆的轮速信息与车速信息的差值作为车辆的滑移率，基于滑移率进行PID控制，得到与车辆的液压制动系统相关联的第一目标扭矩和与车辆的驱动电机相关联的第二目标扭矩。
S203，首先根据车辆的制动盘有效半径、制动压力、摩擦片有效面积和摩擦系数计算得到车辆的制动扭矩，然后从车辆的修正匹配数据当中匹配得到与车辆的制动扭矩和车速信息相对应的修正量作为扭矩修正量，最后计算车辆的制动扭矩与第二目标扭矩之和作为修正值，并将第二目标扭矩的值替换为修正值。
S204，判断驱动电机的降扭梯度是否大于第一阈值和驱动电机的制动能力是否达到第二目标扭矩，并根据判断结果对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
若驱动电机的降扭梯度大于第一阈值或者驱动电机的制动能力未达到第二目标扭矩，则基于对称制动原则将第二目标扭矩分解为第一子扭矩和第二子扭矩，第一子扭矩为第二目标扭矩与第二子扭矩的差值，第二子扭矩为驱动电机的制动能力对应的扭矩最大值；
若驱动电机的降扭梯度小于或等于第一阈值且驱动电机的制动能力达到第二目标扭矩，则不基于对称制动原则将第二目标扭矩分解为第一子扭矩和第二子扭矩，第一子扭矩为零，第二子扭矩为第二目标扭矩。
S205，将第一目标扭矩和第一子扭矩进行叠加，得到第三目标扭矩并进行梯度限制和最大值限制，而后基于第三目标扭矩对液压制动系统进行建压控制，以及基于第二子扭矩对驱动电机进行降扭控制。
其次，下面将结合附图详细阐述本申请实施例提供的一种车辆行驶控制装置的实施方式。
参照图4，图4是本申请实施例提供的一种车辆行驶控制装置的结构图，所述装置可以包括：
第一处理模块301，主要用于在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩，以及获取与车辆的驱动电机相关联的第二目标扭矩；
第二处理模块302，主要用于对第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
第三处理模块303，主要用于基于第一目标扭矩和第一子扭矩对液压制动系统进行控制，以及基于第二子扭矩对驱动电机进行控制。
在一些实施方式中，第一处理模块主要包括第一子处理单元和第二子处理单元。
上述第一子处理单元主要用于在检测到车辆行驶在打滑环境的情况下，获取与车辆的液压制动系统相关联的第一目标扭矩。
上述第二子处理单元主要用于在检测到车辆行驶在打滑环境的情况下，获取与车辆的驱动电机相关联的第二目标扭矩。
在一些实施方式中，第三处理模块主要包括第三子处理单元、第一控制单元和第二控制单元。
上述第三子处理单元主要用于根据第一目标扭矩和第一子扭矩得到第三目标扭矩。
上述第一控制单元主要用于根据第三目标扭矩对液压制动系统进行控制。
上述第二控制单元主要用于根据第二子扭矩对驱动电机进行控制。
关于一种车辆行驶控制装置的具体限定可以参见上文中对于一种车辆行驶控制方法的限定，在此不再赘述。
上述一种车辆行驶控制装置中的各个模块可全部或部分通过软件、硬件及其组合来实现。上述各模块可以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
此外，本申请实施例还提供了一种制动系统，通过上述一种车辆行驶控制方法对车辆进行控制。
可以理解的是，上述制动系统可以是集成式冗余制动系统，本领域技术人员应当理解的是，其他配置有牵引力控制功能和/或冗余技术的制动系统也同样适用，本申请对此不作具体限定。
上述方法实施例中的内容均适用于本系统实施例中，本系统实施例所具体实现的功能与上述方法实施例相同，并且达到的有益效果与上述方法实施例所达到的有益效果也相同。
在一些实施方式中，参照图5，上述制动系统可以包括：
至少一个处理器401；
至少一个存储器402，用于储存至少一个程序；
当至少一个程序被至少一个处理器401执行，使得至少一个处理器401实现上述一种车辆行驶控制方法。
存储器402作为一种非暂态网络系统，可用于存储非暂态软件程序以及非暂态性计算机可执行程序。此外，存储器402可以包括高速随机存取存储器，还可以包括非暂态存储器，例如至少一个磁盘存储器件、闪存器件、或其他非暂态固态存储器件。在一些实施方式中，存储器402可选包括相对于处理器401远程设置的存储器402，这些远程的存储器402可以通过网络连接至该处理器401。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。
存储器402，可以采用只读存储器(ReadOnly Memory，ROM)、静态存储设备、动态存储设备或者随机存取存储器(Random Access Memory，RAM)等形式实现。存储器402可以存储操作系统和其他应用程序，在通过软件或者固件来实现本说明书实施例所提供的技术方案时，相关的程序代码保存在存储器402中，并由处理器401来调用执行本申请实施例的方法。
处理器401，可以采用通用的中央处理器(Central Processing Unit，CPU)、微处理器、应用专用集成电路(Application Specific Integrated Circuit，ASIC)、或者一个或多个集成电路等方式实现，用于执行相关程序，以实现本申请实施例所提供的技术方案。
在一些实施方式中，电子设备还包括：
输入/输出接口，用于实现信息输入及输出；
通信接口，用于实现本设备与其他设备的通信交互，可以通过有线方式(例如USB、网线等)实现通信，也可以通过无线方式(例如移动网络、WIFI、蓝牙等)实现通信；
总线，在设备的各个组件(例如处理器401、存储器402、输入/输出接口和通信接口)之间传输信息；
其中处理器401、存储器402、输入/输出接口和通信接口可以通过总线实现彼此之间在设备内部的通信连接。
最后，本申请实施例提供了一种车辆，可以包括上述一种车辆行驶控制装置和/或上述一种制动系统。
可以理解的是，车辆可以为私家车，例如轿车、运动型多用途汽车(Sport Utility Vehicle，SUV)、多用途汽车(Multi-Purpose Vehicles，MPV)或者皮卡等，也可以是运营车，例如面包车、公交车、小型货车或者大型拖挂车等，还可以是油车或者如混合型、纯电型等新能源车。
上述方法实施例中的内容均适用于本车辆实施例中，本车辆实施例所具体实现的功能与上述方法实施例相同，并且达到的有益效果与上述方法实施例所达到的有益效果也相同。
综上可见，本申请实施例充分地考虑到液压制动和电机驱动对车辆的牵引力控制所造成的影响，通过电机驱动控制和液压制动控制的相互协调来实现车辆的牵引力控制，有效地提高车辆的牵引力控制精度，进而提高牵引力控制效果和车辆制动效果，有利于确保车辆的行驶安全性。
另一方面，针对在驱动电机控制的过程中车辆的制动扭矩对电机的驱动控制过程造成的干扰，本申请实施例通过对与驱动电机相关联的第二目标扭矩进行修正，能够降低车辆的制动扭矩对驱动电机的控制过程所造成的的干扰，确保驱动电机的控制精度，进而提高车辆的 牵引力控制精度。
又一方面，针对在驱动电机控制的过程中因驱动电机的扭矩异常变化而导致驱动电机及其扭矩受到冲击的情况，本申请实施例在判定驱动电机的降扭梯度过大或驱动电机的制动能力无法达到第二目标扭矩的情况下，基于对称制动原则来调节驱动电机的控制过程，此对称制动原则是指优先将第二目标扭矩分配给驱动电机来实现，而驱动电机无法实现的扭矩部分则分配给液压制动系统来实现，这能够确保驱动电机的扭矩变化或波动幅度在合适的范围之内，不仅对驱动电机形成保护，还能够确保驱动电机的控制精度，以达到更佳的电机控制效果。
在一些可选择的实施例中，在方框图中提到的功能/操作可以不按照操作示图提到的顺序发生。例如，取决于所涉及的功能/操作，连续示出的两个方框实际上可以被大体上同时地执行或所述方框有时能以相反顺序被执行。此外，在本申请的流程图中所呈现和描述的实施例以示例的方式被提供，目的在于提供对技术更全面的理解。所公开的方法不限于本文所呈现的操作和逻辑流程。可选择的实施例是可预期的，其中各种操作的顺序被改变以及其中被描述为较大操作的一部分的子操作被独立地执行。
此外，虽然在功能性模块的背景下描述了本申请，但应当理解的是，除非另有相反说明，功能和/或特征中的一个或多个可以被集成在单个物理装置和/或软件模块中，或者一个或多个功能和/或特征可以在单独的物理装置或软件模块中被实现。还可以理解的是，有关每个模块的实际实现的详细讨论对于理解本申请是不必要的。更确切地说，考虑到在本文中公开的装置中各种功能模块的属性、功能和内部关系的情况下，在工程师的常规技术内将会了解该模块的实际实现。因此，本领域技术人员运用普通技术就能够在无需过度试验的情况下实现在权利要求书中所阐明的本申请。还可以理解的是，所公开的特定概念仅仅是说明性的，并不意在限制本申请的范围，本申请的范围由所附权利要求书及其等同方案的全部范围来决定。
所述功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干程序用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行程序的定序列表，可以具体实现在任何计算机可读介质中，以供程序执行 系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从程序执行系统、装置或设备取程序并执行程序的系统)使用，或结合这些程序执行系统、装置或设备而使用。就本说明书而言，“计算机可读介质”可以是任何可以包含、存储、通信、传播或传输程序以供程序执行系统、装置或设备或结合这些程序执行系统、装置或设备而使用的装置。
计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的程序执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
在本说明书的上述描述中，参考术语“一个实施方式/实施例”、“另一实施方式/实施例”或“某些实施方式/实施例”等的描述意指结合实施方式或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施方式或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施方式或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施方式或示例中以合适的方式结合。
尽管已经示出和描述了本申请的实施方式，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施方式进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。
以上是对本申请的较佳实施进行了具体说明，但本申请并不限于所述实施例，熟悉本领域的技术人员在不违背本申请精神的前提下还可做作出种种的等同变形或替换，这些等同的变形或替换均包含在本申请权利要求所限定的范围内。

Claims (12)

  1. 一种车辆行驶控制方法，其特征在于，包括以下步骤：
    在检测到所述车辆行驶在打滑环境的情况下，获取与所述车辆的液压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩；
    对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
    基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，以及基于所述第二子扭矩对所述驱动电机进行控制。
  2. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，所述获取与所述车辆的液压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩，包括：
    根据所述车辆的滑移率进行比例积分微分控制，得到与所述车辆的液压制动系统相关联的第一目标扭矩和与所述车辆的驱动电机相关联的第二目标扭矩。
  3. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，所述对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，包括：
    若所述驱动电机的降扭梯度大于第一阈值或者所述驱动电机的制动能力未达到所述第二目标扭矩，对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩。
  4. 根据权利要求3所述的一种车辆行驶控制方法，其特征在于，所述第一子扭矩为所述第二目标扭矩与所述第二子扭矩的差值，所述第二子扭矩为所述驱动电机的制动能力对应的扭矩最大值。
  5. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，所述基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，包括：
    根据所述第一目标扭矩和所述第一子扭矩，得到与所述液压制动系统相关联的第三目标扭矩；
    基于所述第三目标扭矩对所述液压制动系统进行控制。
  6. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，所述对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，包括：
    若所述驱动电机的降扭梯度小于或等于第一阈值且所述驱动电机的制动能力达到所述第二目标扭矩，对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩，所述第一子扭矩为零，所述第二子扭矩为所述第二目标扭矩。
  7. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，在所述获取与所述车辆的驱动电机相关联的第二目标扭矩之后，所述方法还包括以下步骤：
    根据所述车辆的制动扭矩对所述第二目标扭矩进行修正。
  8. 根据权利要求7所述的一种车辆行驶控制方法，其特征在于，所述根据所述车辆的制动扭矩对所述第二目标扭矩进行修正，包括：
    从所述车辆的修正匹配数据当中匹配得到与所述制动扭矩和所述车辆的车速信息对应的修正量作为扭矩修正量；
    根据所述扭矩修正量对所述第二目标扭矩进行修正。
  9. 根据权利要求1所述的一种车辆行驶控制方法，其特征在于，所述方法还包括以下步骤：
    若所述车辆满足打滑判定条件，则判定所述车辆行驶在打滑环境，所述打滑判定条件包括如下至少一项：
    所述车辆的加速踏板状态为踩下状态；
    所述车辆的车速信息大于第二阈值；
    所述车辆的轮速信息大于第三阈值；
    所述车辆的轮速传感器信号有效；
    所述车辆的加速度传感器信号有效；
    所述驱动电机的状态为使能状态；
    所述轮速信息与所述车速信息的差值大于第四阈值。
  10. 一种车辆行驶控制装置，其特征在于，包括：
    第一处理模块，用于在检测到所述车辆行驶在打滑环境的情况下，获取与所述车辆的液压制动系统相关联的第一目标扭矩，以及获取与所述车辆的驱动电机相关联的第二目标扭矩；
    第二处理模块，用于对所述第二目标扭矩进行分解，得到第一子扭矩和第二子扭矩；
    第三处理模块，用于基于所述第一目标扭矩和所述第一子扭矩对所述液压制动系统进行控制，以及基于所述第二子扭矩对所述驱动电机进行控制。
  11. 一种制动系统，其特征在于，通过如权利要求1-9任一项所述的一种车辆行驶控制方法对车辆进行控制。
  12. 一种车辆，其特征在于，包括如权利要求10所述的一种车辆行驶控制装置和/或如权利要求11所述的一种制动系统。
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