WO2023098257A1 - 车辆防滑控制方法、电机控制器、***及存储介质 - Google Patents

车辆防滑控制方法、电机控制器、***及存储介质 Download PDF

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Publication number
WO2023098257A1
WO2023098257A1 PCT/CN2022/121438 CN2022121438W WO2023098257A1 WO 2023098257 A1 WO2023098257 A1 WO 2023098257A1 CN 2022121438 W CN2022121438 W CN 2022121438W WO 2023098257 A1 WO2023098257 A1 WO 2023098257A1
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WIPO (PCT)
Prior art keywords
vehicle
speed
torque
limit
motor
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PCT/CN2022/121438
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English (en)
French (fr)
Inventor
吴蒙
彭耀润
林浩强
王金航
陈立华
李欢
Original Assignee
广州汽车集团股份有限公司
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Publication of WO2023098257A1 publication Critical patent/WO2023098257A1/zh

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    • 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
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • 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
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of vehicle control, in particular to a vehicle anti-skid control method, a motor controller, a system and a storage medium.
  • the dynamic characteristics of the driving system of hybrid vehicles and fuel vehicles are quite different. Compared with internal combustion engines, the driving motors of hybrid vehicles have the characteristics of small response time, small moment of inertia, and large speed range. higher real-time requirements.
  • the vehicle controller after determining that the vehicle is in a slipping state, the vehicle controller usually collects vehicle data, then calculates the motor torque based on the vehicle data, and sends the calculated motor torque to the motor controller , the motor controller receives the motor torque to execute the torque, and feeds back the execution result to continue slip judgment.
  • the controllers communicate through the network, and there is a communication delay in data transmission. After the vehicle skids, the motor torque cannot be limited in time, which affects the real-time performance of the anti-skid control, thereby reducing the anti-skid effect.
  • the invention provides a vehicle anti-skid control method, a motor controller, a system and a storage medium to solve the problem in the prior art that the torque of the motor cannot be limited in time after the vehicle skids, which affects the real-time performance of the anti-skid control, thereby reducing the anti-skid effect .
  • a vehicle anti-skid control method comprising:
  • the motor controller confirms to receive the anti-slip speed limit request, and the anti-slip speed limit request includes the highest limit speed;
  • the maximum limit speed and the actual speed of the drive motor determine whether to perform torque reduction control on the drive motor
  • the motor controller performs closed-loop control on the torque of the drive motor according to the maximum speed limit.
  • a motor controller including:
  • the first determination module is configured to receive an anti-slip speed limit request, where the anti-slip speed limit request includes a maximum limit speed and a motor limit torque;
  • the second determination module is used to determine whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor;
  • the control module is used to perform closed-loop control on the torque of the driving motor according to the maximum speed limit of the motor controller if it is necessary to perform torque reduction control on the driving motor.
  • a vehicle antiskid control system comprising:
  • the vehicle body electronic stability system is used to send the traction function activation signal and the anti-skidding torque request to the vehicle controller after the traction function is activated;
  • Vehicle controller for:
  • a motor controller or a vehicle controller comprising a memory, a processor, and a computer program stored in the memory and operable on the processor.
  • the processor executes the computer program, the steps of the vehicle anti-slip control method are realized.
  • a computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above vehicle anti-slip control method are implemented.
  • the motor controller receives the anti-skid speed limit request, and the anti-skid speed limit request includes the maximum limit speed; then according to the maximum limit speed and the actual driving motor Rotating speed, determine whether need to carry out torsion reduction control to drive motor; If need to carry out torsion control to drive motor, then motor controller carries out closed-loop control to the torque of drive motor according to the highest limit speed; In the present invention, through vehicle controller Request to the motor controller for anti-slip speed limit, so that the drive motor starts the anti-slip drive mode.
  • the motor controller determines whether to execute the torque reduction control according to the maximum limit speed and the actual speed, and during the torque reduction control process, according to The highest limit speed performs closed-loop control on the torque of the drive motor, which can timely and accurately adjust the torque of the drive motor, thereby improving the real-time performance and effectiveness of vehicle anti-skid control, thereby improving the anti-skid effect.
  • Fig. 1 is a schematic structural view of a vehicle anti-skid control system in an embodiment of the present invention
  • Fig. 2 is a schematic flow chart of a vehicle anti-skid control method in an embodiment of the present invention
  • Fig. 3 is a signaling interaction diagram of a vehicle anti-skid control method in an embodiment of the present invention.
  • Fig. 4 is a schematic diagram of changes in operating parameters after the traction function of a traditional vehicle is activated
  • Fig. 5 is a schematic diagram of changes in operating parameters after adopting the vehicle anti-skid control method of the present invention.
  • Fig. 6 is a schematic structural diagram of a motor controller in an embodiment of the present invention.
  • Fig. 7 is a schematic structural diagram of a motor controller or a vehicle controller in an embodiment of the present invention.
  • the vehicle anti-skid control method provided by the embodiment of the present invention is applied to a two-drive hybrid vehicle or a two-drive pure electric vehicle (the power system operating mode of a pure electric vehicle is a pure electric mode), and can be applied to a vehicle as shown in FIG. 1
  • the vehicle anti-skid control system includes a vehicle controller, a motor controller, a drive motor, and an electronic stability system for a vehicle body.
  • the motor controller and the vehicle body electronic stability system communicate with the vehicle controller through the CAN network, and the motor controller is electrically connected with the drive motor.
  • the body electronic stability system (Electronic Stability Program, ESP for short) includes the traction control system (Traction Control System, TCS for short). Send traction function activation signal and anti-skid torque down request.
  • ESP Electronic Stability Program
  • TCS Traction Control System
  • the vehicle control unit (VCU for short) is used to determine whether it is necessary to limit the anti-slip speed of the drive motor, and determine whether it is necessary to limit the torque of the drive motor; if it is necessary to limit the anti-slip speed and torque limit, then Determine the maximum limit speed of the driving motor, and determine the limit torque of the motor; generate an anti-slip speed limit request according to the maximum limit speed, and send the anti-slip speed limit request to the motor controller, so that the motor controller determines whether to start according to the anti-slip speed limit request Anti-skid driving mode; it also receives the traction function activation signal and anti-skid torque reduction request sent by the electronic stability system of the vehicle body, so as to generate the speed limit cancellation command according to the traction force function activation signal, and send the speed limit cancellation command and anti-skid torque reduction request to the motor controller .
  • the motor controller (Intergrated Power Unit, referred to as IPU), is used to determine and receive the anti-skid speed limit request sent by the vehicle controller, and after receiving the anti-skid speed limit request, enable the anti-skid drive mode to drive the motor according to the maximum speed limit and
  • the actual speed of the driving motor is determined to determine whether it is necessary to perform torque reduction control on the driving motor; if it is necessary to perform torque reduction control on the driving motor, perform closed-loop control on the torque of the driving motor according to the maximum speed limit; Finally, exit the anti-skid driving mode according to the speed limit cancellation command, and respond to the anti-skid torque reduction request.
  • the motor controller receives the anti-slip speed limit request sent by the vehicle controller, and after receiving the anti-slip speed limit request, enables the anti-slip drive mode to determine whether to It is necessary to perform torque reduction control on the driving motor; if it is necessary to perform torque reduction control on the driving motor, the motor controller performs closed-loop control on the torque of the driving motor according to the maximum speed limit; in this embodiment, the motor is controlled by the vehicle controller In the anti-skid driving mode, the motor controller determines whether to execute the torque reduction control according to the maximum speed limit and the actual speed, and in the process of torque reduction control, according to the maximum speed limit The closed-loop control of the torque of the drive motor can timely and accurately adjust the torque of the drive motor, thereby improving the real-time performance and effectiveness of the anti-skid control of the vehicle, thereby improving the anti-skid effect.
  • the motor controller automatically performs torque reduction control according to its own actual speed, which improves the real-time performance of the vehicle anti-skid control and ensures the stability of the vehicle. It can solve or improve the drivability problem of electric drive vehicles on low-attachment roads, and improve the drivability problems of traditional TCS functions applied to electric drive vehicles on low-attachment roads.
  • the vehicle controller when the vehicle is running, if the vehicle is in the series drive mode, the vehicle controller will also determine the motor limit torque according to the actual charging power of the battery, the actual power generation of the engine, and the actual discharge power of the driving motor, so that the motor controller can determine
  • the drive motor for torque reduction control combined with the maximum limit speed and motor limit torque for torque reduction control, the state of the battery and the engine is considered during the torque reduction control, which solves the problem that the motor anti-skid control ability is not considered in the traditional anti-skid control method Due to the limitation of battery capacity, the adaptability of this method to hybrid vehicles is guaranteed, and the torque of the drive motor is adjusted in a timely and precise manner under the condition that the battery is not fully charged, thereby improving the real-time and effectiveness of vehicle anti-skid control.
  • the anti-skid effect is improved; and after the anti-skid driving mode is enabled, when the TCS function is determined to be activated, exiting the anti-skid driving mode does not control the speed of the drive motor, but allows the drive motor to respond to the anti-skid torque reduction request of the ESP, and the vehicle's anti-skid
  • the control state is completely handed over to ESP to ensure the robustness of vehicle anti-skid control.
  • the vehicle anti-skid control method in this embodiment is a distributed control strategy coordinated and controlled by controllers such as the vehicle body electronic stability system ESP, the vehicle controller VCU, and the motor controller IPU.
  • the VCU determines the maximum limit speed of the driving motor and sends it to the IPU, and at the same time calculates the motor limit torque for the drive motor based on the current battery state and engine power generation state, so that the IPU can accurately and accurately determine the torque of the drive motor according to the maximum limit speed and motor limit torque.
  • Timely control improves the real-time performance of vehicle anti-skid control; when the TCS function is activated, it exits the maximum speed limit of the drive motor and responds to the request of ESP for anti-skid and torque reduction; VCU, as the coordination center of the entire anti-skid control strategy, coordinates the control of each controller Work, the anti-skid control strategy distributed implementation method, each controller performs its own duties, can give full play to its advantages, and the development difficulty is relatively small, which not only ensures the real-time performance of the control, but also ensures the robustness of the entire control strategy .
  • the vehicle anti-skid control system includes a vehicle controller, a motor controller, a body electronic stability system, and a drive motor for illustrative purposes only.
  • the vehicle anti-skid control system also includes other devices, such as an engine control system EMS and engine assembly, etc., will not be repeated here.
  • a vehicle anti-skid control method is provided, which is described by taking the method applied to the vehicle anti-skid control system in FIG. 1 as an example, including the following steps:
  • S10 The motor controller receives an anti-slip speed limit request.
  • the motor controller needs to determine in real time whether it has received the anti-skid speed limit request sent by the vehicle controller, and determines whether it needs to execute the anti-skid control strategy based on the reception of the anti-skid speed limit request.
  • the anti-slip rotational speed limit request includes the maximum limited rotational speed.
  • the maximum speed limit is the maximum speed of the driving motor determined by the vehicle controller according to the vehicle data.
  • the anti-slip speed limit request also includes the motor limit torque, so that when it is determined that the drive motor needs to be controlled for torque reduction, the maximum speed limit and the motor limit torque The torque of the drive motor is closed-loop controlled.
  • the motor limit torque is the minimum torque of the drive motor determined by the vehicle controller according to the power generation status of the vehicle's battery and engine and other devices.
  • the anti-skid speed limit request is a drive motor speed limit request generated by the vehicle controller after determining that the vehicle may have a slip risk under the current working condition according to the vehicle data. For example, when the vehicle controller detects that the vehicle speed is too high, the ground adhesion is low, and there is no ESP intervention, there may be a risk of vehicle skidding. and torque are limited, and then an anti-slip speed limit request is generated according to the highest limit speed.
  • S20 According to the maximum speed limit and the actual speed of the driving motor, determine whether to perform torque reduction control on the driving motor.
  • the motor controller needs to enable the anti-skid drive mode.
  • the motor controller will determine in real time whether it is necessary to perform torque reduction control on the driving motor according to the maximum limit speed and the actual speed of the driving motor.
  • the motor controller determines whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor, including: the motor controller determines whether the actual speed of the drive motor is greater than the maximum limit speed; if the actual speed of the drive motor If it is greater than the maximum speed limit, it means that the actual speed of the driving motor exceeds the speed limit calculated by the vehicle controller, and the risk of vehicle slippage is high, so the speed of the driving motor needs to be reduced. At this time, the motor controller determines that the torque reduction control of the driving motor is required.
  • the motor controller performs closed-loop control on the torque of the drive motor according to the maximum limit speed; if the actual speed of the drive motor is less than or equal to the maximum limit speed, it means that the actual speed of the drive motor does not exceed the speed limit calculated by the vehicle controller, and the risk of vehicle slippage Smaller, there is no need to perform torque reduction control on the driving motor for the time being. At this time, the motor controller obtains the vehicle torque request sent by the vehicle controller, and responds normally to the vehicle torque request to output the vehicle demand in the vehicle torque request torque.
  • the motor control The controller After determining whether the torque reduction control of the driving motor is required according to the maximum speed limit and the actual speed of the driving motor, if the torque reduction control of the driving motor is required, the risk of vehicle slippage is high, and the speed of the driving motor needs to be reduced, then the motor control The controller performs closed-loop control on the torque of the driving motor according to the maximum speed limit.
  • the motor controller performs closed-loop control on the torque of the drive motor according to the maximum limit speed, which specifically includes: when the power system operation mode of the vehicle is the series drive mode, the motor controller controls the torque of the drive motor according to the maximum limit speed and the motor limit torque. Closed-loop control of the torque of the vehicle, in order to timely and accurately adjust the torque of the drive motor, improve the real-time and effectiveness of vehicle anti-skid control, and then improve the anti-skid effect; According to the maximum limit speed and the limit torque of the motor, the torque of the drive motor is closed-loop controlled, so as to ensure that the battery is not fully charged, the torque of the drive motor can be adjusted in time and accurately, thereby improving the anti-skid effect.
  • the motor controller determines whether to perform torque reduction control on the drive motor according to the maximum limit speed limit and the actual speed of the drive motor by receiving the anti-slip speed limit request; if it is necessary to perform torque reduction control on the drive motor, the motor The controller performs closed-loop control on the torque of the drive motor according to the maximum speed limit; through the vehicle controller, it requests the motor controller for anti-slip speed limit, so that the drive motor starts the anti-slip drive mode.
  • the motor controller automatically The limit speed and the actual speed determine whether to perform torque reduction control, and in the process of torque reduction control, the torque of the drive motor is closed-loop controlled according to the highest limit speed, and the torque of the drive motor can be adjusted in time and accurately, thereby improving the performance of vehicle anti-slip control Immediate and effective, thereby improving the anti-slip effect.
  • step S30 that is, after the motor controller receives the anti-slip speed limit request, the method further specifically includes the following steps:
  • the body electronic stability system After activating the traction force function, the body electronic stability system sends a traction force function activation signal and an anti-skid torque reduction request to the vehicle controller.
  • the vehicle electronic stability system will determine the state of the driving wheels of the vehicle according to the vehicle data, so as to determine whether to activate the traction function according to the state of the driving wheels.
  • the vehicle data includes information such as wheel speed information, driving torque request, and accelerator pedal opening.
  • the vehicle body electronic stability system determines whether the state of the driving wheel is slipping according to the information such as wheel speed information, driving torque request, and accelerator pedal opening. If the state of the driving wheel is slipping, it is necessary to activate the traction function (TCS function) so that the function intervenes in the vehicle control to prevent the vehicle from slipping.
  • TCS function traction function
  • the vehicle body electronic stability system After activating the traction function, the vehicle body electronic stability system will send a traction function activation signal to the vehicle controller. In addition, the vehicle body electronic stability system will determine and generate an anti-skid torque reduction request according to actual needs, and send an anti-skid torque reduction request to the vehicle controller .
  • the vehicle controller After receiving the traction force function activation signal and the anti-skid torque reduction request, the vehicle controller generates a speed limit cancellation command according to the traction force function activation signal, and sends the speed limit cancellation command and the anti-skid torque down request to the motor controller.
  • the motor controller After the motor controller receives the speed limit cancellation command and the anti-slip torque reduction request, it disables the anti-skid drive mode according to the speed limit cancellation command, that is, it exits the maximum speed limit of the drive motor by the vehicle controller, and it does not need to be based on the maximum speed limit and the drive motor.
  • the actual speed determines whether the drive motor needs to be controlled for torque reduction. It only responds to the anti-skid torque reduction request sent by the vehicle body electronic stability system through the vehicle controller and the vehicle torque request sent by the vehicle controller. Instead, it responds to the anti-skid torque reduction request. Request, on the basis of ensuring that the battery is not fully charged, the anti-skid control state of the vehicle is completely handed over to the body electronic stability system to ensure the robustness of the anti-skid control.
  • the vehicle body electronic stability system activates the traction force function, it sends the traction force function activation signal and the anti-skid torque reduction request to the vehicle controller, and the vehicle controller receives the traction force function activation signal and the anti-skid torque reduction request, Generate a speed limit cancellation command according to the traction function activation signal, and send a speed limit cancellation command and an anti-skid torque reduction request to the motor controller; after receiving the speed limit cancellation command and anti-skid torque reduction request, the motor controller disables anti-skid according to the speed limit cancellation command drive mode, and respond to torque down request anti-skid down torque please.
  • the vehicle controller After the motor controller enables the anti-skid driving mode, if the vehicle controller finds that the electronic stability system of the body activates the traction function, it will send the speed limit cancellation command and the anti-skid torque reduction request to the motor controller to make the motor controller exit the anti-skid driving mode , and in response to the anti-skid and torque reduction request of the vehicle body electronic stability system, the anti-skid control of the vehicle is handed over to the vehicle body electronic stability system to ensure the robustness of the anti-skid control and avoid control conflicts caused by the adjustment of the anti-skid strategy, so that each system in this embodiment Performing its duties, it not only ensures the real-time performance of the control, but also ensures the robustness of the anti-skid control.
  • the vehicle body electronic stability system determines to generate an anti-skid torque request according to actual needs, and at the same time applies a hydraulic braking force to the driving wheels of the vehicle, and at the same time, sends an anti-skid request to the vehicle controller.
  • Torque reduction request After the body electronic stability system activates the TCS function, Stepper determines and generates an anti-skid and torque reduction request according to actual needs, so as to realize the control of vehicle driving anti-skid through the drive motor, and also participate in the execution of hydraulic braking of anti-skid control to ensure the anti-skid effect of the vehicle.
  • the vehicle controller after the vehicle controller receives the traction function activation signal and the request for anti-skid torque reduction, the vehicle controller will generate a power reduction request and send the power reduction request to the engine controller, so that the engine controller can receive power After the reduction request, the engine power generation is reduced to prevent overcharging of the vehicle's battery.
  • step S10 that is, before the motor controller determines whether the anti-slip speed limit request sent by the vehicle controller is received, the method further specifically includes the following steps:
  • S01 The vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor, and determines whether it is necessary to limit the torque of the drive motor.
  • the vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor according to the gear information of the vehicle and the operation mode of the power system.
  • the power system operation mode includes a pure electric drive mode, a series drive mode, and a parallel drive mode.
  • the vehicle controller determines whether to limit the anti-slip speed of the drive motor according to the gear information of the vehicle and the power system operation mode, which may include: determining whether the vehicle is in a preset gear according to the gear information of the vehicle, the preset gear The position can be other gears except the park gear and neutral gear, and determine whether the power system operation mode is the preset mode, and the preset mode can be the parallel drive mode; if the vehicle is in the preset gear position, and the power system operation mode If the vehicle is in the preset mode, it means that the vehicle is in the driving state and there may be a risk of slipping, so it is determined that the anti-slip speed limit of the drive motor is required; state or the engine is directly connected to the wheel end, and there is no need to limit the drive motor, it is determined that no anti-skid speed limit is required for the drive motor.
  • the wheel ends of the vehicle When the vehicle is in certain gears (such as parking gear P, neutral gear N), the wheel ends of the vehicle have no power, and the vehicle is not in a driving state. At this time, there is no need to prevent slipping, and there is no need to limit the anti-skid speed of the drive motor.
  • the power system operation mode of the vehicle is certain mode (such as parallel driving mode)
  • the engine of the vehicle is directly connected to the wheel end, and at this time, there is no need to limit the anti-slip speed of the drive motor.
  • the vehicle controller will determine in real time whether it is necessary to perform an anti-slip rotation speed on the drive motor according to the gear information of the vehicle, the operation mode of the power system, and the function activation of the electronic stability system of the vehicle body. Restriction, if the traction force function in the electronic stability system of the vehicle body is not activated, there may be a risk of slipping when the vehicle is in a driving state, and the anti-slip speed limit of the drive motor is required.
  • the vehicle controller determines whether to limit the torque of the drive motor according to the operation mode of the power system. If the operation mode of the power system is the series drive mode, the engine may fail to reduce the torque in time during the torque reduction process of the drive motor. , so that the engine generates too much power, which exceeds the charging capacity of the battery, resulting in overcharging of the battery.
  • the vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor according to the gear information of the vehicle and the operation mode of the power system, if it is necessary to limit the anti-slip speed of the drive motor, it means that the vehicle is in a driving state and there is a risk of vehicle skidding. Then the vehicle controller determines the maximum limit speed of the drive motor according to the wheel speed information and the steering wheel angle, and if it is necessary to limit the torque of the drive motor, then determine the limit torque of the motor.
  • the vehicle controller After determining whether it is necessary to limit the anti-slip speed of the drive motor, and determine whether it is necessary to limit the torque of the drive motor, if it is necessary to limit the anti-slip speed of the drive motor, but does not need to limit the torque of the drive motor, the vehicle controller determines the drive The maximum limit speed of the motor, and then generate an anti-slip speed limit request according to the maximum limit speed, and send the anti-slip speed limit request to the motor controller.
  • the maximum speed limit of the drive motor is determined according to the wheel speed information and the steering wheel angle.
  • the radius calculation obtains the highest limit speed.
  • the maximum speed limit is calculated by the following formula:
  • V max is the maximum limit speed of the drive motor
  • V tar is the target speed of the drive shaft
  • M is the reduction ratio from the drive motor to the wheel end
  • R is the radius of the wheel tire.
  • the vehicle controller determines the limit torque of the motor according to the actual charging power of the battery, the actual power generated by the engine, and the actual discharge power of the driving motor, so as to consider the impact of the power generation of the engine and the discharge of the driving motor on the battery capacity.
  • the torque reduction torque is limited to prevent battery overcharging.
  • the limited torque of the electric motor may be a nominal torque, or a torque obtained through calculation in other ways, which will not be repeated here.
  • the motor limit torque is determined, including: the vehicle controller determines the driving motor according to the actual charging power of the battery, the actual generating power of the engine, and the actual discharging power of the driving motor. The available torque reduction power, and then the vehicle controller determines the motor limit torque according to the actual speed of the drive motor and the torque reduction available power.
  • the motor limit torque is calculated by the following formula:
  • T min W m *9550/V r ;
  • T min is the limited torque of the motor
  • W m is the torque-reducing available power of the driving motor
  • V r is the actual speed of the driving motor.
  • W c is the actual charging power of the battery
  • W d is the actual discharging power of the drive motor
  • W e is the actual power generated by the engine.
  • T min is the limited torque of the motor
  • W c is the actual charging power of the battery
  • W d is the actual discharge power of the driving motor
  • W e is the actual power generation of the engine
  • V r is the actual speed of the driving motor.
  • the vehicle controller generates an anti-slip speed limit request according to the motor limit torque and the maximum limit speed, and sends the anti-slip speed limit request to the motor controller.
  • the vehicle controller After determining the motor limit torque and the maximum limit speed of the driving motor, the vehicle controller generates an anti-slip speed limit request according to the motor limit torque and the maximum limit speed, and sends the anti-slip speed limit request to the motor controller, so that the motor controller After receiving the anti-slip speed limit request, start the anti-slip driving mode to determine whether to perform torque reduction control on the drive motor according to the actual speed of the drive motor.
  • the vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor, and determines whether it is necessary to limit the torque of the drive motor ; If anti-skid speed limitation and torque limitation are required, the vehicle controller determines the maximum speed limit of the driving motor, and then determines the motor limit torque; the vehicle controller generates an anti-skid speed limit according to the motor limit torque and maximum speed limit Request, and send the anti-slip speed limit request to the motor controller, which clarifies the determination process of the motor limit torque and the maximum limit speed, and calculates the motor limit torque and maximum limit speed through the vehicle controller, which can reduce the information processing amount of the motor controller , thereby reducing the load of the motor controller, improving the response speed of the motor controller, thereby improving the real-time performance of the drive motor control.
  • a vehicle anti-skid control method is provided, which is described by taking the method applied to the vehicle anti-skid control system in FIG. 1 as an example, including the following steps:
  • S1 The vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor, and determines whether it is necessary to limit the torque of the drive motor.
  • the vehicle controller determines whether it is necessary to limit the anti-slip speed of the drive motor according to the gear information of the vehicle and the power system operation mode, and determines whether it is necessary to limit the torque of the drive motor according to the power system operation mode .
  • the specific determination process is as described above, and will not be repeated here.
  • the vehicle controller determines whether it is necessary to limit the anti-skid speed of the drive motor according to the gear information of the vehicle and the operation mode of the power system, if the anti-skid speed limit is required, it means that the vehicle is in a driving state and there is a risk of vehicle skidding, then the vehicle The controller determines the maximum limit speed of the drive motor according to the wheel speed information and the steering wheel angle, and determines the limit torque of the motor according to the actual charging power of the battery, the actual power generated by the engine, and the actual discharge power of the drive motor.
  • S3 The vehicle controller generates an anti-slip speed limit request according to the motor limit torque and the maximum limit speed, and sends the anti-slip speed limit request to the motor controller.
  • the vehicle controller After determining the motor limit torque and the maximum limit speed of the driving motor, the vehicle controller generates an anti-slip speed limit request according to the motor limit torque and the maximum limit speed, and sends the anti-slip speed limit request to the motor controller.
  • the motor controller enables the anti-slip drive mode after receiving the anti-slip speed limit request, so as to determine whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor.
  • the motor controller enables the anti-slip drive mode after receiving the anti-slip speed limit request, so as to determine whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor.
  • the motor controller determines whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor, including: the motor controller determines whether the actual speed of the drive motor is greater than the maximum limit speed; if the actual speed of the drive motor If it is greater than the maximum speed limit, it means that the actual speed of the driving motor exceeds the speed limit calculated by the vehicle controller, and the risk of vehicle slippage is high, so the speed of the driving motor needs to be reduced.
  • the motor controller determines that the torque reduction control of the driving motor is required; If the actual speed of the drive motor is less than or equal to the maximum limit speed, it means that the actual speed of the drive motor does not exceed the speed limit calculated by the vehicle controller, the risk of vehicle slippage is small, and there is no need to perform torque reduction control on the drive motor for the time being.
  • the motor controller determines that it is necessary to perform torque reduction control on the drive motor, the motor controller performs closed-loop control on the torque of the drive motor according to the maximum limit speed and the motor limit torque; if it is not necessary to perform torque reduction control on the drive motor, then the motor The controller obtains the vehicle torque request sent by the vehicle controller, and normally responds to the vehicle torque request, so as to output the vehicle required torque in the vehicle torque request.
  • S6 The vehicle body electronic stability system determines whether the traction function needs to be activated in real time.
  • the body electronic stability system determines the state of the driving wheels of the vehicle in real time according to the vehicle data, so as to determine whether the traction function needs to be activated according to the state of the driving wheels. If the state of the driving wheel is slipping, the traction control system needs to intervene, and it is determined that the traction function needs to be activated. On the contrary, if the state of the driving wheel is not slipping, the traction control system does not need to intervene, and the traction function does not need to be activated.
  • the vehicle body electronic stability system activates the traction force function to generate an anti-skid torque request according to actual needs, and sends the traction force function activation signal and the anti-skid torque request to the vehicle controller.
  • the vehicle body electronic stability system determines in real time whether the traction force function needs to be activated, if the traction force function needs to be activated, the body electronic stability system activates the traction force function to generate anti-skidding torque requests according to actual needs, and apply hydraulic braking force to the driving wheels; wherein, in While activating the traction force function, the traction force function activation signal is sent to the vehicle controller in time, and after the anti-skid torque reduction request is generated according to actual needs, the anti-skid torque reduction request is also sent to the vehicle controller in real time.
  • the vehicle controller After receiving the traction function activation signal, the vehicle controller generates a speed limit cancellation command according to the traction function activation signal, and sends the speed limit cancellation command and the anti-skid torque reduction request to the motor controller after receiving the anti-skid torque reduction request.
  • the motor controller After the motor controller receives the rotation speed limit cancellation command and the anti-slip torque reduction request, it disables the anti-slip drive mode according to the rotation speed limit cancellation command and responds to the anti-slip torque reduction request, that is, it exits the maximum speed limit of the drive motor by the vehicle controller. Limit the rotational speed and the actual rotational speed of the drive motor, and determine whether the torque reduction control of the drive motor is required, and only respond to the anti-slip torque reduction request sent by the vehicle body electronic stability system through the vehicle controller, and the vehicle torque request sent by the vehicle controller. On the basis of ensuring that the battery is not fully charged, the anti-skid control state of the vehicle is completely handed over to the body electronic stability system to ensure the robustness of the anti-skid control.
  • the vehicle anti-skid control method in this embodiment is a distributed control strategy coordinated and controlled by controllers such as the vehicle body electronic stability system ESP, the vehicle controller VCU, and the motor controller IPU.
  • the VCU determines the maximum limit speed of the driving motor and sends it to the IPU, and at the same time calculates the motor limit torque for the drive motor based on the current battery state and engine power generation state, so that the IPU can accurately and accurately determine the torque of the drive motor according to the maximum limit speed and motor limit torque.
  • Timely control improves the real-time performance of vehicle anti-skid control, thereby improving the real-time performance and effectiveness of vehicle anti-skid control, thereby improving the anti-skid effect; when the TCS function is activated, it exits the maximum speed limit of the drive motor and responds to ESP anti-skid
  • the anti-skid control state of the whole vehicle is completely handed over to the ESP to ensure the robustness of the vehicle anti-skid control.
  • the VCU coordinates the work of each controller.
  • the distributed implementation of the anti-skid control strategy allows each controller to perform its own duties, which can give full play to its advantages, and the development is less difficult, which ensures The real-time nature of control ensures the robustness of the entire control strategy.
  • the vehicle anti-skid control method provided by this embodiment When the vehicle anti-skid control method provided by this embodiment is not adopted, after the TCS function is activated in the traditional vehicle anti-skid mode and the independent control is performed, the changes of the vehicle operating parameters are shown in FIG. 4 .
  • the controller uses the vehicle anti-skid control method provided in this embodiment, after the controller performs coordinated control, changes in the vehicle operating parameters are shown in FIG. 5 .
  • the horizontal axis in Fig. 4 and Fig. 5 is time (m is minute, s is second), and the vertical axis in Fig. 4 and Fig. 5 is rotational speed or acceleration, and Fig. 4 and Fig. 5 have shown that with time, vehicle Graph of longitudinal acceleration, rotational speed of the drive motor (motor speed) and rear wheel speed as a function of reality.
  • step S1 or step S01 it is determined whether it is necessary to limit the anti-slip speed of the drive motor, which specifically includes the following steps:
  • the vehicle controller determines whether the power system operation mode is a preset mode.
  • the vehicle controller will obtain vehicle data such as power system operation mode, gear information, and function activation of the electronic stability system of the vehicle body. After acquiring the operating mode of the power system, the vehicle controller determines whether the operating mode of the power system is a preset mode. Wherein, the preset mode is a pure electric drive mode or a series drive mode.
  • the vehicle controller After determining whether the power system operation mode is the default mode, if the vehicle controller determines that the power system operation mode is the default mode, indicating that the engine is not directly connected to the wheel end, the vehicle controller determines whether the vehicle is In preset gear.
  • the preset gear can be other gears except the parking gear (P gear) and the neutral gear (N gear).
  • the vehicle controller After determining whether the vehicle is in the preset gear according to the gear information, if the vehicle controller determines that the vehicle is in the preset gear, indicating that the vehicle is in a driving state, then the vehicle controller determines according to the activation of the vehicle body electronic stability system. Whether the traction force function is activated.
  • the vehicle controller After determining whether the traction function is activated according to the function activation of the vehicle body electronic stability system, if the vehicle controller determines that the traction function is not Intervention. At this time, the vehicle has a risk of slipping. It is necessary to limit the torque and speed of the drive motor. The vehicle controller determines that the anti-skid speed limit of the drive motor is required to perform precise anti-skid control on the vehicle and prevent the vehicle from slipping.
  • the vehicle controller determines whether the power system operation mode is a preset mode; if the power system operation mode is a preset mode, the vehicle controller determines whether the vehicle is in a preset gear according to the gear information; if When the vehicle is in a preset gear, the vehicle controller determines whether the traction function is activated according to the activation of the electronic stability system of the vehicle body;
  • the specific steps for determining whether to limit the anti-slip speed of the drive motor are provided, which ensures the accuracy of the structure of the anti-slip speed limit and reduces the possibility of poor system load and dynamic performance caused by frequent anti-slip speed limits for the drive motor.
  • step S2 or step S02 that is, the vehicle controller determines the maximum speed limit of the drive motor, which specifically includes the following steps:
  • the vehicle controller determines the reference vehicle speed, wheel speed difference correction value and safe vehicle speed bias value of the vehicle according to the wheel speed information of the vehicle and the steering wheel angle.
  • the vehicle controller will obtain vehicle data in real time, and the vehicle data also includes wheel speed information and steering wheel angle.
  • the vehicle controller determines the reference vehicle speed, wheel speed difference correction value and Safe vehicle speed offset value.
  • the reference vehicle speed is based on the average wheel speed of the rear wheels of the vehicle when the front wheels do not slip, adding the wheel steering correction function, that is, after correcting the average wheel speed of the rear wheels through the relationship between the steering wheel angle and the front wheel steering angle, the calculation is obtained Reference speed of the front axle.
  • the reference vehicle speed is calculated according to the average wheel speed of the rear wheels of the vehicle when the front wheels are not slipping, The wheel speed difference generated when the vehicle turns normally can be eliminated, and the accuracy of reference vehicle speed calculation can be improved.
  • the safe vehicle speed offset value in this embodiment is the safe boundary vehicle speed corresponding to the current reference vehicle speed. Since the calculated reference speed is a theoretical point value, the actual speed often has a certain deviation from the reference speed and fluctuates up and down; in order to prevent the frequent opening and closing of the anti-skid driving mode, it is necessary to set a safety boundary for the reference speed, that is, to set the safety The vehicle speed offset value corrects the reference vehicle speed.
  • the drive shaft of the vehicle cannot effectively use the adhesion force on the high-attachment side to output driving force for the vehicle to drive, and ESP will operate at low-attachment
  • the superimposed mechanical brake on the slip side provides sufficient driving force for the drive shaft.
  • the ESP function is activated, or the initial driving motor speed calculated by the VCU limits the wheel speed difference at the wheel end to a small range when the ESP function is off, it will cause the ESP to be unable to apply mechanical braking and cannot drive the shaft. provide sufficient driving force.
  • the corrected wheel speed difference is the wheel speed difference correction value.
  • the vehicle controller uses the sum of the reference vehicle speed, the wheel speed difference correction value and the safe vehicle speed bias value as the target vehicle speed of the drive shaft.
  • the vehicle controller After determining the reference vehicle speed, the wheel speed difference correction value and the safe vehicle speed bias value, the vehicle controller directly uses the sum of the reference vehicle speed, the wheel speed difference correction value and the safe vehicle speed bias value as the target vehicle speed of the drive shaft.
  • S23 The vehicle controller performs speed ratio conversion on the target vehicle speed of the drive shaft to calculate the maximum speed limit.
  • the vehicle controller After determining the target speed of the drive shaft, the vehicle controller converts the speed ratio of the target speed of the drive shaft to calculate the maximum limit speed, which is calculated according to the target speed of the drive shaft, the reduction ratio from the drive motor to the wheel end, and the radius of the wheel tire Maximum speed limit.
  • the maximum speed limit is calculated by the following formula:
  • V max is the maximum limit speed of the drive motor
  • V tar is the target speed of the drive shaft
  • M is the reduction ratio from the drive motor to the wheel end
  • R is the radius of the wheel tire.
  • the reference vehicle speed can also be directly used as the drive shaft target vehicle speed
  • the sum of the reference vehicle speed and the wheel speed difference correction value can also be used as the drive shaft target vehicle speed
  • the sum of the reference vehicle speed and the safe vehicle speed offset value can also be used as Drive shaft target vehicle speed.
  • the maximum speed limit is calculated according to the target vehicle speed of the drive shaft, the reduction ratio from the drive motor to the wheel end, and the radius of the wheel tire.
  • the reference vehicle speed is corrected by the wheel speed difference correction value, which solves the problem that the traditional vehicle anti-skid control method does not pay attention to the two-wheel drive vehicle slipping on one side of the opposite road, and improves the calculated target vehicle speed of the drive shaft.
  • the accuracy of the reference vehicle speed is corrected by the safe vehicle speed offset value, which takes into account the problem of the deviation between the calculated reference vehicle speed and the actual vehicle speed, and improves the accuracy of the calculated target vehicle speed of the drive shaft.
  • safety vehicle speed offset value is used for the whole vehicle controller to refer to the vehicle speed as the target vehicle speed of the drive shaft.
  • determine the maximum limit speed of the drive motor including:
  • the vehicle controller determines the reference vehicle speed, wheel speed difference correction value and safety vehicle speed offset value of the vehicle according to the vehicle wheel speed information and steering wheel angle, and then calculates the reference vehicle speed, wheel speed difference correction value and safety
  • the sum of vehicle speed offset values is used as the target vehicle speed of the drive shaft, and finally the speed ratio conversion is performed on the target speed of the drive shaft to calculate the maximum limit speed; when calculating the maximum limit speed, refer to the actual wheel speed information to judge the state of the vehicle more accurately.
  • the reference vehicle speed is corrected according to the wheel speed difference correction value and the safe vehicle speed offset value, so that a more accurate target vehicle speed of the drive shaft can be obtained, and thus an accurate maximum speed limit can be obtained, which provides a basis for subsequent precise anti-skid control of the drive motor .
  • step S21 the vehicle controller determines the reference vehicle speed, the wheel speed difference correction value and the safe vehicle speed bias value of the vehicle according to the wheel speed information and the steering wheel angle of the vehicle, specifically including the following steps:
  • the vehicle controller determines the front wheel steering angle of the vehicle according to the steering wheel angle and the preset wheel steering angle data.
  • the vehicle controller After obtaining the steering wheel angle, the vehicle controller will determine the front wheel steering angle of the vehicle according to the steering wheel angle and the preset wheel steering angle data.
  • the preset wheel-end steering angle data includes wheel-end steering angles corresponding to different steering wheel angles.
  • the wheel-end steering angle of each wheel is summarized as the preset wheel-end steering angle data of the vehicle type, and is pre-stored in the vehicle memory of the corresponding model for subsequent direct use.
  • the vehicle controller After the vehicle controller obtains the steering wheel angle, it directly searches the preset wheel-end steering angle data for the front-wheel wheel-end steering angle corresponding to the steering wheel angle according to the steering wheel angle.
  • the front wheel steering angle includes the left front wheel steering angle and the right front wheel steering angle.
  • the vehicle controller determines the reference vehicle speed according to the front wheel steering angle and the rear wheel speed of the vehicle.
  • the vehicle controller After determining the front wheel steering angle of the vehicle according to the steering wheel angle and the preset wheel steering angle data, the vehicle controller will also extract the rear wheel speed from the vehicle wheel speed information, where the rear wheel speed Including left rear wheel speed and right rear wheel speed. Then, the vehicle controller will determine the reference vehicle speed according to the front wheel steering angle and the rear wheel speed of the vehicle.
  • the vehicle controller determines the reference vehicle speed according to the steering angle of the front wheel and the rear wheel speed of the vehicle, including: correcting the wheel speed of the left rear wheel through the steering angle of the left front wheel to obtain the wheel speed of the left rear wheel
  • the speed correction value of the right rear wheel is corrected by the wheel end steering angle of the right front wheel to obtain the wheel speed correction value of the right rear wheel; the average value of the wheel speed correction value of the left rear wheel and the wheel speed correction value of the right rear wheel , as the reference speed.
  • the rear wheel speed of the vehicle is corrected through the steering angle of the front wheel, and the average value of the corrected rear wheel speed is used as the reference speed, which improves the accuracy of the reference speed and avoids the wrong skidding judgment due to inaccurate reference speed , so as to ensure the dynamic performance of the vehicle when turning.
  • the reference speed can be calculated by the following formula:
  • V ref is the reference vehicle speed
  • V RL is the wheel speed of the left rear wheel
  • V RR is the wheel speed of the right rear wheel
  • a and b are the wheel end steering angle of the left front wheel and the right front wheel respectively
  • the cosine value of the steering angle of the front wheel, cosb is the cosine value of the steering angle of the right front wheel
  • V RL /cos a is the wheel speed correction value of the left rear wheel
  • V RR /cos b is the wheel speed correction value of the right rear wheel .
  • the vehicle controller determines a safe vehicle speed bias value according to the reference vehicle speed and preset safe vehicle speed bias data.
  • the vehicle controller determines a safe vehicle speed offset value according to the reference vehicle speed and preset safe vehicle speed offset data.
  • the preset safe vehicle speed offset data includes safe boundary vehicle speeds corresponding to different reference vehicle speeds.
  • the preset safe vehicle speed offset data is the required safe boundary vehicle speed at different vehicle speeds calibrated according to the test data after the vehicle is pre-tested at different vehicle speeds. After the preset safe vehicle speed bias data is obtained, the data is pre-stored in the vehicle memory of the corresponding model for subsequent direct use.
  • the vehicle controller After calculating the reference vehicle speed, the vehicle controller searches the preset safe vehicle speed offset data for a safe boundary vehicle speed corresponding to the current reference vehicle speed as the safe vehicle speed offset value according to the reference vehicle speed.
  • the vehicle controller determines a wheel speed difference correction value according to the reference vehicle speed, wheel speed information and preset corrected vehicle speed data.
  • the vehicle controller After calculating the reference vehicle speed, the vehicle controller determines the wheel speed difference correction value according to the reference vehicle speed, wheel speed information and preset corrected vehicle speed data.
  • the preset corrected vehicle speed data includes corrected vehicle speed values corresponding to different reference vehicle speeds.
  • the preset corrected vehicle speed data is to test the vehicle on the open road in advance, determine the superimposition of the wheel speed difference caused by the driving wheel slipping on the basis of the reference vehicle speed, and use the wheel speed difference as the correction corresponding to the reference vehicle speed Vehicle speed values, so as to obtain corrected vehicle speed values corresponding to different reference vehicle speeds, which are summarized as preset corrected vehicle speed data. After the preset corrected vehicle speed data is obtained, the data is pre-stored in the vehicle memory of the corresponding model for subsequent direct use.
  • the vehicle controller determines the correction value of the wheel speed difference according to the reference vehicle speed, wheel speed information and preset correction speed data, including: after calculating and obtaining the reference speed, it is necessary to search the current speed in the preset correction speed data according to the reference speed
  • the corrected vehicle speed value corresponding to the reference vehicle speed is used as the corrected vehicle speed corresponding to the reference vehicle speed;
  • the front wheel speed of the vehicle is extracted from the wheel speed information, and the front wheel speed includes the left front wheel speed and the right front wheel speed, and the left The front wheel speed difference between the front wheel speed and the right front wheel speed; calculate the reference wheel speed difference of the left and right front wheels according to the left front wheel speed and the right front wheel speed, and compare the front wheel speed difference with the reference
  • the absolute value of the wheel speed difference is subtracted from the corrected vehicle speed to obtain the target vehicle speed; determine whether the target vehicle speed is greater than 0, if the target corrected vehicle speed is smaller than 0, then take half of the target corrected vehicle speed as the wheel speed difference correction value, If the target corrected vehicle speed is less
  • the wheel speed difference correction value By comparing the target corrected vehicle speed with the value 0, one-half of the target corrected vehicle speed greater than 0 is used as the wheel speed difference correction value, which ensures that the wheel speed difference correction value is a positive value and increases the drive shaft target speed.
  • the upper limit of the maximum limit speed is increased, which reduces the possibility of insufficient power of the vehicle due to the low maximum limit speed when the subsequent drive motor reduces torque.
  • the wheel speed difference correction value can be determined by the following formula:
  • the reference wheel speed difference is calculated by the following formula:
  • V corr (V FL -V FR )/2;
  • V diff is the wheel speed difference correction value
  • V FL is the left front wheel speed
  • V FR is the right front wheel speed
  • V FL -V FR is the front wheel speed difference
  • V corr is the reference wheel speed difference
  • V offset is the corrected vehicle speed corresponding to the reference vehicle speed.
  • the vehicle controller determines the front wheel steering angle of the vehicle according to the steering wheel angle and preset wheel steering angle data, and the preset wheel steering angle data includes wheel steering angles corresponding to different steering wheel angles, and then Determine the reference vehicle speed according to the steering angle of the front wheels and the rear wheel speed of the vehicle, and then determine the safe vehicle speed offset value according to the reference vehicle speed and the preset safe vehicle speed offset data.
  • the preset safe vehicle speed offset data includes different reference vehicle speeds The corresponding safety boundary speed, and according to the reference speed, wheel speed information and preset correction speed data, determine the correction value of the wheel speed difference.
  • the preset correction speed data includes correction speed values corresponding to different reference speeds. The vehicle's wheel speed information and steering wheel angle, and the specific process of determining the vehicle's reference speed, wheel speed difference correction value and safe speed bias value, provide an accurate data basis for the follow-up.
  • step S5 according to the maximum speed limit and the motor limit torque, the torque of the drive motor is closed-loop controlled, specifically including the following steps:
  • the motor controller determines the speed difference between the actual speed of the drive motor and the maximum speed limit.
  • the motor controller After the motor controller determines that it is necessary to perform torque reduction control on the drive motor, the motor controller takes the highest limit speed as the target, and performs proportional integral differential control on the torque of the drive motor, that is, performs PID torque control. Among them, when performing PID torque control, in order to avoid battery overcharging, it is necessary to ensure that the torque of the driving motor is greater than the motor limit torque.
  • the motor controller needs to determine the speed difference between the actual speed of the drive motor and the maximum speed limit.
  • S52 The motor controller inputs the rotational speed difference into the PID controller to obtain the PID adjustment torque.
  • the motor controller After the motor controller determines the speed difference between the actual speed of the driving motor and the maximum speed limit, the motor controller inputs the speed difference into the PID controller to obtain the PID adjustment torque.
  • the proportional coefficient P of the PID controller is determined to be a positive value, and the integral coefficient I and differential coefficient D are calibrated according to the actual situation; according to the proportional coefficient P, integral Coefficient I, differential coefficient D and speed difference determine PID regulation torque.
  • the PID adjustment torque can be calculated by the following formula:
  • TqPID P*delta+I*delta*D*delta
  • TqPID is the PID adjustment torque
  • delta is the speed difference between the actual speed of the driving motor and the maximum speed limit
  • P, I, and D are proportional coefficients, integral coefficients, and differential coefficients, respectively.
  • S53 The motor controller uses the sum of the PID adjustment torque and the vehicle demand torque as the target torque.
  • the motor controller After inputting the rotational speed difference into the PID controller to obtain the PID adjustment torque, the motor controller takes the sum of the PID adjustment torque and the vehicle demand torque as the target torque.
  • the vehicle demand torque is determined according to the vehicle torque request sent by the vehicle controller, and the vehicle torque request includes the vehicle demand torque.
  • the vehicle controller calculates the vehicle demand torque according to the vehicle power demand, and then sends the vehicle torque request including the vehicle demand torque to the motor controller, so that the drive motor executes the vehicle demand torque in response to the vehicle torque request .
  • S54 The motor controller outputs the larger torque between the target torque and the motor limit torque as the control torque of the drive motor until the actual speed of the drive motor is lower than the maximum limit speed.
  • the motor controller After taking the sum of the PID adjustment torque and the vehicle demand torque as the target torque, the motor controller outputs the larger torque between the target torque and the motor limit torque as the control torque of the drive motor to avoid the output torque of the drive motor
  • the absolute value is not lower than the limit torque of the motor.
  • the torque and speed of the drive motor are controlled to decrease until the actual speed of the drive motor is lower than the maximum limit speed to prevent the vehicle from slipping.
  • the motor controller determines the speed difference between the actual speed of the drive motor and the maximum speed limit, and then inputs the speed difference into the PID controller to obtain the PID adjustment torque, and then compares the PID adjustment torque with the vehicle demand torque
  • the sum is used as the target torque, and the larger absolute value of the target torque and the motor limit torque is output as the control torque of the drive motor until the actual speed of the drive motor is lower than the maximum limit speed; through PID control, the speed of the drive motor is The maximum speed limit changes to ensure the stability of the speed change.
  • the target torque and the motor limit torque are output as the control torque of the drive motor.
  • the drive motor Precise torque reduction control to prevent the vehicle from slipping.
  • the motor controller performs closed-loop control on the torque of the driving motor according to the maximum speed limit. Among them, the motor controller performs closed-loop control on the torque of the driving motor according to the maximum speed limit, which specifically includes the following steps:
  • the motor controller determines the speed difference between the actual speed of the driving motor and the maximum speed limit.
  • the anti-skid speed limit request only includes the maximum speed limit, it means that the drive mode of the power system of the vehicle is a pure electric drive mode, and there is no need to consider the battery overcharge.
  • the controller directly takes the highest limit speed as the target, and performs PID torque control on the torque of the driving motor.
  • S32 The motor controller inputs the rotational speed difference into the PID controller to obtain the PID adjustment torque.
  • the motor controller inputs the rotational speed difference into the PID controller to obtain the PID regulating torque.
  • S33 The motor controller outputs the sum of the PID adjustment torque and the vehicle demand torque as the control torque of the drive motor until the actual speed of the drive motor is lower than the maximum limit speed.
  • the motor controller After inputting the speed difference into the PID controller to obtain the PID adjustment torque, the motor controller outputs the sum of the PID adjustment torque and the vehicle demand torque as the control torque of the drive motor until the actual speed of the drive motor is lower than the maximum limit speed , to prevent the vehicle from skidding.
  • the motor controller determines the speed difference between the actual speed of the drive motor and the maximum speed limit, and then inputs the speed difference into the PID controller to obtain the PID regulation Torque, and then the sum of the PID adjustment torque and the vehicle demand torque is output as the control torque of the drive motor until the actual speed of the drive motor is less than the maximum limit speed; through PID control, the speed of the drive motor changes to the maximum limit speed to ensure the speed The smoothness of changes, fast and precise torque reduction control of the torque of the drive motor, prevents the vehicle from slipping.
  • a motor controller is provided, and the motor controller corresponds to the vehicle anti-slip control method in the above embodiments one by one.
  • the motor controller includes a first determination module 601 , a second determination module 602 and a control module 603 .
  • the detailed description of each functional module is as follows:
  • the receiving module 601 is configured to receive an anti-slip speed limit request, where the anti-slip speed limit request includes the highest limit speed;
  • a determination module 602 configured to determine whether to perform torque reduction control on the drive motor according to the maximum limit speed and the actual speed of the drive motor;
  • the control module 603 is used to perform closed-loop control on the torque of the driving motor according to the maximum speed limit of the motor controller if it is necessary to perform torque reduction control on the driving motor.
  • control module 603 is specifically used to:
  • the sum of the PID adjustment torque and the vehicle demand torque is taken as the target torque
  • the larger absolute value of the target torque and the motor limit torque is output as the control torque of the drive motor until the actual speed of the drive motor is lower than the maximum limit speed.
  • a vehicle controller is provided, and the vehicle controller is in one-to-one correspondence with the vehicle anti-slip control method in the above embodiments.
  • the vehicle controller includes a first determination module, a second determination module 602 and a sending module. The detailed description of each functional module is as follows:
  • the first determining module is used to determine whether it is necessary to limit the anti-slip speed of the drive motor, and determine whether it is necessary to limit the torque of the drive motor;
  • the second determination module is used to determine the maximum limit speed of the drive motor and determine the limit torque of the motor if anti-slip speed limit and torque limit are required;
  • the sending module is used for the vehicle controller to generate an anti-slip speed limit request according to the motor limit torque and the maximum limit speed, and send the anti-slip speed limit request to the motor controller, so that when the anti-slip speed limit request is received, the anti-skid drive mode is enabled , so as to determine whether the torque reduction control of the drive motor is required according to the maximum speed limit and the actual speed of the drive motor, and to determine whether the torque reduction control of the drive motor is required, according to the maximum speed limit and the limit torque of the motor, the torque of the drive motor Perform closed-loop control.
  • the second determining module is specifically used for:
  • the vehicle's wheel speed information and steering wheel angle determine the vehicle's reference speed, wheel speed difference correction value and safe vehicle speed offset value
  • the sum of the reference vehicle speed, the wheel speed difference correction value and the safe vehicle speed offset value is used as the target vehicle speed of the drive shaft;
  • the second determination module is also specifically used for:
  • a safe vehicle speed offset value is determined, and the preset safe vehicle speed offset data includes safe boundary vehicle speeds corresponding to different reference vehicle speeds;
  • the wheel speed difference correction value is determined according to the reference vehicle speed, the wheel speed information and the preset corrected vehicle speed data.
  • the preset corrected vehicle speed data includes corrected vehicle speed values corresponding to different reference vehicle speeds.
  • the first determination module is specifically used for:
  • the power system operation mode is the preset mode, then determine whether the vehicle is in the preset gear according to the gear information;
  • Each module in the above-mentioned motor controller and vehicle controller can be realized in whole or in part by software, hardware and combinations thereof.
  • the above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, and can also be stored in the memory of the computer device in the form of software, so that the processor can invoke and execute the corresponding operations of the above-mentioned modules.
  • a motor controller or vehicle controller includes a processor, a memory, a network interface, a display screen and an input device connected through a system bus. Wherein, the motor controller or the processor of the vehicle controller is used to provide calculation and control capabilities.
  • the memory of the motor controller or the vehicle control device includes a storage medium and an internal memory.
  • the storage medium stores an operating system and computer programs.
  • the internal memory provides an environment for the operation of the operating system and computer programs in the storage medium.
  • the network interface of the motor controller or the vehicle controller is used to communicate with external devices through a network connection. When the computer program is executed by the processor, a vehicle anti-slip control method is realized.
  • a motor controller or a vehicle controller including a memory, a processor, and a computer program stored on the memory and operable on the processor, and the processor executes the computer program.
  • the program realizes the steps of the vehicle anti-skid control method described above.
  • a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the steps of the above-mentioned vehicle anti-slip control method are implemented.
  • any references to memory, storage, database or other media used in the various embodiments provided in the present application may include non-volatile and/or volatile memory.

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Abstract

本发明公开了一种车辆防滑控制方法、电机控制器、***及存储介质，方法包括：电机控制器通过确定是否接收到整车控制器发送的防滑转速限制请求；若接收到防滑转速限制请求，则启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；若需要，则根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制；本发明中，在防滑驱动模式中，电机控制器自行根据最高限制转速和实际转速确定是否执行降扭控制，并在降扭控制过程中，根据最高限制转速和电机限制扭矩对驱动电机的扭矩进行闭环控制，能够及时、精确调整驱动电机的扭矩，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果。

Description

车辆防滑控制方法、电机控制器、***及存储介质
本申请要求于2021年12月03日提交中国专利局，申请号为202111469291.5，发明名称为“车辆防滑控制方法、电机控制器、***及存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉车辆控制技术领域，尤其涉及一种车辆防滑控制方法、电机控制器、***及存储介质。
背景技术
混合动力车辆与燃油车辆的驱动***动力特性差异大，相比于内燃机，混合动力车辆的驱动电机具有响应时间小、转动惯量小、转速范围大等特点，这就对混合动力车辆的防滑控制提出了更高的实时性要求。
现有技术的车辆防滑控制策略中，在确定车辆处于打滑状态后，通常是由整车控制器收集车辆数据，进而根据车辆数据对电机扭矩进行计算，并将计算的电机扭矩发送给电机控制器，电机控制器接收到电机扭矩进行执行扭矩，并将执行结果进行反馈以继续进行打滑判断。但控制器之间通过网络通讯，数据传输存在通讯延迟，车辆打滑后无法及时对电机扭矩进行限制，影响防滑控制的实时性，从而降低防滑效果。
发明内容
本发明提供一种车辆防滑控制方法、电机控制器、***及存储介质，以解决现有技术中，车辆打滑后无法及时对电机扭矩进行限制，影响防滑控制的实时性，从而降低防滑效果的问题。
提供一种车辆防滑控制方法，包括：
电机控制器确接收防滑转速限制请求，防滑转速限制请求包含最高限制转速；
根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；
若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制。
提供一种电机控制器，包括：
第一确定模块，用于接收防滑转速限制请求，防滑转速限制请求包含最高限制转速和电机限制扭矩；
第二确定模块，用于根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；
控制模块，用于若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制。
提供一种车辆防滑控制***，包括：
车身电子稳定***，用于在激活牵引力功能后，向整车控制器发送牵引力功能激活信号和防滑降扭请求；
整车控制器，用于：
确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制；
若需要进行防滑转速限制且需要进行扭矩限制，则确定驱动电机的最高限制转速，并确定电机限制扭矩；
根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器；
接收车身电子稳定***发送的牵引力功能激活信号和防滑降扭请求，以根据牵引力功能激活信号生成转速限制取消指令，并向电机控制器发送转速限制取消指令和防滑降扭请求；
电机控制器，用于：
接收防滑转速限制请求，并根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；
若需要对驱动电机进行降扭控制，则根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制；
在接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令退出防滑驱动模式，并响应防滑降扭请求。
提供一种电机控制器或整车控制器，包括存储器、处理器以及存储在存储器中并可在处理器上运行的计算机程序，处理器执行计算机程序时实现上述车辆防滑控制方法的步骤。
提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现上述车辆防滑控制方法的步骤。
上述车辆防滑控制方法、电机控制器、***及存储介质所提供的一个方案中，电机控制器通过接收防滑转速限制请求，防滑转速限制请求包含最高限制转速；然后根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制；本发明中，通过整车控制器向电机控制器防滑转速限制请求，让驱动电机启动防滑驱动模式，在防滑驱动模式中，电机控制器自行根据最高限制转速和实际转速确定是否执行降扭控制，并在降扭控制过程中，根据最高限制转速对驱动电机的扭矩进行闭环控制，能够及时、精确调整驱动电机的扭矩，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果。
附图说明
为了更清楚地说明本发明实施例的技术方案，下面将对本发明实施例的描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领 域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明一实施例中车辆防滑控制***的一结构示意图；
图2是本发明一实施例中车辆防滑控制方法的一流程示意图；
图3是本发明一实施例中车辆防滑控制方法的信令交互图；
图4是传统车辆牵引力功能激活后的运行参数变化示意图；
图5是采用本发明的辆防滑控制方法后的运行参数变化示意图；
图6是本发明一实施例中电机控制器的一结构示意图；
图7是本发明一实施例中电机控制器或者整车控制器的一结构示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明实施例提供的车辆防滑控制方法，应用在两驱混合动力车辆或者两驱纯电车辆(纯电车辆的动力***运行模式为纯电模式)中，可应用在如图1所示的车辆防滑控制***中，该车辆防滑控制***包括整车控制器、电机控制器和驱动电机，以及车身电子稳定***。其中，电机控制器、车身电子稳定***通过CAN网络与整车控制器进行通讯，电机控制器与驱动电机电连接。
其中，车身电子稳定***(Electronic Stability Program，简称ESP)包括牵引力控制***(Traction Control System，简称TCS)，车身电子稳定***用于在确定激活牵引力功能(即激活TCS)后，向整车控制器发送牵引力功能激活信号和防滑降扭请求。
整车控制器(Vehicle control unit，简称VCU)，用于确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制；若需要进行防滑转速限制且需要进行扭矩限制，则确定驱动电机的最高限制转速，并确定电机限制扭矩；根据最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器，以使电机控制器根据防滑转速限制请求确定是否启动防滑驱动模式；还会接收车身电子稳定***发送的牵引力功能激活信号和防滑降扭请求，以根据牵引力功能激活信号生成转速限制取消指令，并向电机控制器发送转速限制取消指令和防滑降扭请求。
电机控制器(Intergrated Power Unit，简称IPU)，用于确定接收整车控制器发送的防滑转速限制请求，并在接收到防滑转速限制请求后，启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；若需要对驱动电机进行降扭控制，则根据最高限制转速对驱动电机的扭矩进行闭环控制；在接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令退出防滑驱动模式，并响应防滑降扭请求。
本实施例中，电机控制器通过接收整车控制器发送的防滑转速限制请求，并在接收到防滑转速限制请求后，启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否 需要对驱动电机进行降扭控制；若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制；本实施例中，通过整车控制器向电机控制器防滑转速限制请求，让驱动电机启动防滑驱动模式，在防滑驱动模式中，电机控制器自行根据最高限制转速和实际转速确定是否执行降扭控制，并在降扭控制过程中，根据最高限制转速对驱动电机的扭矩进行闭环控制，能够及时、精确调整驱动电机的扭矩，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果。
同时，在车身电子稳定***的TCS功能失效或不起作用(未激活)时，电机控制器根据自身实际转速自行进行降扭控制，提高了车辆防滑控制的实时性，可以保证车辆的稳定性，能够解决或改善电驱动车辆在低附驾驶性问题，改善了传统TCS功能应用到电驱动车辆上在低附路面上的驾驶性问题。
此外，在车辆行驶过程中，若车辆处于串联驱动模式，整车控制器还会根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定电机限制扭矩，以便后续在电机控制器确定需要控制驱动电机进行降扭控制时，结合最高限制转速和电机限制扭矩进行降扭控制，在降扭控制时考虑了电池和发动机的状态，解决了传统防滑控制方法中，未考虑电机防滑控制能力受电池能力限制问题，保证本方法在混合动力车辆上应用的适应性，在保证电池不过充的条件下，及时、精确调整驱动电机的扭矩，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果；而且在启用防滑驱动模式之后，当确定TCS功能激活时，退出防滑驱动模式不对驱动电机的转速控制，而是让驱动电机响应ESP的防滑降扭请求，将整车的防滑控制状态完全交给ESP，保证车辆防滑控制的鲁棒性。
本实施例中的车辆防滑控制方法，是由车身电子稳定***ESP、整车控制器VCU、电机控制器IPU等控制器共同协调控制的分布式控制策略。VCU确定驱动电机的最高限制转速并发到IPU，同时结合当前电池状态和发动机发电状态计算出对驱动电机的电机限制扭矩，以使IPU根据最高限制转速和电机限制扭矩对驱动电机的扭矩进行精确、及时的控制，提高车辆防滑控制实时性；当TCS功能激活后，则退出对驱动电机的最高转速限制，响应ESP的防滑降扭请求；VCU作为整个防滑控制策略的协调中心，协调各个控制器的工作，防滑控制策略分布式的实现方式，各个控制器各司其职，都能发挥出其优势，且开发难较小，既保证了控制的实时性，又保证了整个控制策略的鲁棒性。
本实施例中，车辆防滑控制***包括整车控制器、电机控制器、车身电子稳定***和驱动电机仅为示例性说明，其他实施例中，车辆防滑控制***还包括其他装置，例如发动机控制***EMS和发动机总成等，在此不再赘述。
在一实施例中，如图2所示，提供一种车辆防滑控制方法，以该方法应用在图1中的车辆防滑控制***为例进行说明，包括如下步骤：
S10：电机控制器接收防滑转速限制请求。
在车辆行驶过程中，电机控制器需要实时确定是否接收到整车控制器发送的防滑转速限制请求，以防滑转速限制请求的接收情况确定是否需要执行防滑控制策略。
其中，防滑转速限制请求包含最高限制转速。本实施例中，最高限制转速为整车控制器根 据车辆数据确定的驱动电机最高转速。
在其他实施例中，若车辆的动力运行模式为串联驱动模式，则防滑转速限制请求还包含电机限制扭矩，以在确定需要对驱动电机进行降扭控制时，根据最高限制转速和电机限制扭矩对驱动电机的扭矩进行闭环控制。其中，电机限制扭矩为整车控制器根据车辆的电池和发动机等装置的发电状态，确定的驱动电机最低扭矩。
其中，防滑转速限制请求为整车控制器根据车辆数据，确定车辆在当前工况下可能会出现打滑风险后生成的驱动电机转速限制请求。例如，整车控制器检测到车速过高、地面附着力较低、无ESP介入等工况时，可能出现车辆打滑风险，则此时根据车辆数据计算出最高限制转速，以对驱动电机的转速和扭矩进行限制，进而根据最高限制转速生成防滑转速限制请求。
S20：根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制。
若确定接收到防滑转速限制请求，表示整车控制器认为当前工况下车辆可能会出现打滑风险，为降低车辆打滑风险，电机控制器需要启用防滑驱动模式。在防滑驱动模式中，电机控制器会根据最高限制转速和驱动电机的实际转速，实时确定是否需要对驱动电机进行降扭控制。
其中，电机控制器根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制，包括：电机控制器确定驱动电机的实际转速是否大于最高限制转速；若驱动电机的实际转速大于最高限制转速，表示驱动电机的实际转速超过了整车控制器计算的转速限制，车辆打滑风险较大，需要降低驱动电机的转速，此时电机控制器确定需要对驱动电机进行降扭控制，电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制；若驱动电机的实际转速小于或者等于最高限制转速，表示驱动电机的实际转速未超过整车控制器计算的转速限制，车辆打滑风险较小，暂时无需对驱动电机进行降扭控制，此时则电机控制器获取整车控制器发送的整车扭矩请求，并正常响应整车扭矩请求，以输出整车扭矩请求中的整车需求扭矩。
S30：若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制。
在根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制之后，若需要对驱动电机进行降扭控制，车辆打滑风险较大，需要降低驱动电机的转速，则电机控制器根据最高限制转速对驱动电机的扭矩进行闭环控制。
其中，电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制，具体包括：当车辆的动力***运行模式为串联驱动模式时，电机控制器根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制，以便及时、精确调整驱动电机的扭矩，提高车辆防滑控制的实时性和有效性，进而提高防滑效果；当车辆的动力***运行模式为纯电驱动模式时，则机控制器根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制，以在保证电池不过充的条件下，及时、精确调整驱动电机的扭矩，从而提高防滑效果。
若需要对驱动电机进行降扭控制，为防止车辆打滑，降低车速以减少车辆失控的风险，需要通过降低驱动电机扭矩(降扭)的方式，根据最高限制转速对驱动电机的转速进行限制，确保驱动电机的实际转速小于最高限制转速；同时，当车辆的动力***运行模式为串联驱动模式时，在根据最高限制转速限制驱动电机转速的过程中，为防止电池过充，还需要对驱动电机的 扭矩进行限制，以免电机扭矩过低，发动机的发电功率还未来得及降低时使得发动机发电过多，超过电池的充电能力，导致电池过充。
本实施例中，电机控制器通过接收防滑转速限制请求，并根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制；若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制；通过整车控制器向电机控制器防滑转速限制请求，让驱动电机启动防滑驱动模式，在防滑驱动模式中，电机控制器自行根据最高限制转速和实际转速确定是否执行降扭控制，并在降扭控制过程中，根据最高限制转速对驱动电机的扭矩进行闭环控制，能够及时、精确调整驱动电机的扭矩，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果。
在一实施例中，步骤S30之后，即电机控制器接收防滑转速限制请求之后，该方法还具体包括如下步骤：
S41：车身电子稳定***在激活牵引力功能后，向整车控制器发送牵引力功能激活信号和防滑降扭请求。
在车辆行驶过程中，尤其是电机控制器接收防滑转速限制请求，以启用防滑驱动模式之后，车身电子稳定***会根据车辆数据确定车辆的驱动轮状态，以根据驱动轮状态确定是否激活牵引力功能。其中，车辆数据包括轮速信息、驱动扭矩请求、加速踏板开度等信息，车身电子稳定***根据轮速信息、驱动扭矩请求、加速踏板开度等信息，确定驱动轮状态是否为打滑状态，若驱动轮状态为打滑状态，则需要激活牵引力功能(TCS功能)，以使功能介入车辆控制，防止车辆打滑。
车身电子稳定***在激活牵引力功能后，会向整车控制器发送牵引力功能激活信号，此外，车身电子稳定***会根据实际需求确定生成防滑降扭请求，并向整车控制器发送防滑降扭请求。
S42：整车控制器接收牵引力功能激活信号和防滑降扭请求后，根据牵引力功能激活信号生成转速限制取消指令，并向电机控制器发送转速限制取消指令和防滑降扭请求。
整车控制器接收牵引力功能激活信号和防滑降扭请求后，根据牵引力功能激活信号生成转速限制取消指令，并向电机控制器发送转速限制取消指令和防滑降扭请求。
S43：电机控制器接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令，并响应防滑降扭请求。
电机控制器接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令停用防滑驱动模式，即退出整车控制器对驱动电机的最高限制转速限制，无需根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制，仅响应车身电子稳定***通过整车控制器发送的防滑降扭请求，以及整车控制器发送的整车扭矩请求，而是响应防滑降扭请求，在保证电池不过充的基础上，将整车的防滑控制状态完全交给车身电子稳定***，保证防滑控制的鲁棒性。
本实施例中，通过车身电子稳定***在激活牵引力功能后，向所述整车控制器发送牵引力功能激活信号和防滑降扭请求，整车控制器接收牵引力功能激活信号和防滑降扭请求后，根据牵引力功能激活信号生成转速限制取消指令，并向电机控制器发送转速限制取消指令和防滑降 扭请求；电机控制器接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令停用防滑驱动模式，并响应降扭请求防滑降扭请。在电机控制器启用防滑驱动模式之后，若整车控制器发现车身电子稳定***激活牵引力功能，则会向电机控制器发送转速限制取消指令和防滑降扭请求，以使电机控制器退出防滑驱动模式，并响应车身电子稳定***的防滑降扭请求，将车辆的防滑控制移交给车身电子稳定***，保证防滑控制的鲁棒性，避免防滑策略调整造成的控制冲突，使得本实施例中各***各司其职，既保证了控制的实时性，又保证防滑控制的鲁棒性。
在一实施例中，车身电子稳定***在激活牵引力功能后，根据实际需求确定生成防滑降扭请求的同时，还会对车辆的驱动轮施加液压制动力，同时，并向整车控制器发送防滑降扭请求。车身电子稳定***激活TCS功能后，步进根据实际需求确定生成防滑降扭请求，以通过驱动电机实现车辆驱动防滑的控制，还会参与防滑控制的液压制动的执行，保证车辆的防滑效果。
在一实施例中，整车控制器接收牵引力功能激活信号和防滑降扭请求后，整车控制器会生成功率降低请求，并将功率降低请求发送至发动机控制器，以使发动机控制器接收功率降低请求之后，降低发动机的发电功率，以防止车辆的电池过充。
在一实施例中，步骤S10之前，即电机控制器确定是否接收到整车控制器发送的防滑转速限制请求之前，该方法还具体包括如下步骤：
S01：整车控制器确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制。
在整车控制器启动后，整车控制器根据车辆的挡位信息和动力***运行模式，确定是否需要对驱动电机进行防滑转速限制。其中，动力***运行模式包括纯电驱动模式、串联驱动模式、并联驱动模式。
其中，整车控制器根据车辆的挡位信息和动力***运行模式，确定是否需要对驱动电机进行防滑转速限制，可以包括：根据车辆的挡位信息确定车辆是否处于预设挡位，预设挡位可以为除驻车档和空挡之外的其他挡位，并确定动力***运行模式是否为预设模式，预设模式可以为并联驱动模式；若车辆处于预设挡位，且动力***运行模式为预设模式，表示车辆处于行驶状态可能出现打滑风险，则确定需要对驱动电机进行防滑转速限制；若车辆处于预设挡位，或者动力***运行模式不为预设模式，表示车辆未处于行驶状态或者发动机与轮端直连，无需对驱动电机进行限制，则确定不需要对驱动电机进行防滑转速限制。
车辆在处于某些挡位(如驻车档P，空挡N)时，车辆轮端无动力，车辆不处于行驶状态，此时无需防止打滑，无需对驱动电机进行防滑转速限制。车辆的动力***运行模式为某些模式(如并联驱动模式)时，车辆的发动机与轮端直连，此时无需对驱动电机进行防滑转速限制。
在其他实施例中，在整车控制器启动后，整车控制器会实时根据车辆的挡位信息、动力***运行模式和车身电子稳定***的功能激活情况，确定是否需要对驱动电机进行防滑转速限制，若车身电子稳定***中的牵引力功能未激活，当车辆处于行驶状态可能发生打滑风险，则需要对驱动电机进行防滑转速限制。
其中，整车控制器根据动力***运行模式，确定是否需要对驱动电机进行扭矩限制，若动力***运行模式为串联驱动模式，在驱动电机降扭过程中，可能会出现发动机未及时降低扭矩 的情况，使得发动机发电过多，超过电池的充电能力，导致电池过充，因此为避免电池过充，在驱动电机降扭过程中需要对驱动电机进行扭矩限制；若动力***运行模式为纯电驱动模式，发动机不做工，不存在发动机发电过多导致电池过充的情况，则在驱动电机降扭过程中，无需对驱动电机进行扭矩限制。
S02：若需要进行防滑转速限制且需要进行扭矩限制，则整车控制器确定驱动电机的最高限制转速，并确定电机限制扭矩。
整车控制器在根据车辆的挡位信息和动力***运行模式，确定是否需要对驱动电机进行防滑转速限制之后，若需要对驱动电机进行防滑转速限制，表示车辆处于行驶状态，存在车辆打滑风险，则整车控制器根据轮速信息、方向盘转角确定驱动电机的最高限制转速，若需要对驱动电机进行扭矩限制，则确定电机限制扭矩。
在确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制，若需要对驱动电机进行防滑转速限制，但不需要对驱动电机进行扭矩限制，则整车控制器确定驱动电机的最高限制转速，然后根据最高限制转速生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器。
其中，根据轮速信息、方向盘转角确定驱动电机的最高限制转速，包括：根据轮速信息和方向盘转角确定驱动轴目标车速，然后根据驱动轴目标车速、驱动电机到车轮轮端的减速比、车轮轮胎半径计算获得最高限制转速。
其中，最高限制转速通过如下公式计算：
Figure PCTCN2022121438-appb-000001
其中，V max为驱动电机的最高限制转速，V tar为驱动轴目标车速，M为驱动电机到车轮轮端的减速比，R为车轮轮胎半径。
在一实施例中，整车控制器根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定电机限制扭矩，以考虑发动机发电情况和驱动电机放电情况对电池能力的影响，在对驱动电机进行降扭控制时，对降扭扭矩进行限制，以防止电池过充。在其他实施例中，电机限制扭矩可以是标定扭矩，也可以是根据其他方式计算获得的扭矩，在此不再赘述。
其中，根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定电机限制扭矩，包括：整车控制器根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定驱动电机的降扭可用功率，然后整车控制器根据驱动电机的实际转速和降扭可用功率，确定电机限制扭矩。
其中，电机限制扭矩通过如下公式计算：
T min＝W m*9550/V r；
其中，T min为电机限制扭矩，W m为驱动电机的降扭可用功率，V r为驱动电机的实际转速。
由于，驱动电机的降扭可用功率通过如下公式计算：
W m＝W c+W d-W e
其中，W c为电池实际充电功率，W d为驱动电机实际放电功率，W e为发动机实际发电功率。
则，可得：
Figure PCTCN2022121438-appb-000002
其中，T min为电机限制扭矩，W c为电池实际充电功率，W d为驱动电机实际放电功率，W e为发动机实际发电功率，V r为驱动电机的实际转速。
S03：整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器。
在确定驱动电机的电机限制扭矩和最高限制转速之后，整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器，以使电机控制器在接收到防滑转速限制请求，启动防滑驱动模式，以根据驱动电机的实际转速确定是否需要对驱动电机进行降扭控制。
本实施例中，在电机控制器确定是否接收到整车控制器发送的防滑转速限制请求之前，整车控制器确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制；若需要进行防滑转速限制且需要进行扭矩限制，则整车控制器确定驱动电机的最高限制转速，并根确定电机限制扭矩；整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器，明确了电机限制扭矩、最高限制转速的确定过程，通过整车控制器计算电机限制扭矩、最高限制转速，能够减少电机控制器的信息处理量，从而减少电机控制器的负载，提高电机控制器响应速度，从而提高驱动电机控制的实时性。
在一实施例中，如图3所示，提供一种车辆防滑控制方法，以该方法应用在图1中的车辆防滑控制***为例进行说明，包括如下步骤：
S1：整车控制器确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对驱动电机进行扭矩限制。
在整车控制器启动后，整车控制器根据车辆的挡位信息和动力***运行模式，确定是否需要对驱动电机进行防滑转速限制，并根据动力***运行模式确定是否需要对驱动电机进行扭矩限制。具体确定过程如前文所述，在此不在赘述。
S2：若需要进行防滑转速限制且需要进行扭矩限制，则整车控制器确定驱动电机的最高限制转速，并确定电机限制扭矩。
整车控制器在根据车辆的挡位信息和动力***运行模式，确定是否需要对驱动电机进行防滑转速限制之后，若需要进行防滑转速限制，表示车辆处于行驶状态，存在车辆打滑风险，则整车控制器根据轮速信息、方向盘转角确定驱动电机的最高限制转速，并根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定电机限制扭矩。
驱动电机的最高限制转速和电机限制扭矩的确定过程如前文所述，在此不在赘述。
S3：整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并发送防滑转速限制请求至电机控制器。
在确定驱动电机的电机限制扭矩和最高限制转速之后，整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器。
S4：电机控制器在接收到防滑转速限制请求后，启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制。
电机控制器在接收到防滑转速限制请求后，启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制。
其中，电机控制器根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制，包括：电机控制器确定驱动电机的实际转速是否大于最高限制转速；若驱动电机的实际转速大于最高限制转速，表示驱动电机的实际转速超过了整车控制器计算的转速限制，车辆打滑风险较大，需要降低驱动电机的转速，此时电机控制器确定需要对驱动电机进行降扭控制；若驱动电机的实际转速小于或者等于最高限制转速，表示驱动电机的实际转速未超过整车控制器计算的转速限制，车辆打滑风险较小，暂时无需对驱动电机进行降扭控制。
S5：若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制。
若电机控制器确定需要对驱动电机进行降扭控制，电机控制器根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制；若不需要对驱动电机进行降扭控制，此时则电机控制器获取整车控制器发送的整车扭矩请求，并正常响应整车扭矩请求，以输出整车扭矩请求中的整车需求扭矩。
S6：车身电子稳定***实时确定是否需要激活牵引力功能。
在车辆行驶过程中，尤其是电机控制器启用防滑驱动模式之后，车身电子稳定***根据车辆数据，实时确定车辆的驱动轮状态，以根据驱动轮状态确定是否需要激活牵引力功能。若驱动轮状态为打滑状态，则需要牵引力控制***介入，确定需要激活牵引力功能，反之，若驱动轮状态不为打滑状态，则不需要牵引力控制***介入，不需要激活牵引力功能。
S7：若需要激活牵引力功能，则车身电子稳定***激活牵引力功能，以根据实际需求生成防滑降扭请求，并发送牵引力功能激活信号和防滑降扭请求至整车控制器。
车身电子稳定***实时确定是否需要激活牵引力功能之后，若需要激活牵引力功能，则车身电子稳定***激活牵引力功能，以根据实际需求生成防滑降扭请求，并对驱动轮施加液压制动力；其中，在激活牵引力功能的同时，将牵引力功能激活信号及时发送至整车控制器，在根据实际需求生成防滑降扭请求之后，也实时将防滑降扭请求发送至整车控制器。
S8：整车控制器接收到牵引力功能激活信号和防滑降扭请求后，根据牵引力功能激活信号生成转速限制取消指令，并发送转速限制取消指令和防滑降扭请求至电机控制器。
整车控制器在接收到牵引力功能激活信号后，根据牵引力功能激活信号生成转速限制取消指令，在接收到防滑降扭请求后，将转速限制取消指令和防滑降扭请求发送至电机控制器。
S9：电机控制器接收到转速限制取消指令和防滑降扭请求后，根据转速限制取消指令停用防滑驱动模式，并响应防滑降扭请求。
电机控制器接收转速限制取消指令和防滑降扭请求后，根据转速限制取消指令停用防滑驱动模式，并响应防滑降扭请求，即退出整车控制器对驱动电机的最高限制转速，无需根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制，仅响应车身电子稳 定***通过整车控制器发送的防滑降扭请求，以及整车控制器发送的整车扭矩请求，在保证电池不过充的基础上，将整车的防滑控制状态完全交给车身电子稳定***，保证防滑控制的鲁棒性。
本实施例中的车辆防滑控制方法，是由车身电子稳定***ESP、整车控制器VCU、电机控制器IPU等控制器共同协调控制的分布式控制策略。VCU确定驱动电机的最高限制转速并发到IPU，同时结合当前电池状态和发动机发电状态计算出对驱动电机的电机限制扭矩，以使IPU根据最高限制转速和电机限制扭矩对驱动电机的扭矩进行精确、及时的控制，提高车辆防滑控制实时性，从而提高了车辆防滑控制的实时性和有效性，进而提高了防滑效果；当TCS功能激活后，则退出对驱动电机的最高转速限制，响应ESP的防滑降扭请求，将整车的防滑控制状态完全交给ESP，保证车辆防滑控制的鲁棒性。VCU作为整个防滑控制策略的协调中心，协调各个控制器的工作，防滑控制策略分布式的实现方式，各个控制器各司其职，都能发挥出其优势，且开发难较小，既保证了控制的实时性，又保证了整个控制策略的鲁棒性。
当未采用本实施例提供的车辆防滑控制方法时，传统车辆防滑中TCS功能激活后进行单独控制后，车辆运行参数变化如图4所示。采用本实施例提供的车辆防滑控制方法，使控制器进行协调控制后，车辆运行参数变化如图5所示。图4和图5中的横轴为时间(m为分钟，s为秒)，图4和图5中的纵轴为转速或加速度，图4和图5中示出了随着时间变化，车辆纵向加速、驱动电机的转速(电机转速)以及后轮转速随实际变化的曲线图。通过比较图4和图5可知，采用本实施例提供的车辆防滑控制方法，使控制器进行协调控制后，车辆车轮的轮速飙升情况得到明显的抑制，能够有效提高防滑效果，改善低附路面的驾驶性。
在一实施例中，步骤S1或步骤S01中，即确定是否需要对驱动电机进行防滑转速限制，具体包括如下步骤：
S11：整车控制器确定动力***运行模式是否为预设模式。
在车辆行驶过程中，整车控制器会获取动力***运行模式、挡位信息和车身电子稳定***的功能激活情况等车辆数据。在获取动力***运行模式之后，整车控制器确定动力***运行模式是否为预设模式。其中，预设模式为纯电驱动模式或串联驱动模式。
S12：若动力***运行模式为预设模式，则整车控制器根据挡位信息确定车辆是否处于预设挡位。
在确定动力***运行模式是否为预设模式之后，若整车控制器确定动力***运行模式为预设模式，表示发动机未与车轮轮端直连，则整车控制器根据挡位信息确定车辆是否处于预设挡位。其中，预设挡位可以为除驻车档(P挡)和空挡(N挡)之外的其他挡位。
S13：若车辆处于预设挡位，则整车控制器根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活。
在根据挡位信息确定车辆是否处于预设挡位之后，若整车控制器确定车辆处于预设挡位，表示车辆处于行驶状态，则整车控制器根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活。
S14：若牵引力功能未激活，则整车控制器确定需要对驱动电机进行防滑转速限制。
在根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活之后，若整车控制器确定牵引力功能未激活，表示发动机未与车轮轮端直连、车辆处于行驶状态、且牵引力控制车体未介入，此时车辆存在打滑风险，需要通过对驱动电机的扭矩和转速进行限制，则整车控制器确定需要对驱动电机进行防滑转速限制，以对车辆进行精确的防滑控制，放置车辆打滑。
本实施例中，整车控制器通过确定动力***运行模式是否为预设模式；若动力***运行模式为预设模式，则整车控制器根据挡位信息确定车辆是否处于预设挡位；若车辆处于预设挡位，则整车控制器根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活；若牵引力功能未激活，则整车控制器确定需要对驱动电机进行防滑转速限制，明确了确定是否需要对驱动电机进行防滑转速限制的具体步骤，确保了防滑转速限制结构的准确性，减少频繁对驱动电机进行防滑转速限制所导致的***负载、动力性不佳的可能。
在一实施例中，步骤S2或者步骤S02中，即整车控制器确定驱动电机的最高限制转速，具体包括如下步骤：
S21：整车控制器根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值。
在车辆行驶过程中，整车控制器会实时获取车辆数据，车辆数据还包括轮速信息和方向盘转角。在根据车辆的挡位信息和动力***运行模式，确定需要对驱动电机进行防滑转速限制之后，整车控制器根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值。其中，参考车速是以前轮不打滑时，车辆后轮的平均轮速为基础，加入车轮转向修正功能，即通过方向盘转角与前轮转向角关系对后轮的平均轮速进行修正后，计算得到前轴的参考车速。与传统车辆打滑控制方式中，在车辆打滑时获取轮速信息计算驱动电机的目标转速相比，本实施例中，根据前轮不打滑时的车辆后轮的平均轮速，计算获得参考车速，可以排除车辆正常转向时产生的轮速差，提高参考车速计算的准确性。
本实施例中的安全车速偏置值，为当前参考车速对应的安全边界车速。由于计算出参考车速是一个理论点值，而实际车速往往与参考车速有一定的偏差，且上下波动；为防止防滑驱动模式的频繁开启和关闭，需要对参考车速设定安全边界，即设置安全车速偏置值对参考车速进行修正。
在车辆行驶过程中，若车辆在对开路面(车辆左右轮的路面附着系数不同)打滑，车辆的驱动轴无法有效利用高附侧的附着力输出驱动力以供车辆行驶，ESP会在低附打滑侧叠加机械制动为驱动轴提供足够的驱动力。但当ESP功能为激活，或在对开路面时上VCU计算的初始驱动电机车速将轮端的轮速差限制在一个较小的范围内时，会导致ESP无法施加机械制动，无法为驱动轴提供足够的驱动力。因此，为了有效利用纵向高附侧的附着力，需要在参考车速的基础之上叠加因驱动轮打滑时产生的轮速差，以对参考车速进行修正，该修正轮速差即为轮速差修正值。
S22：整车控制器将参考车速、轮速差修正值和安全车速偏置值之和，作为驱动轴目标车速。
在确定参考车速、轮速差修正值和安全车速偏置值之后，整车控制器直接将参考车速、轮速差修正值和安全车速偏置值之和，作为驱动轴目标车速。
S23：整车控制器对驱动轴目标车速进行速比转换，以计算获得最高限制转速。
在确定驱动轴目标车速之后，整车控制器对驱动轴目标车速进行速比转换，以计算获得最高限制转速，即根据驱动轴目标车速、驱动电机到车轮轮端的减速比、车轮轮胎半径计算获得最高限制转速。
其中，最高限制转速通过如下公式计算：
Figure PCTCN2022121438-appb-000003
其中，V max为驱动电机的最高限制转速，V tar为驱动轴目标车速，M为驱动电机到车轮轮端的减速比，R为车轮轮胎半径。
在其他实施例中，还可以直接将参考车速作为驱动轴目标车速，也可以将参考车速和轮速差修正值之和作为驱动轴目标车速，还可以参考车速和安全车速偏置值之和作为驱动轴目标车速。
进而根据驱动轴目标车速、驱动电机到车轮轮端的减速比、车轮轮胎半径计算获得最高限制转速。本实施例中，通过轮速差修正值对参考车速进行修正，解决了传统车辆防滑控制方法中，未关注两驱车辆在对开路面单侧打滑的问题，提高了计算获得的驱动轴目标车速的准确性；通过安全车速偏置值对参考车速进行修正，考虑到了计算参考车速与实际车速之间存在偏差的问题，提高了计算获得的驱动轴目标车速的准确性。
和安全车速偏置值对整车控制器将参考车速，作为驱动轴目标车速。
进一步地，确定驱动电机的最高限制转速，包括：
本实施例中，整车控制器通过根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值，再将参考车速、轮速差修正值和安全车速偏置值之和，作为驱动轴目标车速，最后对驱动轴目标车速进行速比转换，以计算获得最高限制转速；计算最高限制转速时参考实际轮速信息，对车辆的状态判断更加精确，同时根据轮速差修正值和安全车速偏置值对参考车速进行修正，能够获得更加准确的驱动轴目标车速，从而能够获得准确的最高限制转速，为后续进行精确的驱动电机防滑控制提供了基础。
在一实施例中，步骤S21中，即整车控制器根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值，具体包括如下步骤：
S211：整车控制器根据方向盘转角和预设轮端转向角数据，确定车辆的前轮轮端转向角。
整车控制器在获得方向盘转角之后，会根据方向盘转角和预设轮端转向角数据确定车辆的前轮轮端转向角。其中，预设轮端转向角数据包括不同方向盘转角对应的轮端转向角。
需要理解的是，车辆的方向盘转角与车辆各个车轮的轮端转向角存在对应关系，本实施例中，通过对不同车型的车辆进行整车测试，获得每一车型的车辆在不同方向盘转角时，各个车轮的轮端转向角，汇总为该车型车辆的预设轮端转向角数据，并预先存储在对应车型的车辆存储器中，以便后续直接使用。
在车辆行驶过程中，当整车控制器在获得方向盘转角之后，直接根据方向盘转角，在预设轮端转向角数据中查找该方向盘转角所对应的前轮轮端转向角。其中，前轮轮端转向角包括左 前轮轮端转向角和右前轮轮端转向角。
S212：整车控制器根据前轮轮端转向角和车辆的后轮轮速，确定参考车速。
在根据方向盘转角和预设轮端转向角数据，确定车辆的前轮轮端转向角之后，整车控制器还会在车辆的轮速信息中提取出后轮轮速，其中，后轮轮速包括左后轮轮速和右后轮轮速。然后，整车控制器会根据前轮轮端转向角和车辆的后轮轮速，确定参考车速。
其中，整车控制器根据前轮轮端转向角和车辆的后轮轮速，确定参考车速，包括：通过左前轮轮端转向角对左后轮轮速进行修正，以获得左后轮轮速修正值；通过右前轮轮端转向角对右后轮轮速进行修正，以获得右后轮轮速修正值；将左后轮轮速修正值和右后轮轮速修正值的平均值，作为参考车速。通过前轮轮端转向角对车辆的后轮轮速进行修正，将修正后的后轮轮速平均值作为参考车速，提高了参考车速的准确性，避免因参考车速不准确达到的错误打滑判断，从而保证了车辆转向时的动力性。
其中，参考车速可以通过如下公式计算：
Figure PCTCN2022121438-appb-000004
其中，V ref为参考车速；V RL为左后轮轮速，V RR为右后轮轮速；a、b分别为左前轮轮端转向角、右前轮轮端转向角；cosa为左前轮轮端转向角的余弦值，cosb为右前轮轮端转向角的余弦值；V RL/cos a为左后轮轮速修正值，V RR/cos b为右后轮轮速修正值。
S213：整车控制器根据参考车速和预设安全车速偏置数据，确定安全车速偏置值。
在计算获得参考车速之后，整车控制器根据参考车速和预设安全车速偏置数据，确定安全车速偏置值。
其中，预设安全车速偏置数据包括不同参考车速对应的安全边界车速。预设安全车速偏置数据为预先对车辆进行不同车速的整车试验后，根据试验数据标定的在不同车速下所需的安全边界车速。在获得预设安全车速偏置数据之后，将该数据预先存储在对应车型的车辆存储器中，以便后续直接使用。
在计算获得参考车速之后，整车控制器根据参考车速，在预设安全车速偏置数据中查找当前参考车速对应的安全边界车速，作为安全车速偏置值。
例如，参考车速与安全边界车速的对应关系可以如下表1所示：
表1
Figure PCTCN2022121438-appb-000005
S214：整车控制器根据参考车速、轮速信息和预设修正车速数据，确定轮速差修正值。
在计算获得参考车速之后，整车控制器根据参考车速、轮速信息和预设修正车速数据，确定轮速差修正值。
其中，预设修正车速数据包括不同参考车速对应的修正车速值。预设修正车速数据为预先对车辆进行对开路面的整车测试，确定在参考车速的基础之上叠加因驱动轮打滑时产生的轮速 差，将该轮速差作为该参考车速对应的修正车速值，从而获得不同参考车速对应的修正车速值，汇总为预设修正车速数据。在获得预设修正车速数据之后，将该数据预先存储在对应车型的车辆存储器中，以便后续直接使用。
其中，整车控制器根据参考车速、轮速信息和预设修正车速数据，确定轮速差修正值，包括：在计算获得参考车速之后，需要根据参考车速在预设修正车速数据中，查找当前参考车速对应的修正车速值，作为参考车速对应的修正车速；在轮速信息中提取出车辆的前轮轮速，前轮轮速包括左前轮轮速和右前轮轮速，并确定左前轮轮速与右前轮轮速之间的前轮轮速差；根据左前轮轮速和右前轮轮速计算左右前轮的参考轮速差，并将前轮轮速差与参考轮速差之差的绝对值，减去修正车速，得到目标车速；确定目标车速是否大于0，若目标修正车速小大于0，则将目标修正车速的二分之一作为轮速差修正值，若目标修正车速小于或者等于0，则将0作为轮速差修正值。通过将目标修正车速与数值0进行比较，将大于0的目标修正车速的二分之一作为轮速差修正值，确保了轮速差修正值为一个正值，增大了驱动轴目标转速，在保证驱动轴目标转速准确的基础上，提高了最高限制转速的上限，减少了后续驱动电机降扭时，因最高限制转速过低所导致的整车动力不足的可能。
其中，轮速差修正值可以通过如下公式确定：
Figure PCTCN2022121438-appb-000006
其中，参考轮速差通过如下公式计算：
V corr＝(V FL-V FR)/2；
其中，V diff为轮速差修正值，V FL为左前轮轮速，V FR为右前轮轮速，V FL-V FR为前轮轮速差，V corr为参考轮速差，V offset为参考车速对应的修正车速。
例如，参考车车速与修正车速的对应关系可以如下表2所示：
表2
参考车速 0 1.5 10 20 30 40 50 60 70 80 90 100
修正车速 4 5 3 3 3 3 3 10 15 15 15 15
本实施例中，整车控制器根据方向盘转角和预设轮端转向角数据，确定车辆的前轮轮端转向角，预设轮端转向角数据包括不同方向盘转角对应的轮端转向角，然后根据前轮轮端转向角和车辆的后轮轮速，确定参考车速，进而根据参考车速和预设安全车速偏置数据，确定安全车速偏置值，预设安全车速偏置数据包括不同参考车速对应的安全边界车速，并根据参考车速、轮速信息和预设修正车速数据，确定轮速差修正值，预设修正车速数据包括不同参考车速对应的修正车速值，明确了整车控制器根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值的具体过程，为后续提供了准确的数据基础。
在一实施例中，若防滑转速限制请求还包含电机限制扭矩，则在电机控制器确定需要对驱动电机进行降扭控制之后，根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制。步骤S5中，即根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制，具体 包括如下步骤：
S51：电机控制器确定驱动电机的实际转速与最高限制转速的转速差值。
在电机控制器确定需要对驱动电机进行降扭控制之后，电机控制器以最高限制转速为目标，对驱动电机的扭矩进行比例积分微分控制，即进行PID扭矩控制。其中，在进行PID扭矩控制时，为避免电池过充，需要确保驱动电机的扭矩大于电机限制扭矩。
在进行PID扭矩控制时，电机控制器需要先确定驱动电机的实际转速与最高限制转速的转速差值。
S52：电机控制器将转速差值输入PID控制器，以获得PID调节扭矩。
在电机控制器确定驱动电机的实际转速与最高限制转速的转速差值之后，电机控制器将转速差值输入PID控制器，以获得PID调节扭矩。
其中，若驱动电机的实际转速与最高限制转速的转速差值大于0，则确定PID控制器的比例系数P为正值，积分系数I和微分系数D根据实际情况标定；根据比例系数P、积分系数I、微分系数D和转速差值确定PID调节扭矩。
其中，PID调节扭矩可以通过如下公式计算：
TqPID＝P*delta+I*delta*D*delta；
其中，TqPID为PID调节扭矩；delta为驱动电机的实际转速与最高限制转速的转速差值；P、I、D分别为比例系数、积分系数、微分系数。
S53：电机控制器将PID调节扭矩与整车需求扭矩之和作为目标扭矩。
在将转速差值输入PID控制器，以获得PID调节扭矩之后，电机控制器将PID调节扭矩与整车需求扭矩之和作为目标扭矩。其中，整车需求扭矩根据整车控制器发送的整车扭矩请求确定，整车扭矩请求包含整车需求扭矩。整车控制器根据整车动力需求计算出整车需求扭矩，然后将包含整车需求扭矩的整车扭矩请求发送至电机控制器，以使驱动电机执行整车需求扭矩，以响应整车扭矩请求。
S54：电机控制器将目标扭矩与电机限制扭矩中的绝对值较大扭矩，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速。
在将PID调节扭矩与整车需求扭矩之和作为目标扭矩之后，电机控制器将目标扭矩与电机限制扭矩中的绝对值较大扭矩，输出为驱动电机的控制扭矩，以避免驱动电机的输出扭矩绝对值大小不低于电机限制扭矩，在保证电池不过充的基础上，控制驱动电机的扭矩和转速降低，直至驱动电机的实际转速小于最高限制转速，以防止车辆打滑。
本实施例中，电机控制器通过确定驱动电机的实际转速与最高限制转速的转速差值，然后将转速差值输入PID控制器，以获得PID调节扭矩，再将PID调节扭矩与整车需求扭矩之和作为目标扭矩，并将目标扭矩与电机限制扭矩中的绝对值较大扭矩，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速；通过PID控制使得驱动电机的转速向最高限制转速变化，保证转速变化的平稳性，同时将目标扭矩与电机限制扭矩中的绝对值较大扭矩，输出为驱动电机的控制扭矩，能够在保证电池不过充的基础上，对驱动电机的扭矩进行精确的降扭控制，防止车辆打滑。
若防滑转速限制请求仅包含最高限制转速，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制。其中，电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制，具体包括如下步骤：
S31：电机控制器确定驱动电机的实际转速与最高限制转速的转速差值。
本实施例中，若防滑转速限制请求仅包含最高限制转速，表示车辆的动力***驱动模式为纯电驱动模式，无需考虑电池过充情况，则在需要对驱动电机进行降扭控制时，电机控制器直接以最高限制转速为目标，对驱动电机的扭矩进行PID扭矩控制。
S32：电机控制器将转速差值输入PID控制器，以获得PID调节扭矩。
电机控制器将转速差值输入PID控制器，以获得PID调节扭矩。具体过程参照前文，在此不再赘述。
S33：电机控制器将PID调节扭矩与整车需求扭矩之和，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速。
在将转速差值输入PID控制器，以获得PID调节扭矩之后，电机控制器将PID调节扭矩与整车需求扭矩之和，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速，以防止车辆打滑。
本实施例中，在防滑转速限制请求仅包含最高限制转速时，电机控制器通过确定驱动电机的实际转速与最高限制转速的转速差值，然后将转速差值输入PID控制器，以获得PID调节扭矩，再将PID调节扭矩与整车需求扭矩之和，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速；通过PID控制使得驱动电机的转速向最高限制转速变化，保证转速变化的平稳性，对驱动电机的扭矩进行快速、精确的降扭控制，防止车辆打滑。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本发明实施例的实施过程构成任何限定。
在一实施例中，提供一种电机控制器，该电机控制器与上述实施例中车辆防滑控制方法一一对应。如图6所示，该电机控制器包括第一确定模块601、第二确定模块602和控制模块603。各功能模块详细说明如下：
接收模块601，用于接收防滑转速限制请求，防滑转速限制请求包含最高限制转速；
确定模块602，用于根据最高限制转速和驱动电机的实际转速，确定是否需要对驱电机进行降扭控制；
控制模块603，用于若需要对驱动电机进行降扭控制，则电机控制器根据最高限制转速，对驱动电机的扭矩进行闭环控制。
进一步地，若防滑转速限制请求还包含电机限制扭矩，控制模块603具体用于：
确定驱动电机的实际转速与最高限制转速的转速差值；
将转速差值输入PID控制器，以获得PID调节扭矩；
将PID调节扭矩与整车需求扭矩之和作为目标扭矩；
将目标扭矩与电机限制扭矩中的绝对值较大扭矩，输出为驱动电机的控制扭矩，直至驱动电机的实际转速小于最高限制转速。
在一实施例中，提供一种整车控制器，该整车控制器与上述实施例中车辆防滑控制方法一一对应。该整车控制器包括第一确定模块、第二确定模块602和发送模块。各功能模块详细说明如下：
第一确定模块，用于确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对所述驱动电机进行扭矩限制；
第二确定模块，用于若需要进行防滑转速限制且需要进行扭矩限制，则整车控制器确定驱动电机的最高限制转速，并确定电机限制扭矩；
发送模块，用于整车控制器根据电机限制扭矩和最高限制转速，生成防滑转速限制请求，并将防滑转速限制请求发送至电机控制器，以使接收到防滑转速限制请求，则启用防滑驱动模式，以根据最高限制转速和驱动电机的实际转速，确定是否需要对驱动电机进行降扭控制，并确定需要对驱动电机进行降扭控制时，根据最高限制转速和电机限制扭矩，对驱动电机的扭矩进行闭环控制。
进一步地，第二确定模块具体用于：
根据车辆的轮速信息和方向盘转角，确定车辆的参考车速、轮速差修正值和安全车速偏置值；
将参考车速、轮速差修正值和安全车速偏置值之和，作为驱动轴目标车速；
对驱动轴目标车速进行速比转换，以计算获得最高限制转速。
进一步地，第二确定模块具体还用于：
根据方向盘转角和预设轮端转向角数据，确定车辆的前轮轮端转向角，预设轮端转向角数据包括不同方向盘转角对应的轮端转向角；
根据前轮轮端转向角和车辆的后轮轮速，确定参考车速；
根据参考车速和预设安全车速偏置数据，确定安全车速偏置值，预设安全车速偏置数据包括不同参考车速对应的安全边界车速；
根据参考车速、轮速信息和预设修正车速数据，确定轮速差修正值，预设修正车速数据包括不同参考车速对应的修正车速值。
进一步地，第一确定模块具体用于：
确定动力***运行模式是否为预设模式；
若动力***运行模式为预设模式，则根据挡位信息确定车辆是否处于预设挡位；
若车辆处于预设挡位，则根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活；
若牵引力功能未激活，则确定需要对驱动电机进行防滑转速限制。
关于电机控制器、整车控制器的具体限定，可以参见上文中对于车辆防滑控制方法的限定，在此不再赘述。上述电机控制器、整车控制器中的各个模块，可全部或部分通过软件、硬件及其组合来实现。上述各模块可以硬件形式内嵌于或独立于计算机设备中的处理器中，也可以以软件形式存储于计算机设备中的存储器中，以便于处理器调用执行以上各个模块对应的操作。
在一个实施例中，提供了一种电机控制器或整车控制器。该电机控制器或整车控制器包括 通过***总线连接的处理器、存储器、网络接口、显示屏和输入装置。其中，该电机控制器或整车控制器的处理器用于提供计算和控制能力。该电机控制器或整车控制器备的存储器包括存储介质、内存储器。该存储介质存储有操作***和计算机程序。该内存储器为存储介质中的操作***和计算机程序的运行提供环境。该电机控制器或整车控制器的网络接口用于与外部装置通过网络连接通信。该计算机程序被处理器执行时以实现一种车辆防滑控制方法。
在一个实施例中，如图7所示，提供了一种电机控制器或整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，处理器执行计算机程序时实现上述车辆防滑控制方法的步骤。
在一个实施例中，提供了一种计算机可读存储介质，其上存储有计算机程序，计算机程序被处理器执行时实现上述车辆防滑控制方法的步骤。
本领域普通技术人员可以理解实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读取存储介质中，该计算机程序在执行时，可包括如上述各方法的实施例的流程。其中，本申请所提供的各实施例中所使用的对存储器、存储、数据库或其它介质的任何引用，均可包括非易失性和/或易失性存储器。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。
以上所述实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围，均应包含在本发明的保护范围之内。

Claims (11)

  1. 一种车辆防滑控制方法，其特征在于，包括：
    电机控制器接收防滑转速限制请求，所述防滑转速限制请求包含最高限制转速；
    根据所述最高限制转速和驱动电机的实际转速，确定是否需要对所述驱动电机进行降扭控制；
    若需要对所述驱动电机进行降扭控制，则所述电机控制器根据所述最高限制转速，对所述驱动电机的扭矩进行闭环控制。
  2. 如权利要求1所述的车辆防滑控制方法，其特征在于，所述电机控制器接收防滑转速限制请求之后，所述方法还包括：
    车身电子稳定***在激活牵引力功能后，向整车控制器发送牵引力功能激活信号和防滑降扭请求；
    所述整车控制器接收所述牵引力功能激活信号和所述防滑降扭请求后，根据所述牵引力功能激活信号生成转速限制取消指令，并向所述电机控制器发送所述转速限制取消指令和所述防滑降扭请求；
    所述电机控制器接收所述转速限制取消指令和所述防滑降扭请求后，根据所述转速限制取消指令停用防滑驱动模式，并响应所述防滑降扭请求。
  3. 如权利要求1所述的车辆防滑控制方法，其特征在于，所述电机控制器接收防滑转速限制请求之前，所述方法还包括：
    整车控制器确定是否需要对所述驱动电机进行防滑转速限制，并确定是否需要对所述驱动电机进行扭矩限制；
    若需要进行防滑转速限制且需要进行扭矩限制，则所述整车控制器确定所述驱动电机的最高限制转速，并确定所述电机限制扭矩；
    所述整车控制器根据所述电机限制扭矩和所述最高限制转速，生成所述防滑转速限制请求，并将所述防滑转速限制请求发送至所述电机控制器。
  4. 如权利要求3所述的车辆防滑控制方法，其特征在于，所述整车控制器确定所述驱动电机的最高限制转速，包括：
    所述整车控制器根据所述车辆的轮速信息和方向盘转角，确定所述车辆的参考车速、轮速差修正值和安全车速偏置值；
    所述整车控制器将所述参考车速、所述轮速差修正值和安全车速偏置值之和，作为驱动轴目标车速；
    所述整车控制器对所述驱动轴目标车速进行速比转换，以计算获得所述最高限制转速。
  5. 如权利要求4所述的车辆防滑控制方法，其特征在于，所述整车控制器根据所述车辆的轮速信息和方向盘转角，确定所述车辆的参考车速、轮速差修正值和安全车速偏置值，包括：
    所述整车控制器根据所述方向盘转角和预设轮端转向角数据，确定所述车辆的前轮轮端转 向角，所述预设轮端转向角数据包括不同方向盘转角对应的轮端转向角；
    所述整车控制器根据所述前轮轮端转向角和所述车辆的后轮轮速，确定所述参考车速；
    所述整车控制器根据所述参考车速和预设安全车速偏置数据，确定所述安全车速偏置值，所述预设安全车速偏置数据包括不同参考车速对应的安全边界车速；
    所述整车控制器根据所述参考车速、所述轮速信息和预设修正车速数据，确定所述轮速差修正值，所述预设修正车速数据包括不同参考车速对应的修正车速值。
  6. 如权利要求3所述的车辆防滑控制方法，其特征在于，所述整车控制器根据车辆的挡位信息和动力***运行模式，确定是否需要对所述驱动电机进行防滑转速限制，包括：
    所述整车控制器确定所述动力***运行模式是否为预设模式；
    若所述动力***运行模式为预设模式，则所述整车控制器根据所述挡位信息确定所述车辆是否处于预设挡位；
    若所述车辆处于预设挡位，则所述整车控制器根据车身电子稳定***的功能激活情况，确定牵引力功能是否激活；
    若所述牵引力功能未激活，则所述整车控制器确定所述需要对所述驱动电机进行防滑转速限制。
  7. 如权利要求3所述的车辆防滑控制方法，其特征在于，所述整车控制器根据电池实际充电功率、发动机实际发电功率、驱动电机实际放电功率，确定所述电机限制扭矩。
  8. 如权利要求1-7任一项所述的车辆防滑控制方法，其特征在于，若所述防滑转速限制请求还包含电机限制扭矩，所述电机控制器根据所述最高限制转速，对所述驱动电机的扭矩进行闭环控制，包括：
    所述电机控制器确定所述驱动电机的实际转速与所述最高限制转速的转速差值；
    所述电机控制器将所述转速差值输入PID控制器，以获得PID调节扭矩；
    所述电机控制器将所述PID调节扭矩与整车需求扭矩之和作为目标扭矩；
    所述电机控制器将所述目标扭矩与所述电机限制扭矩中的较大扭矩，输出为所述驱动电机的控制扭矩，直至所述驱动电机的实际转速小于所述最高限制转速。
  9. 一种电机控制器，其特征在于，包括：
    接收模块，用于接收防滑转速限制请求，所述防滑转速限制请求包含最高限制转速；
    确定模块，用于根据所述最高限制转速和驱动电机的实际转速，确定是否需要对所述驱动电机进行降扭控制；
    控制模块，用于若需要对所述驱动电机进行降扭控制，则电机控制器根据所述最高限制转速，对所述驱动电机的扭矩进行闭环控制。
  10. 一种车辆防滑控制***，其特征在于，包括：
    车身电子稳定***，用于在激活牵引力功能后，向整车控制器发送牵引力功能激活信号和防滑降扭请求；
    所述整车控制器，用于：
    确定是否需要对驱动电机进行防滑转速限制，并确定是否需要对所述驱动电机进行扭矩限 制；
    若需要进行防滑转速限制且需要进行扭矩限制，则确定驱动电机的最高限制转速，并确定电机限制扭矩；
    根据所述电机限制扭矩和所述最高限制转速，生成防滑转速限制请求，并将所述防滑转速限制请求发送至电机控制器；
    接收所述车身电子稳定***发送的所述牵引力功能激活信号和防滑降扭请求，以根据所述牵引力功能激活信号生成转速限制取消指令，并向所述电机控制器发送所述转速限制取消指令和所述防滑降扭请求；
    电机控制器，用于：
    接收所述防滑转速限制请求，并根据所述最高限制转速和所述驱动电机的实际转速，确定是否需要对所述驱动电机进行降扭控制；
    若需要对所述驱动电机进行降扭控制，则根据所述最高限制转速和所述电机限制扭矩，对所述驱动电机的扭矩进行闭环控制；
    在接收所述转速限制取消指令和所述防滑降扭请求后，根据所述转速限制取消指令退出防滑驱动模式，并响应所述防滑降扭请求。
  11. 一种可读存储介质，所述可读存储介质存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现如权利要求1至8任一项所述车辆防滑控制方法的步骤。
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