WO2024207157A1 - 车辆的控制方法和控制装置 - Google Patents

车辆的控制方法和控制装置 Download PDF

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Publication number
WO2024207157A1
WO2024207157A1 PCT/CN2023/086023 CN2023086023W WO2024207157A1 WO 2024207157 A1 WO2024207157 A1 WO 2024207157A1 CN 2023086023 W CN2023086023 W CN 2023086023W WO 2024207157 A1 WO2024207157 A1 WO 2024207157A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
torque
difference
wheel
driving
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.)
Ceased
Application number
PCT/CN2023/086023
Other languages
English (en)
French (fr)
Inventor
凌铭泽
马文涛
周勇有
曹中成
吴孝勤
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.)
Huawei Technologies Co Ltd
Original Assignee
Huawei Technologies Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Huawei Technologies Co Ltd filed Critical Huawei Technologies Co Ltd
Priority to CN202380089107.5A priority Critical patent/CN120435409A/zh
Priority to PCT/CN2023/086023 priority patent/WO2024207157A1/zh
Priority to EP23931233.3A priority patent/EP4682002A4/en
Publication of WO2024207157A1 publication Critical patent/WO2024207157A1/zh
Priority to US19/349,937 priority patent/US20260054732A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • 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
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—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
    • 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
    • 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
    • B60W2520/26—Wheel slip
    • B60W2520/263—Slip values between front and rear axle
    • 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
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B60W2710/085—Torque change rate
    • 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
    • B60W2720/30—Wheel 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
    • B60W2720/40—Torque distribution
    • 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
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle

Definitions

  • the present application relates to the field of vehicle technology, and in particular to a vehicle control method and a vehicle control device.
  • the driving wheels of the vehicle often slip. If the vehicle is on a low-adhesion road with low friction, the vehicle may even lose control of the direction. In order to ensure the safety of the vehicle, anti-skid control is required for the vehicle.
  • a traction control system In a method of controlling a vehicle to prevent the vehicle from skidding, a traction control system (TCS) is configured on the vehicle.
  • TCS traction control system
  • the driving torque or braking torque of the vehicle is controlled to improve the adhesion of the wheel so that the wheel no longer skids.
  • the present application provides a vehicle control method and a control device, which aim to improve the anti-skid performance of the vehicle and further ensure the dynamic performance of the vehicle under acceleration and skidding conditions.
  • the present application provides a vehicle control method, comprising:
  • the acceleration of the vehicle and the acceleration of the first driving wheel of the vehicle, and/or the wheel speed of the first driving wheel and the driving speed of the vehicle are obtained.
  • the drive device of the vehicle is controlled to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.
  • a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is used as a criterion for judging whether the vehicle is slipping.
  • the driving torque of the slipping wheel is controlled to be less than the required torque to maintain the driving stability of the vehicle.
  • controlling a driving device of the vehicle to output a first torque to a first driving wheel includes:
  • the driving device of the vehicle is controlled to output the first torque to the first driving wheel according to the first difference and/or the second difference.
  • the larger the first difference and/or the second difference the larger the torque difference between the first torque and the first required torque.
  • the first difference and the second difference can reflect the degree of vehicle slippage from the side.
  • the first difference and/or the second difference is larger, it indicates that the vehicle slippage is more serious. Therefore, the first torque limit for the first drive wheel is larger.
  • the torque difference between the first torque and the first required torque is larger.
  • the method further includes determining a slope of a road on which the vehicle is located.
  • the step of controlling the driving device of the vehicle to output the first torque to the first driving wheel includes:
  • a driving device of the vehicle is controlled to output a first torque to the first driving wheel according to the slope, and a greater slope has a greater torque difference between the first torque and the first required torque.
  • the slope is an important indicator of the road condition on which the vehicle is located. The greater the slope, the worse the road condition. Under poor road conditions, the output first torque limit to the first drive wheel is greater.
  • the method further includes: determining a difference between slip rates of a plurality of drive wheels of the vehicle, the plurality of drive wheels comprising at least two of a first drive wheel, a second drive wheel, a third drive wheel, and a fourth drive wheel, the first drive wheel and the second drive wheel being connected to a first drive shaft in the vehicle, the first drive wheel and the second drive wheel being located on different sides of the vehicle, the third drive wheel and the fourth drive wheel being connected to a second drive shaft in the vehicle, the first drive wheel and the third drive wheel being located on the same side of the vehicle, and the first drive wheel and the fourth drive wheel being located on different sides of the vehicle.
  • the step of controlling the driving device of the vehicle to output the first torque to the first driving wheel includes:
  • a driving device of the vehicle is controlled to output a first torque to a first driving wheel according to a difference between slip rates of the plurality of driving wheels, wherein a torque difference between the first torque and a first required torque is associated with a difference between slip rates of the plurality of driving wheels.
  • the plurality of drive wheels includes a first drive wheel and a second drive wheel.
  • the torque difference is the first torque difference
  • the torque difference is the second torque difference
  • the first torque difference is greater than the second torque difference
  • the plurality of drive wheels further includes a third drive wheel.
  • the torque difference is a third torque difference, and the first torque difference is greater than the third torque difference.
  • the plurality of drive wheels further includes a fourth drive wheel.
  • the torque difference is the fourth torque difference
  • the fourth torque difference is greater than the second torque difference and/or the third torque difference
  • the slip rate difference between the driving wheels can be used to determine the road type of the vehicle. According to different road types, the first torque output to the first driving wheel is limited to different degrees, so the torque difference also changes accordingly. Limiting the first torque according to road conditions can ensure the power performance of the vehicle.
  • the vehicle includes a first transmission shaft and a second transmission shaft, the first transmission shaft being a transmission shaft connected to the first drive wheel, and the method further includes:
  • a drive device controlling the vehicle outputs a second torque to a non-slip wheel of the vehicle, the non-slip wheel is connected to a second transmission shaft, the difference between the acceleration of the non-slip wheel and the acceleration of the vehicle is less than the first difference, and the difference between the wheel speed of the non-slip wheel and the driving speed of the vehicle is less than the second difference, the second torque is greater than the required torque of the non-slip wheel, and the torque difference between the second torque and the second required torque of the non-slip wheel is equal to the torque difference between the first torque and the first required torque.
  • the torque difference between the second torque and the second required torque of the non-slipping wheel is controlled to be equal to the torque difference between the first torque and the first required torque, that is, the torque difference lost by the slipping first drive wheel is distributed to the non-slipping wheel, thereby realizing torque transfer and redistribution, ensuring that the total torque of the vehicle is consistent with the total required torque, and guaranteeing the acceleration performance of the vehicle.
  • the method further includes:
  • the drive device of the vehicle is controlled to output a third torque to the first drive wheel, and the third torque is less than the first torque.
  • the torque corresponding to the first driving wheel is further controlled to ensure the driving stability of the vehicle.
  • the present application provides a control device, comprising: a processor, and a memory in communication with the processor; the memory stores computer-executable instructions.
  • the processor executes the computer-executable instructions stored in the memory to implement the vehicle control method provided by the above implementation.
  • the present application provides a computer-readable storage medium, in which computer-executable instructions are stored.
  • the computer-executable instructions are executed by a processor, they are used to implement the vehicle control method provided in the above implementation method.
  • the present application provides a computer program product, including a computer program, which, when executed by a processor, implements any vehicle control method mentioned in the above implementation manner.
  • FIG1 is a schematic diagram of a state mode of a vehicle anti-skid pre-control system provided by an embodiment of the present application
  • FIG2 is a schematic diagram of the working process of the control method provided by an embodiment of the present application when the vehicle anti-skid pre-control system is in the operation mode;
  • FIG3 is a schematic diagram of a control flow of a control method provided by an embodiment of the present application applied to a vehicle;
  • FIG4 is a schematic diagram showing the effect of applying the control method provided by an embodiment of the present application to a dual-motor four-wheel drive new energy vehicle with front drive wheel slip;
  • FIG5 is a schematic diagram showing the effect of applying the control method provided by an embodiment of the present application to a dual-motor four-wheel drive new energy vehicle in which both the front and rear drive wheels are slipping;
  • FIG6 is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application.
  • FIG. 7 is a schematic diagram of the structure of a vehicle control device provided in another embodiment of the present application.
  • TCS traction control When a vehicle starts and drives on a low-friction, low-adhesion road, the drive wheels are prone to slipping and even losing control of the direction. To ensure the safety performance of the vehicle, one existing method is to install TCS traction control on the vehicle. When the TCS system detects that the vehicle's drive wheels are slipping, it controls the driving torque or braking torque to improve the adhesion of the slipping wheels and maintain the vehicle's driving stability.
  • TCS control intervention has communication delays and can only provide feedback adjustments when the vehicle is unstable.
  • the drive motor has a smaller moment of inertia and a larger acceleration torque.
  • the control lag of the TCS system makes new energy vehicles more prone to large slippage, and the TCS torque-limiting braking force is large, which will cause power loss when the vehicle accelerates.
  • the present application provides a vehicle control method and a control device, which aim to improve the anti-skid performance of the vehicle and further ensure the dynamic performance of the vehicle under acceleration and skidding conditions.
  • the technical concept of the present application is to detect the slipping state of the vehicle's driving wheels through the difference between the vehicle acceleration and the driving wheel acceleration and/or the difference between the vehicle speed and the driving wheel speed, and control the driving torque of the slipping driving wheels according to the road condition information of the vehicle, so as to improve the vehicle's anti-skid performance.
  • the present application further proposes a technical solution for torque transfer for four-wheel drive vehicles, thereby improving the acceleration performance when the vehicle slips during acceleration.
  • FIG1 is a schematic diagram of the state mode of the vehicle anti-skid pre-control system provided by an embodiment of this application.
  • the vehicle anti-skid pre-control system is divided into an operation mode and an off mode, wherein the operation mode and the off mode can be triggered and switched by a human-machine interaction method such as a physical button in the cabin or a soft switch in the main control screen.
  • the vehicle anti-skid pre-control system can also follow the vehicle state and automatically enter the operation mode when the vehicle starts.
  • the vehicle anti-skid pre-control system In the off mode, the vehicle anti-skid pre-control system is in the off state. If the vehicle is in the starting state at this time, the vehicle control unit (VCU) cyclically detects the indicator value used to identify the vehicle anti-skid pre-control system mode inside the vehicle system. As an example, when the indicator value is 0, it indicates that the vehicle anti-skid pre-control system is in the off mode.
  • VCU vehicle control unit
  • the vehicle system receives the switch signal and updates the indication value of the vehicle anti-skid pre-control system mode.
  • the vehicle anti-skid pre-control system is in the off mode, the user presses the start button in the cabin.
  • the vehicle system regards the button signal as a switch signal and updates the indication value of the vehicle anti-skid pre-control system mode to 1.
  • the vehicle control unit detects the new indication value, it controls the vehicle anti-skid pre-control system to enter the running mode.
  • FIG2 is a schematic diagram of the workflow of the control method provided by an embodiment of the present application when the vehicle anti-skid pre-control system is in the operation mode. As shown in FIG2, the control method is:
  • the vehicle system obtains the vehicle acceleration and the acceleration of the vehicle drive wheels, as well as the vehicle's driving speed and the wheel speed of the vehicle drive wheels based on the vehicle sensors, where the wheel speed of the drive wheels can be converted through the rotational speed of the drive device corresponding to the drive wheels.
  • the vehicle drive device when a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to a first threshold, and/or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to a second threshold, the vehicle drive device is controlled to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.
  • the vehicle anti-skid pre-control system calculates the difference between the acceleration of each driving wheel and the vehicle acceleration and the difference between the wheel speed of each driving wheel and the vehicle speed.
  • the vehicle anti-skid pre-control system determines that the driving wheel is slipping. It can be understood that the first threshold value and the second threshold value are artificially preset, and the vehicle anti-skid pre-control system uses this as a basis to determine whether the driving wheel of the wheel is slipping.
  • the vehicle system indicates the functional state of the vehicle anti-skid pre-control system through another state indication field.
  • the indication field is 10
  • the vehicle anti-skid pre-control system determines whether the vehicle drive wheel is slipping in the above manner.
  • the vehicle anti-skid pre-control system determines that there is a slipping drive wheel, it sends a slip signal to the vehicle system.
  • the vehicle system updates the above indication field to 11 according to the slip signal.
  • the vehicle control unit detects the indication field, it controls the vehicle anti-skid pre-control system to enter the startup state.
  • the vehicle anti-skid pre-control system can determine which drive wheel is slipping according to the slip signal, and control the torque of the drive device corresponding to the slipping drive wheel based on the slip rate of the vehicle drive wheel and the road conditions.
  • the drive torque of the drive wheel is determined by the corresponding drive device, so when the drive wheel slips, the vehicle anti-skid pre-control system actually controls the drive torque output by the drive device corresponding to the slipping drive wheel to the slipping drive wheel, and the drive torque is less than the required torque of the slipping drive wheel.
  • the required torque of the driving wheels is calculated and distributed based on the total required torque of the vehicle.
  • the vehicle system converts the depth of the accelerator pedal pressed by the driver into the total required torque signal of the vehicle, and the vehicle control unit obtains the total required torque signal through the vehicle communication network.
  • the total required torque can be the total driving torque required for the vehicle to drive normally according to unmanned driving instructions.
  • the vehicle control unit controls the drive device to distribute the total required torque indicated by the total required torque signal to the drive shaft connected to the drive wheel.
  • the torque on the drive shaft connected to the slipping drive wheel is the required torque of the slipping drive wheel.
  • the torque required by the front drive shaft and the rear drive shaft may be different, depending on the specific vehicle parameters.
  • the vehicle control unit controls the drive device to distribute the total required torque to the corresponding drive shaft.
  • the drive device in the new energy vehicle corresponds to the drive motor, and each drive wheel in the vehicle may have a corresponding drive motor. In this case, the vehicle system calculates the corresponding required torque for each drive wheel based on the total required torque and specific vehicle parameters.
  • the detection method adopted by the control method proposed in this embodiment can more quickly identify the slippage of the drive wheel, and output the first torque to the first drive wheel by controlling the drive device so that the first torque is less than the required torque of the first drive wheel, thereby ensuring the driving stability of the vehicle.
  • the vehicle anti-skid pre-control system in the starting state, for a four-wheel drive vehicle, can not only control the driving torque outputted to the slipping driving wheel by the driving device corresponding to the slipping driving wheel, but also realize torque redistribution, specifically: the vehicle anti-skid pre-control system calculates the torque difference between the driving torque outputted to the slipping driving wheel and its required torque, and distributes the torque difference to the non-slipping driving wheel.
  • the vehicle anti-skid pre-control system can directly distribute the torque difference to the non-slipping driving wheel, otherwise the vehicle anti-skid pre-control system can only distribute the torque difference to the drive shaft connected to the non-slipping driving wheel, and realize torque redistribution through the drive shaft.
  • the above embodiments describe the switching of the vehicle anti-skid pre-control system in various modes.
  • the following describes how the vehicle anti-skid pre-control system switches the vehicle anti-skid pre-control system in the startup state based on the slip rate of the vehicle drive wheels and the road conditions.
  • An embodiment of the present application provides a control method.
  • the vehicle anti-skid pre-control system can calculate the slip rate of each driving wheel of the vehicle according to the vehicle's driving speed and the wheel speed of the vehicle's driving wheels; by comparing the slip rates between the driving wheels, the type of road surface the vehicle is on can be determined, and the slope information obtained by the vehicle slope sensor can be used to determine the slope angle of the road surface the vehicle is on.
  • the type of road surface and the slope angle of the vehicle represent the road condition of the vehicle.
  • the vehicle anti-skid pre-control system divides the slope grade according to the slope angle of the road on which the vehicle is located.
  • An example is as follows:
  • the vehicle is judged to be on a slight slope.
  • the vehicle is judged to be on a medium slope road surface
  • the vehicle anti-skid pre-control system determines the road surface type of the vehicle by calculating the slip rate deviation between the driving wheels.
  • An example is as follows:
  • the first driving wheel and the second driving wheel are respectively located on the left and right sides of the vehicle.
  • the difference in slip rate between the first driving wheel and the second driving wheel is greater than or equal to a third threshold, it is determined that the vehicle is on a split road, and the split road means that the road adhesion coefficients on the left and right sides of the vehicle are different.
  • the vehicle is on a uniform road surface, where the uniform road surface means that the road adhesion coefficients of the wheels on the left and right sides of the vehicle are the same;
  • the third drive wheel and the fourth drive wheel are respectively located on the left and right sides of the vehicle, the third drive wheel and the first drive wheel are located on the same side of the vehicle, the first drive wheel and the second drive wheel serve as the front drive wheels of the vehicle, and the third drive wheel and the fourth drive wheel serve as the rear drive wheels of the vehicle.
  • a fourth threshold value it is determined that the vehicle is on a butted road surface, and the butted road surface means that the road adhesion coefficients of the front and rear axle wheels of the vehicle are different;
  • the slip rate deviation of the coaxial drive wheels on the left and right sides of the vehicle is greater than the third threshold and the slip rate deviation of the diagonal drive wheels of the vehicle is less than the fourth threshold, it is determined that the vehicle is on a checkerboard road surface.
  • the checkerboard road surface means that the coaxial wheels on both sides of the vehicle have different road adhesion coefficients, while the diagonal wheels of the vehicle have the same road adhesion coefficients.
  • the third threshold and the fourth threshold are both set manually.
  • the vehicle anti-skid pre-control system controls the driving torque output by the drive device according to the slip rate of the slipping driving wheel and the road condition of the road on which the vehicle is located.
  • the driver presses the accelerator during the driving process of the vehicle to prepare to accelerate the vehicle.
  • the vehicle system converts it into the total required torque signal of the vehicle according to the depth of the accelerator pedal pressed by the driver, and the vehicle control unit obtains the total required torque signal through the vehicle communication network.
  • the vehicle is a dual-motor four-wheel drive vehicle, so the vehicle system calculates the required torque allocated to the front/rear axle according to the vehicle allocation coefficient.
  • the driving wheel required torque of the vehicle corresponds to the driving torque of the connected transmission shaft.
  • the vehicle anti-skid pre-control system in the running mode determines that the first driving wheel is slipping, switches from the standby state to the startup state, and enters the first wheel control of the vehicle anti-skid pre-control system.
  • the vehicle anti-skid pre-control system controls the first torque outputted by the drive motor corresponding to the first drive wheel to the transmission shaft connected to the first drive wheel to be in an increasing state.
  • the control method proposed in this application dynamically limits the rising speed of the first torque, and its control logic is as follows:
  • the slip rate can be regarded as another form of expression of the difference between the wheel speed of the driving wheel and the driving speed of the vehicle. Therefore, the greater the slip rate of the first driving wheel, the greater the difference between the wheel speed of the first driving wheel and the driving speed of the vehicle, indicating that the slip of the first driving wheel is more serious, so the limit on the rising speed of the first torque increases with the increase of the slip rate, and at this time, the difference between the first torque and the required torque of the first driving wheel is also greater;
  • the slope angle of the road on which the vehicle is located indicates the quality of the road conditions. When the slope angle is greater, the vehicle needs to improve the requirements for safety performance. Therefore, the greater the slope angle, the greater the limit on the rising speed of the first torque.
  • the vehicle anti-skid pre-control system has the smallest limit on the rising speed of the first torque, and when the vehicle is on a steep slope, the limit on the rising speed of the first torque is the largest;
  • the increase speed limit of the first torque When the vehicle is on a uniform road or a butted road, the increase speed limit of the first torque is relatively small, and when the vehicle is on an open road or a checkerboard road, the increase speed limit of the first torque is relatively large. Like the slope angle, the type of road the vehicle is on can indicate the quality of the road condition. Compared with open roads and checkerboard roads, uniform roads and butted roads have stronger road adhesion. Therefore, on uniform roads or butted roads, the increase speed limit of the first torque is relatively small, and the difference between the first torque and the torque required by the first drive wheel is also relatively small.
  • the wheel anti-skid pre-control system can achieve dynamic limitation of the first torque rising speed through an intelligent braking system (IBS), a motor controller unit (MCU) or a vehicle control unit.
  • IBS intelligent braking system
  • MCU motor controller unit
  • vehicle control unit a vehicle control unit
  • the wheel anti-skid pre-control system enters the startup state to start timing, and dynamically limits the rising speed of the first torque during the first round of control time. After the first round of control time ends, the wheel anti-skid pre-control system switches from the startup state to the standby state, and the wheel anti-skid pre-control system in the standby state continues to detect whether the vehicle's driving wheels are slipping.
  • the wheel anti-skid pre-control system switches to the start-up state and enters the secondary wheel control of the first torque. Since the slip rate of the first drive wheel increases after the first wheel control, the wheel anti-skid pre-control system further limits the rising speed of the first torque. In some implementations, the rising speed of the first torque is limited to zero, that is, the first torque is controlled to no longer rise, so that it is consistent with the driving torque output by the drive motor corresponding to the first drive wheel to the transmission shaft connected to the first drive wheel at the last moment.
  • the wheel anti-skid pre-control system switches from the start-up state to the standby state, and the wheel anti-skid pre-control system in the standby state continues to detect whether the vehicle's drive wheels slip.
  • the wheel anti-skid pre-control system switches to the start state and enters the third wheel control of the first torque. After two wheels of control, the first drive wheel still slips. To ensure vehicle safety, the vehicle anti-skid pre-control system limits the rising speed of the first torque to negative. In other words, the vehicle anti-skid pre-control system performs torque reduction control on the first torque. It should be noted that the control method proposed in this application also performs torque reduction control on the first torque.
  • the control logic of dynamic restriction is as follows:
  • the greater the slip rate of the first driving wheel the smaller the limit on the torque reduction speed of the first torque, that is, the faster the torque reduction speed of the first torque is controlled.
  • the greater the slip rate of the first driving wheel the more serious the slip of the first driving wheel, so the limit on the torque reduction speed of the first torque decreases with the increase of the slip rate, and the first torque is reduced as much as possible under the premise of ensuring the acceleration performance;
  • the slope angle of the road on which the vehicle is located is greater, in order to ensure the safety performance of the vehicle, the first torque of the vehicle should be as small as possible while meeting the climbing requirements, so the torque reduction speed of the first torque should be increased;
  • the torque reduction speed limit for the first torque When the vehicle is on a uniform road or a butted road, the torque reduction speed limit for the first torque is relatively large, and when the vehicle is on a split road or a checkerboard road, the torque reduction speed limit for the first torque is relatively small. Like the slope angle, the type of road the vehicle is on can indicate the quality of the road condition. Compared with uniform roads and butted roads, split roads and checkerboard roads have weaker road adhesion. Therefore, on uniform roads or butted roads, the torque reduction speed limit for the first torque is relatively large, and the difference between the first torque and the torque required by the first drive wheel is also relatively large.
  • the vehicle anti-skid pre-control system can transfer the torque difference between the first torque and the first required torque to the drive shaft connected to the non-slip driving wheels.
  • the vehicle system can convert the total torque demand of the vehicle to T.
  • the torque demand of the first transmission shaft connected to the first drive wheel is T1
  • the first demand torque is T1.
  • the torque demand of the second transmission shaft connected to the third drive wheel and the fourth drive wheel that are not slipping is T2.
  • the vehicle anti-skid pre-control system distributes the torque difference ⁇ T to the second transmission shaft, the torque on the second transmission shaft is T2+ ⁇ , and the total torque of the vehicle is consistent with the total demand torque.
  • the driving torque output by the driving device corresponding to the slipping driving wheel to the slipping driving wheel can be controlled, so that the vehicle can avoid a large slip when the torque is large.
  • the battery overcurrent phenomenon caused by the rapid increase in the speed of the driving motor corresponding to the slipping driving wheel can also be avoided, ensuring the safety of the power management of new energy vehicles.
  • torque transfer and redistribution to four-wheel drive vehicles the power performance of the vehicle when slipping is ensured, and the acceleration consistency is achieved.
  • Figure 3 is a control flow diagram of the control method provided in the embodiment of the present application applied to the vehicle anti-skid pre-control system.
  • control flow of the control method provided in the present application specifically includes the following steps:
  • the working mode of the vehicle anti-skid pre-control system is divided into an operating mode and an off mode.
  • the user controls the working mode of the anti-skid pre-control system through human-machine interaction operations such as a start button in the cabin or a soft switch in the main control screen.
  • the working mode of the vehicle anti-skid pre-control system is determined by the working mode indicator value. For example, when the working mode indicator value is 0, the vehicle anti-skid pre-control system is in the off mode. 1, the vehicle anti-skid pre-control system is in the operating mode.
  • the vehicle system updates the working mode indication value according to the switching signal input by the user.
  • the vehicle anti-skid pre-control system switches the working mode according to the working mode indication value.
  • the vehicle anti-skid pre-control system automatically enters the operating mode when the vehicle is started, and the user can turn off the vehicle anti-skid pre-control system through the above-mentioned human-machine exchange operation.
  • the vehicle anti-skid pre-control system After the vehicle anti-skid pre-control system enters the operation mode, it is also divided into a standby state and a start state in the operation mode, and the initial state is the standby state. If the vehicle anti-skid pre-control system is in the off mode, subsequent control cannot be performed and the control process ends.
  • S303 Detect whether the vehicle is slipping based on the vehicle acceleration and the driving wheel acceleration and/or the vehicle speed and the driving wheel speed.
  • the vehicle anti-skid pre-control system continuously detects whether the driving wheel is slipping based on the difference between the vehicle acceleration and the driving wheel acceleration and/or the difference between the vehicle speed and the driving wheel speed. Only when the driving wheel is detected to be slipping, the system jumps to step S204 and switches the vehicle anti-skid pre-control system from the standby state to the start state. Otherwise, the vehicle anti-skid pre-control system remains in the standby state and continuously detects the slipping of the driving wheel.
  • the vehicle system indicates the functional status of the vehicle anti-skid pre-control system through another status indication field. For example, when the indication field is 10, it indicates that the vehicle anti-skid pre-control system is in standby state. When the indication field is 11, the vehicle anti-skid pre-control system is in the start-up state.
  • the vehicle control unit updates the field according to the slip signal sent by the vehicle anti-skid pre-control system, and the vehicle anti-skid pre-control system switches the state according to the indication field.
  • S304 Control the torque of the driving device corresponding to the slipping driving wheel based on the slip rate of the driving wheel of the vehicle and the road condition of the vehicle.
  • the wheel anti-skid pre-control system corresponds to the startup state.
  • the type of road surface the vehicle is on is determined.
  • the slope angle and slope information of the road surface on which the vehicle is located are both road condition information of the road surface on which the vehicle is located.
  • the vehicle anti-skid pre-control system controls the drive device corresponding to the slipping first drive wheel to output the first torque to the corresponding first drive wheel, and its overall control logic is to make the first torque less than the required torque of the first drive wheel; for four-wheel drive vehicles, in some implementations, the vehicle anti-skid pre-control system can also control the transfer and redistribution of torque. Detailed control examples have been introduced in the above embodiments and will not be repeated here. It should be noted that after each round of control is completed, the vehicle anti-skid pre-control system first enters step S205.
  • the exit conditions include:
  • Vehicle chassis function intervention such as antilock brake system (ABS), TCS system or electronic stability control system (ESC);
  • the first torque controlled by the vehicle anti-skid pre-control system is greater than the first required torque.
  • the control process jumps to S202 to re-determine the working mode of the vehicle anti-skid pre-control system. Otherwise, after each round of control, the vehicle anti-skid pre-control system switches from the start state to the standby state and performs multiple rounds of cyclic control until the vehicle meets any of the above four conditions.
  • This embodiment fully introduces the control process of the control method proposed in this application within the vehicle. Through this control process, the stability of the vehicle can be maintained during the acceleration of the vehicle and the acceleration performance of the vehicle can be guaranteed.
  • Sub-figure (A) in Figure 4 shows the changes in the driving wheels and vehicle speed when the vehicle only uses the TCS system
  • sub-figure (B) in Figure 4 shows the changes in the driving wheels and vehicle speed when the vehicle starts the vehicle anti-skid pre-control system proposed in the present application
  • sub-figures (C) and (D) in Figure 4 respectively show the changes in the first torque and the second torque when the vehicle anti-skid pre-control system is enabled.
  • the vehicle shown in FIG4 is a dual-motor four-wheel drive new energy vehicle.
  • the vehicle is in the process of acceleration.
  • the vehicle anti-skid pre-control system works in the running mode.
  • the vehicle system calculates the required torque of the front axle as T1 and the required torque of the rear axle as T2 according to the torque distribution coefficient of the vehicle.
  • the vehicle anti-skid pre-control system detects that the difference between the front wheel speed of the vehicle and the vehicle speed reaches the second threshold at time t1 , and determines that the front wheel of the vehicle is slipping, while the difference between the rear wheel speed of the vehicle and the vehicle speed does not reach the second threshold, so the rear wheel of the vehicle is not slipping.
  • the front and rear wheel slip rate deviation on the same side of the vehicle is greater than the slip rate deviation threshold, so the vehicle is at the butting road surface at time t1 .
  • the vehicle anti-skid pre-control system switches from the standby state to the start state at time t1 , limiting the rising speed of the first torque output by the drive motor corresponding to the front axle to the front axle. Since the first torque is in an increasing state and the slip rate of the front wheel has not decreased, the vehicle anti-skid pre-control system further limits the rising speed of the first torque. As shown in sub-figure (B), the wheel speed of the slipping front wheel rises to a peak value at time t2 , and then as the vehicle anti-skid pre-control system reduces the first torque, the wheel speed of the slipping front wheel decreases accordingly, gradually approaching the vehicle speed.
  • the vehicle anti-skid pre-control system not only controlled the first torque at time t1 , but also allocated the difference between the first torque and the required torque of the front axle to the second torque corresponding to the rear axle, so that the total torque of the front axle and the rear axle was consistent with the total required torque of the vehicle. Therefore, it can be observed that the vehicle speed in sub-graphs (A) and (B) increased steadily, ensuring the consistency of vehicle acceleration.
  • sub-figures (A) and (D) if there is no anti-skid pre-control system in the vehicle, and only the TCS system is used to ensure the stability of the vehicle, the wheel speed of the skidding front wheel will continue to increase until the TCS system detects the skidding of the vehicle at time t3 and performs torque reduction control on the front axle. At time t3 , the wheel speed of the skidding wheel is much greater than the vehicle speed. If the TCS system is used alone, the vehicle is very likely to skid.
  • the vehicle with the vehicle anti-skid pre-control system enabled can accelerate to speed V1 , while the vehicle without the system enabled accelerates to speed V2 .
  • Speed V1 is higher than speed V2 , indicating that the control method proposed in the present application enhances the acceleration performance.
  • the scene corresponding to FIG5 is similar to FIG4, except that the vehicle anti-skid pre-control system detects that the difference between the front wheel speed and the rear wheel speed and the vehicle speed at time t1 reaches the second threshold, and determines that both the front and rear wheels of the vehicle are slipping. Since the wheel slip rate deviations on both sides of the front and rear wheels of the vehicle are less than the slip rate deviation threshold, the vehicle is on a uniform road surface at time t1 .
  • the vehicle anti-skid pre-control system switches from the standby state to the start state at time t1 , and limits the rising speed of the driving torque output by the driving motor corresponding to the front axle to the front axle and the rising speed of the driving torque output by the driving motor corresponding to the rear axle to the rear axle.
  • the vehicle anti-skid pre-control system cannot transfer and redistribute the torque.
  • the control method proposed in this application can detect the vehicle slipping before the TCS system, and control the driving torque corresponding to the slipping driving wheel in advance, thereby preventing the vehicle from slipping. Even the direction is out of control, ensuring the safety performance of the vehicle.
  • FIG6 is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application.
  • the device 600 of this embodiment may include: an acquisition module 601 and a processing module 602 .
  • the acquisition module 601 is used to acquire the acceleration of the vehicle and the acceleration of the first driving wheel of the vehicle, and/or the wheel speed of the first driving wheel and the driving speed of the vehicle.
  • the processing module 602 is used to control the vehicle's drive device to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.
  • controlling a driving device of the vehicle to output a first torque to a first driving wheel includes:
  • the processing module 602 controls the vehicle's driving device to output the first torque to the first driving wheel according to the first difference and/or the second difference.
  • the larger the first difference and/or the second difference the larger the torque difference between the first torque and the first required torque.
  • the acquisition module 601 is further used to acquire the slope of the road on which the vehicle is located.
  • the processing module 602 is used to control the driving device of the vehicle to output the first torque to the first driving wheel, including:
  • the processing module 602 controls the driving device of the vehicle to output the first torque to the first driving wheel according to the slope. The greater the slope, the greater the torque difference between the first torque and the first required torque.
  • the processing module 602 is further used to determine the difference between the slip rates of multiple drive wheels of the vehicle, the multiple drive wheels include at least two of a first drive wheel, a second drive wheel, a third drive wheel and a fourth drive wheel, the first drive wheel and the second drive wheel are connected to a first transmission shaft in the vehicle, the first drive wheel and the second drive wheel are located on different sides of the vehicle, the third drive wheel and the fourth drive wheel are connected to a second transmission shaft in the vehicle, the first drive wheel and the third drive wheel are located on the same side of the vehicle, and the first drive wheel and the fourth drive wheel are located on different sides of the vehicle.
  • the multiple drive wheels include at least two of a first drive wheel, a second drive wheel, a third drive wheel and a fourth drive wheel, the first drive wheel and the second drive wheel are connected to a first transmission shaft in the vehicle, the first drive wheel and the second drive wheel are located on different sides of the vehicle, the third drive wheel and the fourth drive wheel are connected to a second transmission shaft in the vehicle, the first drive wheel
  • the processing module 602 is used to control the driving device of the vehicle to output the first torque to the first driving wheel, including:
  • the processing module 602 controls the driving device of the vehicle to output a first torque to the first driving wheel according to the difference between the slip rates of the plurality of driving wheels, wherein the torque difference between the first torque and the first required torque is associated with the difference between the slip rates of the plurality of driving wheels.
  • the plurality of drive wheels includes a first drive wheel and a second drive wheel.
  • the torque difference is the first torque difference
  • the torque difference is the second torque difference.
  • the processing module 602 controls the first torque difference to be greater than the second torque difference.
  • the plurality of drive wheels further includes a third drive wheel.
  • the torque difference is a third torque difference
  • the processing module 602 controls the first torque difference to be greater than the third torque difference
  • the plurality of drive wheels further includes a fourth drive wheel.
  • the torque difference is the fourth torque difference
  • the processing module 602 controls the fourth torque difference to be greater than the second torque difference and/or the third torque difference.
  • the vehicle includes a first transmission shaft and a second transmission shaft, the first transmission shaft being connected to the first drive wheel.
  • the processing module 602 is further used to control the vehicle's drive device to output a second torque to the non-slip wheels of the vehicle, the non-slip wheels are connected to the second transmission shaft, the difference between the acceleration of the non-slip wheels and the acceleration of the vehicle is less than the first difference, and the difference between the wheel speed of the non-slip wheels and the driving speed of the vehicle is less than the second difference, the processing module 602 is used to control the second torque to be greater than the required torque of the non-slip wheels, and the torque difference between the second torque and the second required torque of the non-slip wheels is equal to the torque difference between the first torque and the first required torque.
  • the processing module 602 is used to control the vehicle's drive device to output a third torque to the first drive wheel, and the third torque is less than the first torque.
  • module may refer to an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and/or other suitable components that support the described functions.
  • ASIC application specific integrated circuit
  • processor e.g., a shared processor, a dedicated processor, or a group processor, etc.
  • memory for executing one or more software or firmware programs, a combined logic circuit, and/or other suitable components that support the described functions.
  • the above-mentioned device 600 has the function of implementing the corresponding processes and/or steps in the above-mentioned method embodiment; the above-mentioned functions can be implemented by hardware, or by hardware executing corresponding software.
  • the hardware or software includes one or more modules corresponding to the above-mentioned functions.
  • Fig. 7 is a schematic diagram of the structure of a service access device provided by another embodiment of the present application.
  • the device 700 shown in Fig. 7 can be used to execute any of the aforementioned methods executed by the vehicle control device.
  • the device 700 of this embodiment includes: a memory 701, a processor 702, a communication interface 703, and a bus 704.
  • the memory 701, the processor 702, and the communication interface 703 are connected to each other through the bus 704.
  • the memory 701 may be a read-only memory (ROM), a static storage device, a dynamic storage device or a random access memory (RAM).
  • the memory 701 may store a program, and when the program stored in the memory 701 is executed by the processor 702, the processor 702 is used to execute any of the aforementioned methods.
  • Processor 702 can adopt a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit, or one or more integrated circuits to execute related programs.
  • the processor 702 may also be an integrated circuit chip with signal processing capability. In the implementation process, each relevant step in the embodiment of the present application may be completed by an integrated logic circuit of hardware in the processor 702 or by instructions in the form of software.
  • the processor 702 may also be a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.
  • DSP digital signal processor
  • ASIC application specific integrated circuit
  • FPGA field programmable gate array
  • the general purpose processor may be a microprocessor or the processor may be any conventional processor, etc.
  • the steps of the method disclosed in the embodiment of the present application can be directly embodied as being executed by a hardware decoding processor, or being executed by a combination of hardware and software modules in the decoding processor.
  • the software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc.
  • the storage medium is located in the memory 701, and the processor 702 reads the information in the memory 701, and completes the functions required to be performed by the units included in the device of the present application in combination with its hardware.
  • the communication interface 703 may use, but is not limited to, a transceiver or other transceiver device to implement communication between the apparatus 700 and other devices or apparatuses.
  • the bus 704 may include a path for transmitting information between various components of the device 700 (eg, the memory 701 , the processor 702 , and the communication interface 703 ).
  • the embodiment of the present application also provides a computer-readable storage medium, in which computer instructions are stored.
  • a processor executes the computer instructions, each step of the method in the above embodiment is implemented.
  • the embodiment of the present application also provides a computer program product, including computer instructions, which implement the various steps of the method in the above embodiment when executed by a processor.
  • modules or components shown in the above embodiments may be one or more integrated circuits configured to implement the above methods, such as one or more application specific integrated circuits, or one or more microprocessors, or one or more field programmable gate arrays, etc.
  • the processing element may be a general-purpose processor, such as a central processing unit or other processor that can call a program code, such as a controller.
  • these modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).
  • SOC system-on-a-chip
  • the above embodiments it can be implemented in whole or in part by software, hardware, firmware, software module or any combination thereof.
  • software When software is used for implementation, it can be implemented in whole or in part in the form of a computer program product.
  • the computer program product includes one or more computer instructions. When loading and executing computer program instructions on a computer, the process or function according to the embodiment of the present application is generated in whole or in part.
  • the computer can be a general-purpose computer, a special-purpose computer, a computer network or other programmable devices.
  • the computer instruction can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instruction can be transmitted from a website site, computer, server or data center by wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center.
  • the computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server, a data center, etc. that contains one or more available media integrations. Available media can be magnetic media (e.g., floppy disks, hard disks, tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid state drives (SSDs)).

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Abstract

一种车辆的控制方法和控制装置。控制方法通过驱动轮加速度与车辆行驶加速度的偏差和/或驱动轮速度与车辆行驶速度的偏差检测车辆是否出现打滑，当驱动轮出现打滑现象时，控制驱动装置向打滑驱动轮输出的驱动扭矩小于需求扭矩，保障车辆安全。进一步地，驱动轮的滑转率以及车辆所处道路的路况作为具体的控制限制条件，当车辆为四驱车辆时，控制方法还可以实现驱动扭矩的转移再分配，提升车辆打滑时的动力性能。

Description

车辆的控制方法和控制装置 技术领域
本申请涉及车辆技术领域，尤其涉及一种车辆的控制方法和控制装置。
背景技术
车辆行驶过程中，车辆的驱动车轮经常会出现打滑现象。若车辆处于摩擦力较低的低附着路面，车辆甚至还可能发生方向失控。为保证车辆的安全性，需要对车辆进行防滑控制。
一种控制车辆以防止车辆打滑的方法中，在车辆上配置牵引力控制系统(traction control system，TCS)，当TCS系统检测到驱动轮发生打滑时，控制车辆的驱动扭矩或制动扭矩来改善车轮的附着力，以使车轮不再打滑。
然而，当车轮驱动力、驱动扭矩过大时，依靠TCS系统不能很好地解决车辆打滑的问题，从而不能保证车辆的行驶安全性。例如，车辆全油门加速时，车辆的驱动扭矩会较大，从而出现车轮驱动打滑幅度大的现象。这种情况下，TCS系统很难及时有效地控制车轮不打滑，从而使车辆出现安全性及舒适性问题。
发明内容
本申请提供一种车辆的控制方法和控制装置，旨在提升车辆的防滑性能，并进一步保障车辆在加速打滑情况下的动力性能。
第一方面，本申请提供一种车辆控制方法，包括：
获取车辆的加速度以及车辆的第一驱动轮的加速度，和/或，第一驱动轮的轮速以及车辆的行驶速度。
车辆的加速度与第一驱动轮的加速度之间的第一差值大于或等于第一阈值，和/或，第一驱动轮的轮速与车辆的行驶速度之间的第二差值大于或等于第二阈值时，控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一扭矩小于第一驱动轮的第一需求扭矩。
该方法中，将车辆的加速度与第一驱动轮的加速度之间的第一差值或第一驱动轮的轮速与车辆的行驶速度之间的第二差值作为判断车辆打滑的标准，当检测到车辆发生打滑后通过控制打滑车轮的驱动扭矩小于需求扭矩以维持车辆行驶的稳定性。
可选地，控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
根据第一差值和/或第二差值控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一差值和/或第二差值越大，第一扭矩与第一需求扭矩之间的扭矩差值越大。
第一差值以及第二差值能够从侧面反映车辆的打滑程度，当第一差值和/或第二差值越大时，表明车辆打滑越严重，因此对于第一驱动轮的第一扭矩限制更大，相应地，第一扭矩与第一需求扭矩之间的扭矩差值越大。
在一些实现方式中，方法还包括：确定车辆所处道路的坡度。
其中，控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
根据坡度控制车辆的驱动装置向第一驱动轮输出第一扭矩，坡度越大，第一扭矩与第一需求扭矩之间的扭矩差值越大。
坡度是车辆所处路面路况的一个重要指标，坡度越大表明路况越糟糕，在不良路况下向第一驱动轮的输出第一扭矩限制越大。
在一些实现方式中，方法还包括：确定车辆的多个驱动轮的滑转率之间的差值，多个驱动轮包含第一驱动轮、第二驱动轮、第三驱动轮和第四驱动轮中至少两个，第一驱动轮和第二驱动轮连接车辆中的第一传动轴，第一驱动轮和第二驱动轮位于车辆的不同侧，第三驱动轮与第四驱动轮连接车辆中的第二传动轴，第一驱动轮和第三驱动轮位于车辆的同一侧，第一驱动轮和第四驱动轮位于车辆的不同侧。
其中，控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
根据多个驱动轮的滑转率之间的差值控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一扭矩与第一需求扭矩之间的扭矩差值与多个驱动轮的滑转率之间的差值关联。
在一些实现方式中，多个驱动轮包含第一驱动轮和第二驱动轮。
其中，第一驱动轮的滑转率与第二驱动轮的滑转率之间的第三差值大于或等于第三阈值时扭矩差值为第一扭矩差值，第三差值小于第三阈值时扭矩差值为第二扭矩差值，第一扭矩差值大于第二扭矩差值。
可选地，多个驱动轮还包含第三驱动轮。
其中，第一驱动轮的滑转率与第三驱动轮的滑转率之间的第四差值大于或等于第四阈值时扭矩差值为第三扭矩差值，第一扭矩差值大于第三扭矩差值。
可选地，多个驱动轮还包括第四驱动轮。
其中，第一驱动轮的滑转率和第四驱动轮的滑转率之间的第五差值小于第五阈值且第三差值大于或等于第三阈值时，扭矩差值为第四扭矩差值，第四扭矩差值大于第二扭矩差值和/或第三扭矩差值。
驱动轮之间的滑转率差值可以用于判断车辆所处路面的路面类型，根据不同的路面类型，对向第一驱动轮输出的第一扭矩进行不同程度的限制，因此扭矩差值也发生相应的变化。根据路况对第一扭矩进行限制，可以保障车辆的动力性能。
在一些实现方式中，车辆包含第一传动轴和第二传动轴，第一传动轴为第一驱动轮连接的传动轴，方法还包括：
控制车辆的驱动装置向车辆的非打滑车轮输出第二扭矩，非打滑车轮连接第二传动轴，非打滑车轮的加速度与车辆的加速度之间的差值小于第一差值，且，非打滑车轮的轮速与车辆的行驶速度之间的差值小于第二差值，第二扭矩大于非打滑车轮的需求扭矩，第二扭矩与非打滑车轮的第二需求扭矩之间的扭矩差值等于第一扭矩与第一需求扭矩之间的扭矩差值。
控制第二扭矩与非打滑车轮的第二需求扭矩之间的扭矩差值等于第一扭矩与第一需求扭矩之间的扭矩差值也即将打滑的第一驱动轮损失的扭矩差值分配至非打滑车轮，实现扭矩的转移再分配，保证车辆总扭矩与总需求扭矩一致，保障车辆的加速性能。
在一些实现方式中，控制车辆的驱动装置向第一驱动轮输出第一扭矩第一时长之后，方法还包括：
若车辆的加速度与第一驱动轮的加速度之间差值大于或等于第一差值，和/或，第一驱动轮的轮速与车辆的行驶速度之间差值大于或等于第二差值，则控制车辆的驱动装置向第一驱动轮输出第三扭矩，第三扭矩小于第一扭矩。
在第一时长内通过对第一驱动轮输出的第一扭矩限制后，第一驱动轮仍发生打滑现象，则进一步对第一驱动轮对应的扭矩进行控制，确保车辆行驶的稳定性。
第二方面，本申请提供一种控制装置，包括：处理器，以及与处理器通信连接的存储器；存储器存储计算机执行指令。处理器执行存储器存储的计算机执行指令，以实现上述实现方式提供的车辆的控制方法。
第三方面，本申请提供一种计算机可读存储介质，计算机可读存储介质中存储有计算机执行指令，计算机执行指令被处理器执行时用于实现上述实现方式中提供的车辆的控制方法。
第四方面，本申请提供一种计算机程序产品，包括计算机程序，计算机程序被处理器执行时实现如以上实现方式中所提及的任一种车辆的控制方法。
附图说明
此处的附图被并入说明书中并构成本说明书的一部分，示出了符合本申请的实施例，并与说明书一起用于解释本申请的原理。
图1为本申请一实施例提供的车辆防滑预控制系统的状态模式示意图；
图2为本申请一实施例提供的控制方法在车辆防滑预控制系统处于运行模式下的工作流程示意图；
图3为本申请一实施例提供的控制方法应用于车辆中的控制流程示意图；
图4为本申请一实施例提供的控制方法应用于前驱动轮打滑的双电机四驱新能源车辆的效果示意图；
图5为本申请一实施例提供的控制方法应用于前后驱动轮均打滑的双电机四驱新能源车辆的效果示意图；
图6为本申请一实施例提供的车辆的控制装置的结构示意图；
图7为本申请另一实施例提供的车辆的控制装置的结构示意图。
通过上述附图，已示出本申请明确的实施例，后文中将有更详细的描述。这些附图和文字描述并不是为了通过任何方式限制本申请构思的范围，而是通过参考特定实施例为本领域技术人员说明本申请的概念。
具体实施方式
这里将详细地对示例性实施例进行说明，其示例表示在附图中。下面的描述涉及附图时，除非另有表示，不同附图中的相同数字表示相同或相似的要素。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所详述的、本申请的一些方面相一致的装置和方法的例子。
车辆在摩擦力较低的低附着路面起步和行驶过程中，驱动轮容易出现打滑现象乃至方向失控。为保障车辆的安全性能，现有一种方式是在车辆上安装TCS牵引力控制 系统，TCS系统检测到车辆驱动轮发生打滑时，通过控制驱动扭矩或制动扭矩来改善打滑车轮的附着力，维持车辆行驶的稳定性。
然而，TCS的控制介入存在通讯延迟，只能在车辆出现失稳情况下进行反馈调节。对于新能源车辆而言，驱动电机的转动惯量更小，加速扭矩更大，TCS系统的控制滞后性导致新能源车辆更容易出现大打滑现象，且TCS限扭制动力较大，会引起车辆加速时的动力丢失。
针对前述问题，本申请提供一种车辆的控制方法和控制装置，旨在提升车辆的防滑性能，并进一步保障车辆在加速打滑情况下的动力性能。
本申请的技术构思是：通过车辆加速度与驱动轮加速度之间的差值和/或车辆速度与驱动轮轮速之间的差值，检测车辆驱动轮的打滑状态，并根据车辆所处路况信息控制打滑驱动轮的驱动扭矩，提升车辆的防滑性能。
在此基础上，本申请针对四驱车辆进一步提出了扭矩转移的技术方案，从而提升车辆加速时发生打滑情况下的加速性能。
本申请提出的车辆的控制方法，应用于车辆防滑预控制系统中，图1为本申请一实施例提供的车辆防滑预控制系统的状态模式示意图。如图1所示，车辆防滑预控制系统分为运行模式和关闭模式，其中运行模式和关闭模式可以通过车舱内的实体按钮或主控屏内软开关等人机交互的方式触发切换。在一些实现方式中，车辆防滑预控制系统还可以跟随车辆状态，随车辆发动自动进入运行模式。
在关闭模式下，车辆防滑预控制系统对应为关闭状态。若此时车辆处于发动状态，整车控制单元(vehicle controller unit，VCU)循环检测整车系统内部用于标识车辆防滑预控制系统模式的指示值。作为一种示例，该指示值为0时，表明车辆防滑预控制系统处于关闭模式。
当用户通过车舱内的实体按钮或主控屏内软开关等人机交互操作触发切换时，整车系统接收切换信号，更新车辆防滑预控制系统模式的指示值。作为一种示例，用户在车辆防滑预控制系统处于关闭模式时，按下车舱内的启动按钮，整车系统将按钮信号视为切换信号，将车辆防滑预控制系统模式的指示值更新为1，整车控制单元检测到新的指示值后，控制车辆防滑预控制系统进入运行模式。
车辆防滑预控制系统在运行模式下，分为待命状态和启动状态。车辆防滑预控制系统从关闭模式切换至运行模式时，初始状态为待命状态。图2为本申请一实施例提供的控制方法在车辆防滑预控制系统处于运行模式下的工作流程示意图。如图2所示，控制方法为：
S201，获取车辆的加速度以及车辆的第一驱动轮的加速度，和/或，第一驱动轮的轮速以及车辆的行驶速度。
待命状态下，整车系统根据车辆传感器获取车辆的加速度和车辆驱动轮的加速度，以及车辆的行驶速度和车辆驱动轮的轮速，其中驱动轮的轮速可以通过驱动轮对应的驱动装置的转速进行换算。
S202，车辆的加速度与第一驱动轮的加速度之间的第一差值大于或等于第一阈值，和/或，第一驱动轮的轮速与车辆的行驶速度之间的第二差值大于或等于第二阈值时，控制车辆驱动装置向第一驱动轮输出第一扭矩，第一扭矩小于第一驱动轮的第一需求扭矩。
车辆防滑预控制系统计算各驱动轮的加速度与车辆加速度的差值以及各驱动轮的轮速与车辆行驶速度的差值，以上任一驱动轮与车辆的加速度差值不低于第一阈值，和/或，任一驱动轮与车辆的轮速差值不低于第二阈值时，车辆防滑预控制系统判断该驱动轮打滑。可以理解的是，以上第一阈值和第二阈值是人为预设的，车辆防滑预控制系统以此为依据判断车轮的驱动轮是否打滑。
在运行模式下，为了区分待命状态和启动状态，作为一种示例，整车系统通过另一状态指示字段来指示车辆防滑预控制系统的功能状态，该指示字段为10时，表明车辆防滑预控制系统处于待命状态，此时车辆防滑预控制系统按照上述方式判断车辆驱动轮是否发生打滑现象。当车辆防滑预控制系统确定存在打滑的驱动车轮后，向整车系统发送打滑信号，整车系统根据打滑信号，将以上指示字段更新为11，整车控制单元检测到该指示字段后，控制车辆防滑预控制系统进入启动状态。
在启动状态下，车辆防滑预控制系统根据打滑信号，能够确定具体是哪一个驱动轮打滑，并基于车辆驱动轮的滑转率以及所处的路面路况对打滑驱动轮对应的驱动装置的扭矩进行控制。驱动轮的驱动扭矩是由对应驱动装置决定的，因此在驱动轮打滑情况下，车辆防滑预控制系统实际上是控制打滑驱动轮对应的驱动装置向打滑驱动轮输出的驱动扭矩，该驱动扭矩小于打滑驱动轮需求扭矩。
驱动轮的需求扭矩是根据车辆总需求扭矩进行分配计算的，在实际驾驶过程中，根据驾驶用户踩下油门踏板的深度，整车系统将其转化为车辆的总需求扭矩信号，整车控制单元通过整车通讯网络获取总需求扭矩信号。在某些特殊场景例如无人驾驶环境下，总需求扭矩可以为车辆根据无人驾驶指令进行正常行驶所需求的总驱动扭矩。
对于两驱车辆，整车控制单元控制驱动装置将总需求扭矩信号指示的总需求扭矩分配至驱动轮连接的传动轴，打滑驱动轮连接的传动轴上的扭矩即为打滑驱动轮需求扭矩；对于四驱车辆，前驱传动轴和后驱传动轴所需的扭矩可能有所不同，视具体车辆参数而定，根据整车前后扭矩分配系数，整车控制单元控制驱动装置将总需求扭矩分配至对应传动轴。需要说明的是，新能源车辆中的驱动装置对应为驱动电机，车辆中的每个驱动轮可能均有对应驱动电机，这种情况下，整车系统根据总需求扭矩以及具体车辆参数为每个驱动轮计算对应的需求扭矩。
相较于TCS系统，该实施例中提出的控制方法采用的检测方式能更快速地识别驱动轮出现打滑的情况，并通过控制驱动装置向第一驱动轮输出第一扭矩，使第一扭矩小于第一驱动轮的需求扭矩，保障车辆的行驶稳定性。
在一些实现方式中，在启动状态下，对于四驱车辆，车辆防滑预控制系统不仅可以控制打滑驱动轮对应的驱动装置向打滑驱动轮输出的驱动扭矩，还可以实现扭矩的再分配，具体为：车辆防滑预控制系统计算向打滑驱动轮输出的驱动扭矩与其需求扭矩之间的扭矩差值，将该扭矩差值分配至未打滑驱动轮上，可以理解的是，只有当驱动轮能够直接通过对应的驱动电机控制其驱动扭矩时，车辆防滑预控制系统才能直接将扭矩差值分配到未打滑驱动轮上，否则车辆防滑预控制系统仅能将扭矩差值分配至未打滑驱动轮连接的传动轴，通过传动轴实现对扭矩的再分配。
以上实施例介绍了车辆防滑预控制系统在各模式状态下的切换，下面介绍在启动状态下，车辆防滑预控制系统基于车辆驱动轮的滑转率以及所处的路面路况对打滑驱 动轮对应的驱动装置的扭矩进行控制的具体方式。
本申请一实施例提供一种控制方法，进入启动状态后，车辆防滑预控制系统根据车辆的行驶速度和车辆驱动轮的轮速，可以计算获取车辆各驱动轮的滑转率；通过各驱动轮之间的滑转率对比，可以判断车辆所处的路面类型，通过车辆坡度传感器获取的坡度信息可以确定车辆所处路面的坡度角，车辆所处的路面类型及坡度角代表了车辆所处路面的路况。
在一些实现方式中，车辆防滑预控制系统根据车辆所处路面的坡度角对坡道等级进行划分，一种示例如下：
当坡度角小于5°时，判断车辆处在平坦路面；
当坡度角大于或等于5°且小于15°时，判断车辆处在小坡道路面；
当坡度角大于或等于15°且小于25°时，判断车辆处在中坡道路面；
当坡度角大于或等于25°时，判断车辆处在大坡道路面。
车辆防滑预控制系统通过计算各驱动轮之间的滑转率偏差，判断车辆所处路面的路面类型，一种示例如下：
对于两驱车辆而言，第一驱动轮和第二驱动轮分别位于车辆的左右两侧，当第一驱动轮和第二驱动轮的滑转率差值大于或等于第三阈值时，判断车辆处在对开路面，对开路面代表车辆左右两侧的路面附着系数不同；
当第一驱动轮和第二驱动轮的滑转率差值小于第三阈值时，判断车辆处在均一路面，均一路面代表车辆左右两侧车轮所处的路面附着系数相同；
对于四驱车辆而言，第三驱动轮和第四驱动轮分为位于车辆的左右两侧，第三驱动轮和第一驱动轮位于车辆的同一侧，第一驱动轮和第二驱动轮作为车辆的前驱车轮，第三驱动轮和第四驱动轮作为车辆的后驱车轮，当任一前驱车轮与同侧后驱车轮的滑转率差值大于或等于第四阈值时，判断车辆处在对接路面，对接路面代表车辆前后轴车轮所处的路面附着系数不同；
当车辆左右两侧的同轴驱动车轮的滑转率偏差大于第三阈值且车辆的对角驱动车轮的滑转率偏差小于第四阈值时，判断车辆处在棋盘路面，棋盘路面代表车辆的同轴两侧车轮所处的路面附着系数不同，车辆的对角车轮所处的路面附着系数相同。
可以理解的是，上述第三阈值和第四阈值都是通过人为设定的。
启动状态下，车辆防滑预控制系统根据打滑驱动轮的滑转率以及识别所得的车辆所处路面的路况控制驱动装置输出的驱动扭矩。作为一种示例，驾驶用户在车辆行驶过程中踩下油门，准备对车辆执行加速操作，整车系统根据驾驶用户踩下油门踏板的深度，将其转化为车辆的总需求扭矩信号，整车控制单元通过整车通讯网络获取总需求扭矩信号。该车辆为双电机四驱车辆，因此整车系统根据车辆分配系数计算分配给前/后轴的需求扭矩，该车的驱动轮需求扭矩对应于连接的传动轴的驱动扭矩。当该车辆的第一驱动轮的轮速与车辆的行驶速度达到第一阈值时，运行模式的车辆防滑预控制系统判断第一驱动轮打滑，从待命状态切换至启动状态，进入车辆防滑预控制系统的首轮控制中。
由于该车辆处于加速行驶过程中，车辆防滑预控制系统控制第一驱动轮对应的驱动电机向第一驱动轮连接的传动轴输出的第一扭矩处于上升状态，为保证第一扭矩小 于第一驱动轮需求的扭矩，本申请提出的控制方法对第一扭矩的上升速度进行动态限制，其控制逻辑如下：
第一驱动轮的滑转率越大，对第一扭矩的上升速度限制越大，也即控制第一扭矩的上升速度越慢。车轮的滑转率公式为：滑转率＝(轮速-车速)/轮速×100％，滑转率可以视为驱动轮轮速与车辆行驶速度差值的另一种表现形式。因此第一驱动轮的滑转率越大，代表第一驱动轮的轮速与车辆行驶速度的差值越大，表明第一驱动轮的打滑情况越严重，所以对第一扭矩上升速度的限制随滑转率的增大而增大，此时第一扭矩与第一驱动轮需求扭矩的差值也就越大；
车辆所处路面的坡度角越大，对第一扭矩的上升速度限制越大，也即控制第一扭矩的上升速度越慢。车辆所处路面的坡度角大小指示了路况的优劣，当坡度角越大时，车辆越需要提高对安全性能的要求，因此坡度角越大，对第一扭矩的上升速度限制也就越大。例如根据上述的坡道等级，车辆处在平坦路面时，车辆防滑预控制系统对第一扭矩的上升速度限制最小，车辆处在大坡道路面时，对第一扭矩的上升速度限制最大；
当车辆处在均一路面或对接路面时，对第一扭矩的上升速度限制较小，当车辆处在对开路面或棋盘路面时，对第一扭矩的上升速度限制较大。同坡度角一样，车辆所处路面的类型可以指示路况的优劣，均一路面和对接路面相较于对开路面和棋盘路面，路面附着力更强，因此在均一路面或对接路面时对第一扭矩的上升速度限制相对较小，第一扭矩与第一驱动轮需求扭矩的差值也相对较小。
可以理解的是，车轮防滑预控制系统可以通过智能制动系统(intelligent braking system，IBS)、电机控制单元(motor controller unit，MCU)或整车控制单元实现对第一扭矩上升速度的动态限制。
按照本申请提供的控制方法，车轮防滑预控制系统进入启动状态下进行计时，在首轮控制时间内对第一扭矩的上升速度进行动态限制。首轮控制时间结束后，车轮防滑预控制系统从启动状态切换至待命状态，待命状态下的车轮防滑预控制系统继续检测车辆各驱动轮是否出现打滑现象。
若在首轮控制后，第一驱动轮仍出现打滑现象且表现为滑转率增大，则根据本申请提供的控制方法，车轮防滑预控制系统切换至启动状态，进入对第一扭矩的次轮控制。由于经首轮控制后，第一驱动轮的滑转率增大，车轮防滑预控制系统进一步对第一扭矩的上升速度进行限制，在一些实现方式中，将第一扭矩的上升速度限制为零，也即控制第一扭矩不再上升，使其与上一时刻第一驱动轮对应的驱动电机向向第一驱动轮连接的传动轴输出的驱动扭矩一致。当次轮控制时间结束后，车轮防滑预控制系统从启动状态切换至待命状态，待命状态下的车轮防滑预控制系统继续检测车辆各驱动轮是否出现打滑现象。
若在次轮控制后，第一驱动轮仍出现打滑现象且滑转率未下降，根据本申请提供的控制方法，车轮防滑预控制系统切换至启动状态，进入对第一扭矩的第三轮控制。在经过两轮控制后，第一驱动轮仍然出现打滑情况，为保证车辆安全，车辆防滑预控制系统将第一扭矩的上升速度限制为负，换而言之，车辆防滑预控制系统对第一扭矩进行降扭控制。需要说明的是，本申请提出的控制方法对第一扭矩的降扭速度同样进 行动态限制，其控制逻辑如下：
第一驱动轮的滑转率越大，对第一扭矩的降扭速度限制越小，也即控制第一扭矩的降扭速度越快。第一驱动轮的滑转率越大，表明第一驱动轮的打滑情况越严重，因此对第一扭矩的降扭速度的限制随滑转率的增大而减小，在保证加速性能的前提下尽可能降低第一扭矩；
车辆所处路面的坡度角越大，对第一扭矩的降扭速度限制越小，也即控制第一扭矩的降扭速度越快。车辆所处路面的坡度角越大时，为保障车辆的安全性能，车辆的第一扭矩应当在满足爬坡需求的前提下尽可能小，因此要增大第一扭矩的降扭速度；
当车辆处在均一路面或对接路面时，对第一扭矩的降扭速度限制较大，当车辆处在对开路面或棋盘路面时，对第一扭矩的降扭速度限制较小。同坡度角一样，车辆所处路面的类型可以指示路况的优劣，对开路面和棋盘路面相较于均一路面和对接路面，路面附着力更弱，因此在均一路面或对接路面时对第一扭矩的降扭速度限制相对较大，第一扭矩与第一驱动轮需求扭矩的差值也相对较大。
需要说明的是，由于该车辆为四驱车辆，在以上对第一扭矩的多轮控制中，车辆防滑预控制系统可以将第一扭矩与第一需求扭矩之间的扭矩差值转移至未打滑驱动车轮连接的传动轴上。
例如：驾驶用户踩下油门踏板后，根据油门踏板的深度，整车系统可以换算得车辆的总扭矩需求为T，根据该车分配系数，第一驱动轮连接的第一传动轴需求扭矩为T1，因此第一需求扭矩为T1。未打滑的第三驱动轮与第四驱动轮连接的第二传动轴需求扭矩为T2。在首轮控制中，经过对第一扭矩上升速度的动态限制后，第一扭矩最终为T3，则第一需求扭矩T1与第一扭矩T3之间的扭矩差值ΔT＝T1-T3，车辆防滑预控制系统将该扭矩差值ΔT分配至第二传动轴上，第二传动轴上的扭矩为T2+Δ，整车的总扭矩与总需求扭矩一致。
本实施例中，根据车辆的滑转率以及车辆所处路面的路况，控制打滑驱动轮对应的驱动装置向打滑驱动轮输出的驱动扭矩，可以避免车辆在扭矩较大的情况下发生大打滑现象。同时，对于新能源车辆，还可以避免因打滑驱动轮对应的驱动电机转速急速上升而导致的电池超流现象，保障新能源车辆的电能管理安全。进一步地，通过对四驱车辆应用扭矩转移再分配，确保车辆打滑时的动力性能，实现加速一致性。
在上述介绍的实施例的基础上，下面结合图3对本申请提供的控制方法应用于车辆防滑预控制系统的控制过程进行一个完整的介绍，图3为本申请实施例提供的控制方法应用于车辆防滑预控制系统中的控制流程示意图。
如图3所示，本申请提供的控制方法的控制流程，具体包括如下步骤：
S301，车辆启动，驱动装置开始运转。
S302，判断车辆防滑预控制系统的工作模式是否为运行模式。
作为一种示例，车辆防滑预控制系统的工作模式分为运行模式和关闭模式，用户通过车舱内的启动按钮或主控屏内软开关等人机交互操作控制该防滑预控制系统的工作模式。
对于整车系统而言，通过工作模式指示值判断车辆防滑预控制系统的工作模式，例如工作模式指示值为0时，车辆防滑预控制系统处于关闭模式，工作模式指示值为 1时，车辆防滑预控制系统处于运行模式。整车系统根据用户输入的切换信号，对工作模式指示值进行更新。车辆防滑预控制系统根据该工作模式指示值切换工作模式。
在一些实现方式中，车辆防滑预控制系统随车辆启动自动进入运行模式，用户通过上述人机交换操作可以关闭车辆防滑预控制系统。
需要说明的是，车辆防滑预控制系统进入运行模式后，在运行模式下还分为待命状态和启动状态，初始状态为待命状态。若车辆防滑预控制系统处于关闭模式，则无法进行后续控制，控制流程结束。
S303，基于车辆加速度与驱动轮加速度和/或车辆速度与驱动轮轮速检测车辆是否发生打滑现象。
待命状态下，车辆防滑预控制系统基于车辆加速度与驱动轮加速度的差值和/或车辆速度与驱动轮轮速的差值，持续检测驱动轮是否发生打滑，只有当检测到驱动轮发生打滑现象时，跳转至步骤S204，车辆防滑预控制系统从待命状态切换至启动状态。否则车辆防滑预控制系统保持在待命状态下，持续检测驱动轮的打滑情况。
整车系统通过另一状态指示字段来指示车辆防滑预控制系统的功能状态，例如该指示字段为10时，表明车辆防滑预控制系统处于待命状态，指示字段为11时，车辆防滑预控制系统处于启动状态。整车控制单元根据车辆防滑预控制系统发出的打滑信号对该字段进行更新，车辆防滑预控制系统根据指示字段切换状态。
S304，基于车辆驱动轮的滑转率以及车辆所处的路面路况对打滑驱动轮对应的驱动装置的扭矩进行控制。
该步骤中，车轮防滑预控制系统对应为启动状态，首先基于各驱动轮之间的滑转率偏差，确定车辆所处的路面类型，车辆所处路面的坡度角以及坡度信息均为车辆所处路面的路况信息。
车辆防滑预控制系统控制打滑的第一驱动轮对应的驱动装置向对应的第一驱动轮输出第一扭矩，其整体控制逻辑为使第一扭矩小于第一驱动轮需求扭矩；对于四驱车辆，在一些实现方式中，车辆防滑预控制系统还可以控制扭矩的转移再分配。详细控制示例已在前述实施例中进行介绍，此处不再赘述。需要说明的是，车辆防滑预控制系统在每轮控制结束后，首先进入步骤S205。
S305，判断车辆运行信息是否满足控制退出条件。
该步骤中，作为一种示例，退出条件包含：
(1)车辆底盘功能介入,其中底盘功能例如制动防抱死系统(antilock brake system,ABS)、TCS系统或电子稳定控制系统(electronic stability controller，ESC)；
(2)驾驶用户减轻踩油门踏板的深度；
(3)驾驶用户踩下制动踏板；
(4)车辆防滑预控制系统控制的第一扭矩大于第一需求扭矩。
以上四个条件中任一条件满足时，控制流程跳转至S202，重新判断车辆防滑预控制系统所处的工作模式。否则，车辆防滑预控制系统在每轮控制结束后，从启动状态切换至待命状态，执行多轮循环控制直至车辆出现以上四个条件中的任一条件。
本实施例完整介绍了本申请提出的控制方法在车辆内的控制流程，通过该控制流程，在车辆加速行驶过程中能够保持车辆的稳定性，并保障车辆加速性能。
下面结合图4以及图5，更直观地展示本申请提出的控制方法所起到的效果。图4中的子图(A)展示了车辆仅使用TCS系统时驱动轮以及车辆速度的变化，图4中的子图(B)展示了车辆启动本申请提出的车辆防滑预控制系统时驱动轮以及车辆速度的变化；图4中的子图(C)以及子图(D)分别展示了启用车辆防滑预控制系统时第一扭矩以及第二扭矩的变化。
图4中展示的车辆为双电机四驱新能源车辆，车辆处于加速过程中，车辆防滑预控制系统工作在运行模式下，整车系统根据该车的扭矩分配系数，计算得前轴的需求扭矩为T1，后轴的需求扭矩为T2。如图4所示，车辆防滑预控制系统在t1时刻检测车辆的前轮轮速与车辆速度的差值达到第二阈值，判断车辆的前轮发生打滑，而车辆的后轮轮速与车辆速度的差值未达到第二阈值，故车辆后轮没有发生打滑。车辆同侧的前后轮滑转率偏差大于滑转率偏差阈值，因此t1时刻车辆处在对接路面。
如图4中子图(C)所示，车辆防滑预控制系统在t1时刻由待命状态切换至启动状态，限制前轴对应的驱动电机向前轴输出的第一扭矩的上升速度。由于第一扭矩处于上升状态且前轮的滑转率没有下降，车辆防滑预控制系统进一步对第一扭矩的上升速度进行限制。如子图(B)所示，打滑前轮的轮速在t2时刻上升至峰值，其后随着车辆防滑预控制系统对第一扭矩进行降扭，打滑前轮的轮速随之下降，逐渐贴近车辆速度。
如图4中子图(D)所示，由于该车辆的前轮发生打滑而后轮未打滑，因此车辆防滑预控制系统在t1时刻控制第一扭矩的同时，还将第一扭矩与前轴需求扭矩的差值分配给后轴对应的第二扭矩，使前轴与后轴的总扭矩与车辆总需求扭矩保持一致，因此可以观察到子图(A)与子图(B)中的车辆速度平稳增加，保证了车辆加速的一致性。
根据子图(A)以及子图(D)可知，若车辆中不存在车辆防滑预控制系统，仅靠TCS系统保障车辆的稳定性时，打滑前轮的轮速持续上升，直至t3时刻TCS系统才检测到车辆发生打滑并对前轴扭矩进行降扭控制。t3时刻打滑车轮的轮速远大于车辆速度，仅依靠TCS系统，车辆极有可能出现大打滑现象。
除此之外，如图4子图(A)与子图(B)所示，经过相同时长的加速后，在t4时刻，启用车辆防滑预控制系统的车辆能够加速至速度V1，而未启用该系统的车辆加速至速度V2，速度V1高于速度V2，表明使用本申请提出的控制方法增强了加速性能。
图5对应的场景与图4相近，区别点在于，车辆防滑预控制系统在t1时刻检测车辆的前轮轮速以及后轮轮速与车辆速度的差值均达到第二阈值，判断车辆的前后轮均发生打滑。由于车辆前后轮的两侧车轮滑转率偏差均小于滑转率偏差阈值，因此t1时刻车辆处在均一路面。
如图5中子图(D)所示，由于车辆的前后轮均发生打滑，车辆防滑预控制系统在t1时刻由待命状态切换至启动状态，分别限制前轴对应的驱动电机向前轴输出的驱动扭矩的上升速度以及后轴对应的驱动电机向后轴输出的驱动扭矩的上升速度。除此之外，车辆的驱动轮均发生打滑，因此车辆防滑预控制系统无法进行扭矩的转移再分配。
通过图4和图5可知，本申请提出的控制方法能够先于TCS系统检测到车辆发生打滑，并提前对打滑驱动轮对应的驱动扭矩进行控制，从而防止车辆出现大打滑现象 乃至方向失控，保证了车辆的安全性能。
可以理解的是，以上实施例中的示例多为二电机新能源车辆，本申请提出的控制方法同样适用于三电机乃至四电机新能源车辆。
图6为本申请一个实施例提供的车辆的控制装置的结构示意图。如图6所示，本实施例的装置600可以包括：获取模块601和处理模块602。
其中，获取模块601用于获取车辆的加速度以及车辆的第一驱动轮的加速度，和/或，第一驱动轮的轮速以及车辆的行驶速度。
当车辆的加速度与第一驱动轮的加速度之间的第一差值大于或等于第一阈值，和/或，第一驱动轮的轮速与车辆的行驶速度之间的第二差值大于或等于第二阈值时，处理模块602用于控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一扭矩小于第一驱动轮的第一需求扭矩。
可选地，控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
处理模块602根据第一差值和/或第二差值控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一差值和/或第二差值越大，第一扭矩与第一需求扭矩之间的扭矩差值越大。
可选地，获取模块601还用于获取车辆所处道路的坡道。
处理模块602用于控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
处理模块602根据坡度控制车辆的驱动装置向第一驱动轮输出第一扭矩，坡度越大，第一扭矩与第一需求扭矩之间的扭矩差值越大。
可选地，处理模块602还用于确定车辆的多个驱动轮的滑转率之间的差值，多个驱动轮包含第一驱动轮、第二驱动轮、第三驱动轮和第四驱动轮中至少两个，第一驱动轮和第二驱动轮连接车辆中的第一传动轴，第一驱动轮和第二驱动轮位于车辆的不同侧，第三驱动轮与第四驱动轮连接车辆中的第二传动轴，第一驱动轮和第三驱动轮位于车辆的同一侧，第一驱动轮和第四驱动轮位于车辆的不同侧。
处理模块602用于控制车辆的驱动装置向第一驱动轮输出第一扭矩，包括：
处理模块602根据多个驱动轮的滑转率之间的差值控制车辆的驱动装置向第一驱动轮输出第一扭矩，第一扭矩与第一需求扭矩之间的扭矩差值与多个驱动轮的滑转率之间的差值关联。
在一些实现方式中，多个驱动轮包含第一驱动轮和第二驱动轮。
其中，第一驱动轮的滑转率与第二驱动轮的滑转率之间的第三差值大于或等于第三阈值时扭矩差值为第一扭矩差值，第三差值小于第三阈值时扭矩差值为第二扭矩差值，处理模块602控制第一扭矩差值大于第二扭矩差值。
可选地，多个驱动轮还包含第三驱动轮。
其中，第一驱动轮的滑转率与第三驱动轮的滑转率之间的第四差值大于或等于第四阈值时扭矩差值为第三扭矩差值，处理模块602控制第一扭矩差值大于第三扭矩差值。
可选地，多个驱动轮还包括第四驱动轮。
其中，第一驱动轮的滑转率和第四驱动轮的滑转率之间的第五差值小于第五阈值且第三差值大于或等于第三阈值时，扭矩差值为第四扭矩差值，处理模块602控制第四扭矩差值大于第二扭矩差值和/或第三扭矩差值。
在一些实现方式中，车辆包含第一传动轴和第二传动轴，第一传动轴为第一驱动轮连 接的传动轴，处理模块602还用于控制车辆的驱动装置向车辆的非打滑车轮输出第二扭矩，非打滑车轮连接第二传动轴，非打滑车轮的加速度与车辆的加速度之间的差值小于第一差值，且，非打滑车轮的轮速与车辆的行驶速度之间的差值小于第二差值，处理模块602用于控制第二扭矩大于非打滑车轮的需求扭矩，第二扭矩与非打滑车轮的第二需求扭矩之间的扭矩差值等于第一扭矩与第一需求扭矩之间的扭矩差值。
在一些实现方式中，控制车辆的驱动装置向第一驱动轮输出第一扭矩第一时长之后，若车辆的加速度与第一驱动轮的加速度之间差值大于或等于第一差值，和/或，第一驱动轮的轮速与车辆的行驶速度之间差值大于或等于第二差值，则处理模块602用于控制车辆的驱动装置向第一驱动轮输出第三扭矩，第三扭矩小于第一扭矩。
应理解，装置600以功能模块的形式体现。术语“模块”可以指应用特有集成电路(application specific integrated circuit，ASIC)、电子电路、用于执行一个或多个软件或固件程序的处理器(例如共享处理器、专有处理器或组处理器等)和存储器、合并逻辑电路和/或其它支持所描述的功能的合适组件。
上述装置600具有实现上述方法实施例中对应的各个流程和/或步骤的功能；上述功能可以通过硬件实现，也可以通过硬件执行相应的软件实现。该硬件或软件包括一个或多个与上述功能相对应的模块。
图7为本申请又一个实施例提供的服务访问装置的结构示意图。图7所示的装置700可以用于执行前述任意方法中由车辆的控制装置执行的方法。
如图7所示，本实施例的装置700包括：存储器701、处理器702、通信接口703以及总线704。其中，存储器701、处理器702、通信接口703通过总线704实现彼此之间的通信连接。
存储器701可以是只读存储器(read only 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)。存储器701可以存储程序，当存储器701中存储的程序被处理器702执行时，处理器702用于执行前述任意方法。
处理器702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，或者一个或多个集成电路，用于执行相关程序。
处理器702还可以是一种集成电路芯片，具有信号的处理能力。在实现过程中，本申请实施例中的各个相关步骤可以通过处理器702中的硬件的集成逻辑电路或者软件形式的指令完成。
上述处理器702还可以是通用处理器、数字信号处理器(digital signal processing，DSP)、专用集成电路(ASIC)、现成可编程门阵列(field programmable gate array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件。可以实现或者执行本申请实施例中的公开的各方法、步骤及逻辑框图。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。
结合本申请实施例所公开的方法的步骤可以直接体现为硬件译码处理器执行完成，或者用译码处理器中的硬件及软件模块组合执行完成。软件模块可以位于随机存储器，闪存、只读存储器，可编程只读存储器或者电可擦写可编程存储器、寄存器等本领域成熟的存储介质中。该存储介质位于存储器701，处理器702读取存储器701中的信息，结合其硬件完成本申请装置包括的单元所需执行的功能。
通信接口703可以使用但不限于收发器一类的收发装置，来实现装置700与其他设备或装置之间的通信。
总线704可以包括在装置700各个部件(例如，存储器701、处理器702、通信接口703)之间传送信息的通路。
本申请实施例还提供一种计算机可读存储介质，计算机可读存储介质中存储有计算机指令，当处理器执行计算机指令时，实现上述实施例中方法中的各个步骤。
本申请实施例还提供一种计算机程序产品，包括计算机指令，该计算机指令被处理器执行时实现上述实施例中方法中的各个步骤。
需要说明的是，上述实施例中所示的模块或部件可以是被配置成实施以上方法的一个或多个集成电路，例如：一个或多个专用集成电路，或，一个或多个微处理器，或，一个或者多个现场可编程门阵列等。再如，当以上某个模块通过处理元件调用程序代码的形式实现时，该处理元件可以是通用处理器，例如中央处理器或其它可以调用程序代码的处理器如控制器。再如，这些模块可以集成在一起，以片上系统(system-on-a-chip，SOC)的形式实现。
在上述实施例中，可以全部或部分地通过软件、硬件、固件、软件模块或者其任意组合来实现。当使用软件实现时，可以全部或部分地以计算机程序产品的形式实现。计算机程序产品包括一个或多个计算机指令。在计算机上加载和执行计算机程序指令时，全部或部分地产生按照本申请实施例的流程或功能。计算机可以是通用计算机、专用计算机、计算机网络、或者其他可编程装置。计算机指令可以存储在计算机可读存储介质中，或者从一个计算机可读存储介质向另一个计算机可读存储介质传输，例如，计算机指令可以从一个网站站点、计算机、服务器或数据中心通过有线(例如同轴电缆、光纤、数字用户线(DSL))或无线(例如红外、无线、微波等)方式向另一个网站站点、计算机、服务器或数据中心进行传输。计算机可读存储介质可以是计算机能够存取的任何可用介质或者是包含一个或多个可用介质集成的服务器、数据中心等数据存储设备。可用介质可以是磁性介质，(例如，软盘、硬盘、磁带)、光介质(例如，DVD)、或者半导体介质(例如固态硬盘Solid State Disk(SSD))等。
本领域技术人员在考虑说明书及实践这里公开的发明后，将容易想到本申请的其它实施方案。本申请旨在涵盖本申请的任何变型、用途或者适应性变化，这些变型、用途或者适应性变化遵循本申请的一般性原理并包括本申请未公开的本技术领域中的公知常识或惯用技术手段。说明书和实施例仅被视为示例性的，本申请的真正范围和精神由下面的权利要求书指出。
应当理解的是，本申请并不局限于上面已经描述并在附图中示出的精确结构，并且可以在不脱离其范围进行各种修改和改变。本申请的范围仅由所附的权利要求书来限制。

Claims (12)

  1. 一种车辆的控制方法，其特征在于，包括：
    获取所述车辆的加速度以及所述车辆的第一驱动轮的加速度，和/或，所述第一驱动轮的轮速以及所述车辆的行驶速度；
    所述车辆的加速度与所述第一驱动轮的加速度之间的第一差值大于或等于第一阈值，和/或，所述第一驱动轮的轮速与所述车辆的行驶速度之间的第二差值大于或等于第二阈值时，控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩，所述第一扭矩小于所述第一驱动轮的第一需求扭矩。
  2. 根据权利要求1所述的方法，其特征在于，所述控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩，包括：
    根据所述第一差值和/或所述第二差值控制所述车辆的驱动装置向所述第一驱动轮输出所述第一扭矩，所述第一差值和/或所述第二差值越大，所述第一扭矩与所述第一需求扭矩之间的扭矩差值越大。
  3. 根据权利要求1或2所述的方法，其特征在于，所述方法还包括：确定所述车辆所处道路的坡度；
    其中，所述控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩，包括：
    根据所述坡度控制所述车辆的驱动装置向所述第一驱动轮输出所述第一扭矩，所述坡度越大，所述第一扭矩与所述第一需求扭矩之间的扭矩差值越大。
  4. 根据权利要求1至3中任一项所述的方法，其特征在于，所述方法还包括：确定所述车辆的多个驱动轮的滑转率之间的差值，所述多个驱动轮包含所述第一驱动轮、第二驱动轮、第三驱动轮和第四驱动轮中至少两个，所述第一驱动轮和所述第二驱动轮连接所述车辆中的第一传动轴，所述第一驱动轮和所述第二驱动轮位于所述车辆的不同侧，所述第三驱动轮与所述第四驱动轮连接所述车辆中的第二传动轴，所述第一驱动轮和所述第三驱动轮位于所述车辆的同一侧，所述第一驱动轮和所述第四驱动轮位于所述车辆的不同侧；
    其中，所述控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩，包括：
    根据所述多个驱动轮的滑转率之间的差值控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩，所述第一扭矩与所述第一需求扭矩之间的扭矩差值与所述多个驱动轮的滑转率之间的差值关联。
  5. 根据权利要求4所述的方法，其特征在于，所述多个驱动轮包含所述第一驱动轮和所述第二驱动轮；
    其中，所述第一驱动轮的滑转率与所述第二驱动轮的滑转率之间的第三差值大于或等于第三阈值时所述扭矩差值为第一扭矩差值，所述第三差值小于所述第三阈值时所述扭矩差值为第二扭矩差值，所述第一扭矩差值大于所述第二扭矩差值。
  6. 根据权利要求5所述的方法，其特征在于，所述多个驱动轮还包含所述第三驱动轮；
    其中，所述第一驱动轮的滑转率与所述第三驱动轮的滑转率之间的第四差值大于或等于第四阈值时所述扭矩差值为第三扭矩差值，所述第一扭矩差值大于所述第三扭矩差值。
  7. 根据权利要求5或6所述的方法，其特征在于，所述多个驱动轮还包括所述第四 驱动轮；
    其中，所述第一驱动轮的滑转率和所述第四驱动轮的滑转率之间的第五差值小于第五阈值且所述第三差值大于或等于所述第三阈值时，所述扭矩差值为第四扭矩差值，所述第四扭矩差值大于所述第二扭矩差值和/或所述第三扭矩差值。
  8. 根据权利要求1至7中任一项所述的方法，其特征在于，所述车辆包含第一传动轴和第二传动轴，所述第一传动轴为所述第一驱动轮连接的传动轴，所述方法还包括：
    控制所述车辆的驱动装置向所述车辆的非打滑车轮输出第二扭矩，所述非打滑车轮连接所述第二传动轴，所述非打滑车轮的加速度与所述车辆的加速度之间的差值小于所述第一差值，且，所述非打滑车轮的轮速与所述车辆的行驶速度之间的差值小于所述第二差值，所述第二扭矩大于所述非打滑车轮的需求扭矩，所述第二扭矩与所述非打滑车轮的第二需求扭矩之间的扭矩差值等于所述第一扭矩与所述第一需求扭矩之间的扭矩差值。
  9. 根据权利要求1至8中任一项所述的方法，其特征在于，控制所述车辆的驱动装置向所述第一驱动轮输出第一扭矩第一时长之后，所述方法还包括：
    若所述车辆的加速度与所述第一驱动轮的加速度之间差值大于或等于所述第一差值，和/或，所述第一驱动轮的轮速与所述车辆的行驶速度之间差值大于或等于所述第二差值，则控制所述车辆的驱动装置向所述第一驱动轮输出第三扭矩，所述第三扭矩小于所述第一扭矩。
  10. 一种车辆的控制装置，其特征在于，所述装置用于实现如权利要求1至9中任意一项所述的车辆的控制方法。
  11. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质存储有计算机执行指令，所述计算机执行指令被处理器执行时用于实现如权利要求1至9中任意一项所述的车辆的控制方法。
  12. 一种计算机程序产品，其特征在于，包括计算机程序，所述计算机程序被处理器执行时实现如权利要求1至9中任意一项所述的车辆的控制方法。
PCT/CN2023/086023 2023-04-03 2023-04-03 车辆的控制方法和控制装置 Ceased WO2024207157A1 (zh)

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