CN117962634A - Multi-mode-based wheel driving anti-skid control method and device and electronic equipment - Google Patents
Multi-mode-based wheel driving anti-skid control method and device and electronic equipment Download PDFInfo
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Abstract
The application provides a wheel drive anti-skid control method, device and electronic medium based on multiple modes, and relates to the field of motor drive control. When the wheel slip ratio exceeds a certain limit value and when the target rotation speed difference of the target wheel reaches a certain value, the wheel is considered to slip, and the torque reduction operation is performed on the wheel until the wheel slip ratio or the target rotation speed difference is restored to a normal level. The method can effectively inhibit the phenomenon of wheel slip of the vehicle when the road surface condition is poor or the vehicle accelerates, improve the stability of the vehicle, reduce the tire wear and reduce the energy invalidation loss.
Description
Technical Field
The application relates to the field of motor drive control, in particular to a wheel drive anti-skid control method and device based on multiple modes and electronic equipment.
Background
The distributed hub motor driven vehicle is driven by four hub motors, if the wheels slip, the total torque loss of the vehicle is caused, the dynamic property of the vehicle is deteriorated, the energy of a battery is invalid lost, and the abrasion of tires is aggravated. Therefore, driving anti-skid is an important research content for a distributed hub motor driven vehicle.
At present, aiming at a distributed hub motor driven vehicle driving anti-skid control method, the vehicle slip rate is mainly controlled in a reasonable interval, and a common scheme mainly comprises a logic threshold value method, a PID control method and the like. The PID control is used for a linear system, the hub motor vehicle comprising a tire model is a very strong nonlinear system, a single fixed PID parameter does not have good adaptability to complex running conditions of the vehicle, torque control is carried out only by using a slip ratio threshold value method, the control effect is different facing different vehicle speeds, and satisfactory driving anti-skid effect is difficult to realize during high-speed running.
Disclosure of Invention
The embodiment of the application aims to provide a wheel driving anti-skid control method, device and electronic equipment based on multiple modes, which are used for solving the problem that single slip rate threshold value setting is unreasonable in driving anti-skid control of a distributed hub motor driving vehicle in the prior art.
In a first aspect, a multi-mode based wheel drive anti-skid control method is provided, which may include:
Acquiring the current speed of a target vehicle at the current moment, the wheel rotating speed of any wheel and the wheel radius;
If the current vehicle speed is smaller than the preset vehicle speed, calculating the rotation speed of any one wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm to obtain the wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
when the wheel slip rate is larger than a first preset wheel slip rate, adjusting the wheel torque of the target wheel according to the configured first step length so that the wheel slip rate of the target wheel is between a second preset wheel slip rate and a third preset wheel slip rate; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
If the vehicle speed is not less than the preset vehicle speed, calculating a target speed difference between the rotation speed of any wheel and the average rotation speed of the vehicle;
When the target rotating speed difference is larger than the first preset difference value, adjusting the wheel torque of the target wheel according to the configured second step length so that the target rotating speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
and adjusting the wheel torque of the wheels with no adjusted wheel torque according to the determined target number and the determined wheel positions of the target wheels with the adjusted wheel torque at the same time, and determining the wheel torque of each wheel.
In one possible implementation, adjusting the wheel torque of the wheel for which the wheel torque is not adjusted according to the determined target number and wheel position of the target wheels for which the wheel torque has been adjusted at the same time, determining the wheel torque of each wheel includes:
when the target number is 1, increasing the wheel torque difference of the target wheel to the wheel torque of the non-slip wheel on the same side as the target wheel; the wheel torque difference is a difference between the wheel torque after the target wheel adjustment and the wheel torque before the adjustment.
In one possible implementation, when the target number is 2, the positions of 2 wheels are determined; the positions of the 2 wheels include: coaxial double wheels, homolateral double wheels and diagonal double wheels.
In one possible implementation, if the wheel torque of the coaxial two wheels is adjusted, then increasing a first wheel torque difference of a first wheel to the wheel torque of a non-skid wheel on the same side as the first wheel; and increasing a second wheel torque difference for a second wheel to a wheel torque of a non-skid wheel on the same side as the second wheel; wherein the first wheel and the second wheel are the coaxial double wheels;
If the wheel torque of the double wheels on the same side is regulated, determining the first wheel torque of the first wheel as the wheel torque of the second wheel; determining a third wheel torque of the third wheel as a wheel torque of the fourth wheel; the first wheel torque and the third wheel torque are wheel torques adjusted by corresponding wheels, and the first wheel and the third wheel are double wheels on the same side;
If the wheel torque of the diagonal double wheels is regulated, the first wheel torque difference value of the first wheel is increased to the wheel torque of the non-slip wheel on the same side as the first wheel; and increasing a fourth wheel torque difference value of a fourth wheel to a wheel torque of a non-skid wheel on the same side as the fourth wheel; wherein the first wheel and the fourth wheel are the diagonal dual wheels.
In one possible implementation, when the target number is 3 or 4, determining a minimum wheel torque of the first wheel and the second wheel as a wheel torque of the first wheel and the second wheel; and determining the minimum wheel torque of the third wheel and the fourth wheel as the wheel torque of the third wheel and the fourth wheel, wherein the third wheel and the fourth wheel are coaxial double wheels.
In one possible implementation, the wheel slip rate algorithm is:
Wherein S i is the wheel slip ratio of the ith wheel, N i is the wheel speed of the ith wheel, and N avg is the average speed of the vehicle.
In one possible implementation, the vehicle average speed algorithm is:
Wherein N avg is the average rotation speed of the vehicle, V is the current vehicle speed, and R is the radius of the wheels.
In a second aspect, a multimode-based wheel drive anti-skid control apparatus is provided, which may include:
An acquisition unit for acquiring a current vehicle speed of a target vehicle at a current time, a wheel rotation speed of any wheel and a wheel radius;
the calculating unit is used for calculating the rotation speed of any wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm if the current vehicle speed is smaller than the preset vehicle speed to obtain the wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
The adjusting unit is used for adjusting the wheel torque of the target wheel according to the configured first step length when the wheel slip rate is larger than the first preset wheel slip rate so that the wheel slip rate of the target wheel is between the second preset wheel slip rate and the third preset wheel slip rate; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
the calculating unit is further used for calculating the difference value between the rotating speed of any wheel and the average rotating speed of the vehicle to obtain the target rotating speed difference of the target wheel if the vehicle speed is not smaller than the preset vehicle speed;
The adjusting unit is further configured to adjust the wheel torque of the target wheel according to the configured second step length when the target rotation speed difference is greater than the first preset difference value, so that the target rotation speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
the adjusting unit is further used for adjusting the wheel torque of the wheels without adjusting the wheel torque according to the determined target number and the determined wheel positions of the target wheels with the wheel torque adjusted at the same time, and determining the wheel torque of each wheel.
In a third aspect, an electronic device is provided, the electronic device comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory are in communication with each other via the communication bus;
a memory for storing a computer program;
A processor for implementing the method steps of any one of the above first aspects when executing a program stored on a memory.
In a fourth aspect, a computer-readable storage medium is provided, in which a computer program is stored which, when being executed by a processor, carries out the method steps of any of the first aspects.
The application provides a wheel driving anti-skid control method based on multiple modes, which can effectively inhibit the phenomenon of wheel skidding when a vehicle is on poor road surface condition or is accelerated, improve the stability of the vehicle, reduce the abrasion of tires and reduce the energy ineffective loss; secondly, different modes are distinguished by the current vehicle speed, and whether the wheels slip or not is judged, so that the method is more effective and quicker than a single slip rate index; after the torque correction is carried out on the wheels, carrying out secondary coordination output on the torque output of other wheels of the vehicle, and simultaneously, ensuring the dynamic property of the vehicle as much as possible while inhibiting the slip of the vehicle, and simultaneously, avoiding the vehicle from generating additional yaw moment to influence the safety of the vehicle;
drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments of the present application will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and should not be considered as limiting the scope, and other related drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a system architecture diagram of a wheel drive anti-skid control method for multiple modes according to an embodiment of the present application;
fig. 2 is a schematic flow chart of a wheel driving anti-skid control method based on multiple modes according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a rotational speed difference control mode and a slip ratio control mode according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a coordinated wheel torque output provided by an embodiment of the present application;
Fig. 5 is a schematic structural diagram of a wheel driving anti-slip control device based on multiple modes according to an embodiment of the present application;
fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments, but not all embodiments of the present application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The wheel driving anti-skid control method based on the multiple modes provided by the embodiment of the application can be applied to the system architecture shown in fig. 1, and as shown in fig. 1, the system can comprise: a Vehicle Control Unit (VCU), four hub motor controllers and a vehicle speed sensor.
And the hub motor controller is used for controlling the wheel rotating speed of the corresponding wheel.
And the vehicle speed sensor is used for acquiring the current vehicle speed at the current moment.
VCU, is used for obtaining the rotational speed information of four wheel hub motors from four wheel hub motor controllers respectively through CAN communication, obtain the current speed through the speed sensor, in order to carry out a wheel drive antiskid control method based on multimode that the application provides.
For convenience of understanding, the terms involved in the embodiments of the present application are explained below:
VCU, collect motor and battery state, collect accelerator pedal data signal, brake pedal data signal, electric actuator and sensor data signal. After the corresponding judgment is made according to the comprehensive analysis of the intention of the driver, the action of each component control board at the lower layer is monitored, and the system is responsible for the normal running of the automobile, the braking energy feedback, the power management method of the whole automobile engine and the lithium ion battery, the network safety management, the fault detection and the solution, the vehicle state monitoring and the like. Thereby ensuring the normal and stable operation of the whole vehicle under the conditions of better dynamic property, higher economical efficiency and reliability.
The distributed hub motor driven vehicle is driven by four hub motors, if the wheels slip, the total torque loss of the vehicle is caused, the dynamic property of the vehicle is deteriorated, the energy of a battery is invalid lost, and the abrasion of tires is aggravated. Therefore, driving anti-skid is an important research content for a distributed hub motor driven vehicle.
In the prior art, CN109664774a obtains an ideal output torque corresponding to driving wheels according to the slip ratio deviation and the attachment coefficient deviation of the vehicle. However, the actual adhesion coefficient and the maximum adhesion coefficient of the road surface of the driving wheel are difficult to obtain in the running process of the vehicle, and are difficult to apply in the actual vehicle.
CN106985703B designs a road surface peak attachment coefficient estimator, further calculates the optimal slip rate, adopts an anti-saturation integral sliding film variable structure to drive an anti-slip controller to carry out moment control, has a complex structure, is difficult to grasp in state estimation accuracy, and is difficult to use on a real vehicle.
In CN112693328B, the PID control method is used to maintain the wheel slip rate near the threshold slip rate and to distribute the slip wheel reduction torque to the other wheels. The method uses PID to adjust, and has high requirement on PID parameters.
That is, at present, the slip rate of the vehicle is controlled in a reasonable interval by aiming at the anti-slip control method for driving the vehicle by the distributed hub motor, and the common scheme mainly comprises a logic threshold value method, a PID control method and the like. While PID control is commonly used in linear systems, in-wheel motor vehicles incorporating tire models are nonlinear systems, and a single fixed PID parameter is not well adapted to complex driving conditions of the vehicle. The torque control is performed only by using a slip ratio threshold value method, the control effect is different for different vehicle speeds, and a satisfactory driving anti-slip effect is difficult to realize during high-speed running.
Therefore, the application provides a wheel driving anti-skid control method based on multiple modes, which solves the problem of unreasonable single slip rate threshold setting in the driving anti-skid control of a distributed hub motor driving vehicle in the prior art.
The preferred embodiments of the present application will be described below with reference to the accompanying drawings of the specification, it being understood that the preferred embodiments described herein are for illustration and explanation only, and not for limitation of the present application, and embodiments of the present application and features of the embodiments may be combined with each other without conflict.
Fig. 2 is a schematic flow chart of a wheel driving anti-slip control method based on multiple modes according to an embodiment of the present application. As shown in fig. 2, the method may include:
Step S210, obtaining a current vehicle speed, a wheel rotation speed and a wheel radius of any wheel at a current time of the target vehicle.
Specifically, the VCU obtains rotational speed information Ni (i=1, 2,3,4 are represented as front left, front right, rear left, rear right wheels) of the four in-wheel motors from the four in-wheel motor controllers respectively through the CAN communication network, that is, obtains the wheel rotational speeds of the respective wheels.
And acquiring the current vehicle speed at the current moment through a vehicle speed sensor.
And acquiring a pre-configured wheel radius.
Step S220, determining a driving anti-skid control mode according to the magnitude relation between the current vehicle speed and the preset vehicle speed, so as to adjust the wheel torque according to the determined driving anti-skid control strategy.
The driving anti-slip control mode comprises a slip ratio control mode and a rotating speed difference control mode.
Specifically, the VCU judges the magnitude relation between the current vehicle speed and the preset vehicle speed:
The preset vehicle speed is set as follows: vth=30 kph.
Mode one: referring to fig. 3, if the current vehicle speed is smaller than the preset vehicle speed, it indicates that the driving anti-slip control mode of the target vehicle is a slip ratio control mode, and it is necessary to determine the wheel slip ratio of each wheel.
The step of determining the wheel slip ratio of each wheel includes:
and step 1, calculating the vehicle speed and the wheel radius by adopting a vehicle average rotating speed algorithm to obtain the vehicle average rotating speed.
The average rotation speed algorithm of the vehicle is as follows:
Wherein N avg is the average rotation speed of the vehicle, V is the current vehicle speed, and R is the radius of the wheels.
And 2, calculating the rotation speed of any wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm to obtain the wheel slip rate of the corresponding wheel.
The wheel slip ratio algorithm is:
Wherein S i is the wheel slip ratio of the ith wheel, N i is the wheel speed of the ith wheel, and N avg is the average speed of the vehicle.
After determining the wheel slip ratio of each wheel, it is determined whether each wheel has slip:
When the wheel slip rate of any one wheel is larger than a first preset slip rate, indicating that the corresponding wheel slips, and determining the wheel with slip as a target wheel; at this time, the torque of the target wheel needs to be adjusted until the wheel slip ratio of the target wheel is not greater than the third preset slip ratio. The application is configured with a first preset slip ratio, a second preset slip ratio and a third preset slip ratio; wherein the first preset wheel slip ratio S 1 > the second preset wheel slip ratio S 2 > the third preset wheel slip ratio S 3; in the present application, S 1＝0.25,S2＝0.22,S3 =0.20 is set.
Further, the step of adjusting the wheel torque of the target wheel according to the slip ratio control strategy includes:
And adjusting the wheel torque of the target wheel according to the configured first step length to enable the wheel torque of the target wheel to be reduced by the first step length Tstep1, wherein the VCU continuously detects the wheel slip rate of the target wheel until the wheel slip rate is between S3 and Si < S2, the wheel torque will not be continuously reduced in the interval, the wheel rotating speed has a recovery trend, the wheel torque will keep the reduced wheel torque until S i<S3, the wheel rotating speed is recovered to be normal, and the wheel torque of the target wheel and the wheel torque output by the VCU are kept consistent.
Mode two: if the current speed is not less than the preset speed, the driving anti-skid control mode of the target vehicle is a speed difference control mode, and a speed difference algorithm is adopted to calculate the speed of any wheel and the average speed of the vehicle, so that the target speed difference of each wheel is obtained.
The rotation speed difference algorithm is as follows:
ΔNi＝Ni-Navg
Where N avg is the average speed of the vehicle, N i is the wheel speed of the i-th wheel, and Δn i is the target speed difference of the i-th wheel.
After determining the target rotational speed difference of each wheel, it is determined whether or not slip occurs in each wheel:
When the target rotation speed difference of any wheel is larger than the first preset difference value, the corresponding wheel is indicated to slip, the wheel with slip is determined to be the target wheel, and at the moment, the wheel torque of the target wheel needs to be adjusted until the target rotation speed difference of the target wheel is not larger than the third preset difference value. The application is configured with a first preset difference value, a second preset difference value and a third preset difference value; wherein the first preset difference Δn 1 > the second preset difference Δn 2 > the third preset difference Δn 3; in the present application, Δn 1＝100rpm,ΔN2＝80rpm,ΔN3 =60 rpm is set.
Further, the step of adjusting the wheel torque of the target wheel according to the rotational speed difference control strategy includes:
And adjusting the wheel torque of the target wheel according to the configured second step length so as to enable the wheel torque of the target wheel to be reduced by the second step length Tstep2, and simultaneously, continuously detecting the wheel slip rate of the target wheel by the VCU until the wheel slip rate is between delta N 3<ΔNi<ΔN2, wherein the period indicates that the wheel rotating speed of the target wheel has a recovery trend, and the wheel torque is not continuously reduced, and at the moment, the wheel torque is kept to be reduced. When ΔN i<ΔN3, the wheel speed has been nearly restored to normal, at which time the wheel torque of the target wheel is consistent with the wheel torque output by the VCU.
The first step size > the second step size in the present application.
In the mode, the current speed of the target vehicle is considered in the driving anti-skid control, a slip rate control mode and a rotating speed difference control mode are set, and the two modes are respectively suitable for a low-speed working condition and a high-speed working condition so as to improve the driving anti-skid control effect of the distributed hub motor.
Step S230, adjusting the wheel torque of the wheel with no adjusted wheel torque according to the determined target number and wheel position of the target wheels with adjusted wheel torque at the same time, and determining the wheel torque of each wheel.
Specifically, as shown in connection with fig. 4, the target number may be 1 or 2 or 3 or 4.
A. When the target number is 1 (single wheel slip), the wheel torque difference Δti of the target wheel is increased to the wheel torque of the non-slip wheel on the same side as the target wheel.
The wheel torque difference is the difference between the wheel torque after the target wheel adjustment and the wheel torque before the adjustment.
In the present application, the front left wheel is defined as the first wheel, and the front right wheel is defined as the second wheel; the left rear wheel is determined as a third wheel, and the right rear wheel is determined as a fourth wheel; that is, the first wheel and the second wheel are coaxial wheels, and the third wheel and the fourth wheel are coaxial wheels; the first wheel and the third wheel are same-side wheels, and the second wheel and the fourth wheel are same-side wheels.
When the target number is 1, it can be understood that only one wheel out of the 4 wheels has slipped; to maintain the dynamics of the vehicle, the VCU determines a first wheel torque difference for the first wheel that is slipping, and then increases the first wheel torque difference to the non-slipping wheel that is not on the same axle, such as to a third wheel if the first wheel is slipping, thereby ensuring that the total vehicle torque remains unchanged.
B. When the target number is 2, there are three cases of the wheel position: coaxial double wheels, homolateral double wheels and diagonal double wheels.
If the wheel torque of the coaxial double wheels is regulated, the first wheel torque difference DeltaTi of the first wheel is increased to the wheel torque of the non-slip wheel (third wheel) on the same side of the first wheel; and increasing a second wheel torque difference value of the second wheel to a wheel torque of a non-slip wheel (fourth wheel) on the same side as the second wheel; or, increasing a third wheel torque difference value of the third wheel to the wheel torque of the non-slip wheel (first wheel) on the same side as the third wheel; and adding a fourth wheel torque difference value of the fourth wheel to the wheel torque of the non-skid wheel (second wheel) on the same side as the fourth wheel.
If the wheel torque of the double wheels on the same side is regulated, determining the first wheel torque of the first wheel as the wheel torque of the second wheel; determining a third wheel torque of the third wheel as a wheel torque of the fourth wheel; the first wheel torque and the third wheel torque are wheel torques after corresponding wheel adjustment, and the first wheel and the third wheel are double wheels on the same side. That is, the total torque of the vehicle cannot be kept unchanged at this time, and the torque output of the wheels on the same axle needs to be controlled to be smaller than the torque of the two wheels on the same axle, so that the torque of the wheels on the same axle and the torque of the wheels on the same axle are kept consistent, and the yaw moment generated by the vehicle is avoided, and the driving safety is influenced.
If the wheel torque of the diagonal dual wheels is regulated, the first wheel torque difference DeltaTi of the first wheel is increased to the wheel torque of the non-slip wheel (third wheel) on the same side of the first wheel; and increasing a fourth wheel torque difference value of a fourth wheel to a wheel torque of a non-skid wheel (second wheel) on the same side as the fourth wheel; or, increasing the second wheel torque difference of the second wheel to the wheel torque of the non-slip wheel (fourth wheel) on the same side as the second wheel; and increasing a third wheel torque difference value of the third wheel to a wheel torque of a non-slip wheel (first wheel) on the same side as the third wheel; the first wheel and the fourth wheel are the diagonal double wheels; the second wheel and the third wheel are the diagonal dual wheels.
C. Determining a minimum wheel torque of the first wheel and the second wheel as a wheel torque of the first wheel and the second wheel when the target number is 3 or 4; and determining the minimum wheel torque of the third wheel and the fourth wheel as the wheel torque of the third wheel and the fourth wheel. That is, the total torque of the vehicle cannot be kept unchanged at this time, and the torque output of the wheels on the same axle needs to be controlled to be smaller than the torque output of the wheels on the two wheels on the same axle, so that the yaw moment generated by the vehicle is avoided, and the driving safety is prevented from being influenced.
In the mode, after the motor executes torque reduction operation (reduces the wheel torque), the wheel torque output of other wheels is also required to be coordinated, so that the problems that the dynamic property of the vehicle is reduced due to the reduction of the wheel torque or the left and right wheel torques are unbalanced to generate additional yaw moment and the like are avoided, and the vehicle is ensured to have better dynamic property. The application can effectively solve the problem of poor anti-skid control effect of the distributed hub motor driven vehicle at different vehicle speeds, and can effectively inhibit the wheel from slipping under different vehicle speeds.
The application provides a wheel driving anti-skid control method based on multiple modes, which comprises the steps of calculating average wheel speeds corresponding to the current speed of a target vehicle and the radius of the wheels, and further calculating the wheel slip rate of four wheels and the target speed difference between each wheel speed and the average wheel speed. Under the slip ratio control mode, when the slip ratio of the wheel exceeds a certain limit value, the wheel is considered to slip, and the wheel is subjected to torque reduction operation until the slip ratio of the wheel is recovered to be normal; in the rotation speed difference control mode, when the target rotation speed difference reaches a certain value, the wheels are considered to slip, and at the moment, the torque reduction operation is performed on the wheels until the target rotation speed difference is recovered to a normal level. The method provided by the application can effectively inhibit the phenomenon of wheel slip of the vehicle when the road surface condition is poor or the vehicle accelerates, improve the stability of the vehicle, reduce the tire wear and also reduce the energy invalidation loss; secondly, different modes are distinguished by the current vehicle speed, and whether the wheels slip or not is judged, so that the method is more effective and quicker than a single slip rate index; after the torque correction is carried out on the wheels, carrying out secondary coordination output on torque output of other wheels of the vehicle, and simultaneously, ensuring the dynamic property of the vehicle as much as possible while inhibiting the slip of the vehicle, and simultaneously, avoiding the vehicle from generating additional yaw moment to influence the safety of the vehicle; the method provided by the application is more accurate and reliable in real vehicle test based on the simulation analysis of simulink-carsim.
Corresponding to the above method, the embodiment of the present application further provides a wheel driving anti-skid control device based on multiple modes, as shown in fig. 5, the device includes:
An obtaining unit 510, configured to obtain a current vehicle speed of a target vehicle at a current time, a wheel rotation speed of any wheel, and a wheel radius;
A calculating unit 520, configured to calculate, if the current vehicle speed is less than the preset vehicle speed, a wheel slip rate algorithm for calculating a wheel rotation speed of any one of the wheels and an average rotation speed of the vehicle, so as to obtain a wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
an adjusting unit 530, configured to adjust the wheel torque of the target wheel according to the configured first step size when the wheel slip ratio is greater than the first preset wheel slip ratio, so that the wheel slip ratio of the target wheel is between the second preset wheel slip ratio and the third preset wheel slip ratio; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
the calculating unit 520 is further configured to calculate a difference between a rotation speed of any wheel and an average rotation speed of the vehicle if the vehicle speed is not less than a preset vehicle speed, so as to obtain a target rotation speed difference of a target wheel;
the adjusting unit 530 is further configured to adjust the wheel torque of the target wheel according to the configured second step size when the target rotational speed difference is greater than the first preset difference value, so that the target rotational speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
The adjusting unit 530 is further configured to adjust the wheel torque of the wheel that does not adjust the wheel torque according to the determined target number and the determined wheel position of the target wheels that have adjusted the wheel torque at the same time, and determine the wheel torque of each wheel.
The functions of each functional unit of the anti-skid control device for wheel drive based on multiple modes provided by the embodiment of the application can be realized through the steps of the method, so that the specific working process and beneficial effects of each unit in the anti-skid control device for wheel drive based on multiple modes provided by the embodiment of the application are not repeated here.
The embodiment of the application also provides an electronic device, as shown in fig. 6, which includes a processor 610, a communication interface 620, a memory 630 and a communication bus 640, wherein the processor 610, the communication interface 620 and the memory 630 complete communication with each other through the communication bus 640.
A memory 630 for storing a computer program;
The processor 610, when executing the program stored in the memory 630, performs the following steps:
Acquiring the current speed of a target vehicle at the current moment, the wheel rotating speed of any wheel and the wheel radius;
If the current vehicle speed is smaller than the preset vehicle speed, calculating the rotation speed of any one wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm to obtain the wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
when the wheel slip rate is larger than a first preset wheel slip rate, adjusting the wheel torque of the target wheel according to the configured first step length so that the wheel slip rate of the target wheel is between a second preset wheel slip rate and a third preset wheel slip rate; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
If the vehicle speed is not less than the preset vehicle speed, calculating a target speed difference between the rotation speed of any wheel and the average rotation speed of the vehicle;
When the target rotating speed difference is larger than the first preset difference value, adjusting the wheel torque of the target wheel according to the configured second step length so that the target rotating speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
and adjusting the wheel torque of the wheels with no adjusted wheel torque according to the determined target number and the determined wheel positions of the target wheels with the adjusted wheel torque at the same time, and determining the wheel torque of each wheel.
The communication bus mentioned above may be a peripheral component interconnect standard (PERIPHERAL COMPONENT INTERCONNECT, PCI) bus or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, or the like. The communication bus may be classified as an address bus, a data bus, a control bus, or the like. For ease of illustration, the figures are shown with only one bold line, but not with only one bus or one type of bus.
The communication interface is used for communication between the electronic device and other devices.
The Memory may include random access Memory (Random Access Memory, RAM) or may include Non-Volatile Memory (NVM), such as at least one disk Memory. Optionally, the memory may also be at least one memory device located remotely from the aforementioned processor.
The processor may be a general-purpose processor, including a central processing unit (Central Processing Unit, CPU), a network processor (Network Processor, NP), etc.; but may also be a digital signal processor (DIGITAL SIGNAL Processing, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components.
Since the implementation manner and the beneficial effects of the solution to the problem of each device of the electronic apparatus in the foregoing embodiment may be implemented by referring to each step in the embodiment shown in fig. 2, the specific working process and the beneficial effects of the electronic apparatus provided by the embodiment of the present application are not repeated herein.
In yet another embodiment of the present application, a computer readable storage medium is provided, in which instructions are stored, which when run on a computer, cause the computer to perform a multi-mode based wheel drive anti-skid control method as set forth in any one of the above embodiments.
In yet another embodiment of the present application, a computer program product containing instructions that, when run on a computer, cause the computer to perform a multi-mode based wheel drive anti-skid control method as set forth in any one of the embodiments above is also provided.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, the present embodiments are intended to be construed as including the preferred embodiments and all such alterations and modifications that fall within the scope of the embodiments.
It will be apparent to those skilled in the art that various modifications and variations can be made in the embodiments of the present application without departing from the spirit or scope of the embodiments of the application. Thus, if such modifications and variations of the embodiments in the present application fall within the scope of the embodiments of the present application and the equivalent techniques thereof, such modifications and variations are also intended to be included in the embodiments of the present application.
Claims (10)
1. A multi-mode based wheel drive anti-skid control method, the method comprising:
Acquiring the current speed of a target vehicle at the current moment, the wheel rotating speed of any wheel and the wheel radius;
If the current vehicle speed is smaller than the preset vehicle speed, calculating the rotation speed of any one wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm to obtain the wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
when the wheel slip rate is larger than a first preset wheel slip rate, adjusting the wheel torque of the target wheel according to the configured first step length so that the wheel slip rate of the target wheel is between a second preset wheel slip rate and a third preset wheel slip rate; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
If the vehicle speed is not less than the preset vehicle speed, calculating a target speed difference between the rotation speed of any wheel and the average rotation speed of the vehicle;
When the target rotating speed difference is larger than the first preset difference value, adjusting the wheel torque of the target wheel according to the configured second step length so that the target rotating speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
and adjusting the wheel torque of the wheels with no adjusted wheel torque according to the determined target number and the determined wheel positions of the target wheels with the adjusted wheel torque at the same time, and determining the wheel torque of each wheel.
2. The method of claim 1, wherein adjusting the wheel torque of the wheel for which the wheel torque is not adjusted based on the determined target number and wheel position of the target wheels for which the wheel torque has been adjusted at the same time, determining the wheel torque of each wheel comprises:
when the target number is 1, increasing the wheel torque difference of the target wheel to the wheel torque of the non-slip wheel on the same side as the target wheel; the wheel torque difference is a difference between the wheel torque after the target wheel adjustment and the wheel torque before the adjustment.
3. The method of claim 2, wherein the positions of 2 wheels are determined when the target number is 2; the positions of the 2 wheels include: coaxial double wheels, homolateral double wheels and diagonal double wheels.
4. A method as claimed in claim 3, wherein if the wheel torque of the coaxial dual wheels is adjusted, the first wheel torque difference of the first wheel is increased to the wheel torque of the non-skid wheel on the same side as the first wheel; and increasing a second wheel torque difference for a second wheel to a wheel torque of a non-skid wheel on the same side as the second wheel; wherein the first wheel and the second wheel are the coaxial double wheels;
If the wheel torque of the double wheels on the same side is regulated, determining the first wheel torque of the first wheel as the wheel torque of the second wheel; determining a third wheel torque of the third wheel as a wheel torque of the fourth wheel; the first wheel torque and the third wheel torque are wheel torques adjusted by corresponding wheels, and the first wheel and the third wheel are double wheels on the same side;
If the wheel torque of the diagonal double wheels is regulated, the first wheel torque difference value of the first wheel is increased to the wheel torque of the non-slip wheel on the same side as the first wheel; and increasing a fourth wheel torque difference value of a fourth wheel to a wheel torque of a non-skid wheel on the same side as the fourth wheel; wherein the first wheel and the fourth wheel are the diagonal dual wheels.
5. The method of claim 4, wherein a minimum wheel torque of the first wheel and the second wheel is determined as the wheel torque of the first wheel and the second wheel when the target number is 3 or 4; and determining the minimum wheel torque of the third wheel and the fourth wheel as the wheel torque of the third wheel and the fourth wheel, wherein the third wheel and the fourth wheel are coaxial double wheels.
6. The method of claim 1, wherein the wheel slip algorithm is:
Wherein S i is the wheel slip ratio of the ith wheel, N i is the wheel speed of the ith wheel, and N avg is the average speed of the vehicle.
7. The method of claim 1, wherein the vehicle average speed algorithm is:
Wherein N avg is the average rotation speed of the vehicle, V is the current vehicle speed, and R is the radius of the wheels.
8. A multimode-based wheel drive anti-skid control device, the device comprising:
An acquisition unit for acquiring a current vehicle speed of a target vehicle at a current time, a wheel rotation speed of any wheel and a wheel radius;
the calculating unit is used for calculating the rotation speed of any wheel and the average rotation speed of the vehicle by adopting a wheel slip rate algorithm if the current vehicle speed is smaller than the preset vehicle speed to obtain the wheel slip rate of the corresponding wheel; the average rotating speed of the vehicle is obtained by calculating the current vehicle speed and the radius of the wheels by adopting a vehicle average rotating speed algorithm;
The adjusting unit is used for adjusting the wheel torque of the target wheel according to the configured first step length when the wheel slip rate is larger than the first preset wheel slip rate so that the wheel slip rate of the target wheel is between the second preset wheel slip rate and the third preset wheel slip rate; wherein the first preset wheel slip ratio > the second preset wheel slip ratio > the third preset wheel slip ratio;
the calculating unit is further used for calculating the difference value between the rotating speed of any wheel and the average rotating speed of the vehicle to obtain the target rotating speed difference of the target wheel if the vehicle speed is not smaller than the preset vehicle speed;
The adjusting unit is further configured to adjust the wheel torque of the target wheel according to the configured second step length when the target rotation speed difference is greater than the first preset difference value, so that the target rotation speed difference of the target wheel is between the second preset difference value and the third preset difference value; wherein the first preset difference value is larger than the second preset difference value and larger than the third preset difference value; the first step size > the second step size;
the adjusting unit is further used for adjusting the wheel torque of the wheels without adjusting the wheel torque according to the determined target number and the determined wheel positions of the target wheels with the wheel torque adjusted at the same time, and determining the wheel torque of each wheel.
9. An electronic device, characterized in that the electronic device comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are in communication with each other through the communication bus;
a memory for storing a computer program;
A processor for implementing the method steps of any of claims 1-7 when executing a program stored on a memory.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored therein a computer program which, when executed by a processor, implements the method steps of any of claims 1-7.
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| CN202410052444.3A CN117962634A (en) | 2024-01-12 | 2024-01-12 | Multi-mode-based wheel driving anti-skid control method and device and electronic equipment |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202410052444.3A CN117962634A (en) | 2024-01-12 | 2024-01-12 | Multi-mode-based wheel driving anti-skid control method and device and electronic equipment |
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| CN202410052444.3A Pending CN117962634A (en) | 2024-01-12 | 2024-01-12 | Multi-mode-based wheel driving anti-skid control method and device and electronic equipment |
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| CN (1) | CN117962634A (en) |
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