CN118124403A - Vehicle anti-skid control method, device, equipment and medium - Google Patents

Abstract

The embodiment of the disclosure provides a vehicle anti-skid control method, device, equipment and medium. The vehicle anti-skid control method comprises the following steps: determining a first unilateral control moment based on the number and/or the positions of the slipping wheels and the total required moment of the unilateral wheels or the sum value of the anti-slipping moment of the unilateral wheels, wherein the first unilateral control moment is an ideal control moment for controlling the total moment output of the unilateral wheels; and determining the target output moment of each wheel by taking the total moment output of the wheels at the two sides as the same and taking the total moment output of each wheel at each side as the target for trying to reach the first unilateral control moment. The target output moment determined based on the scheme of the embodiment of the disclosure can be used for determining the moment of each wheel under the condition that the wheels of the vehicle slip, so that the dynamic unbalance of the vehicle under the condition that the wheels slip and various dangerous accident problems caused by the dynamic unbalance are avoided.

Description

Vehicle anti-skid control method, device, equipment and medium

Technical Field

The present disclosure relates to the technical field of vehicle motion control, and in particular to a vehicle anti-skid control method, device, equipment and medium.

Background technique

When passing through low-adhesion roads such as ice and snow, the wheels of the vehicle may slip due to excessive output torque. When the wheels slip, the instantaneous adhesion (which is the wheel-end driving force for the vehicle) will decrease, causing instantaneous dynamic imbalance. In this case, how to quickly adjust the torque distribution of the vehicle at the wheel end, and thus avoid the decrease in driving stability due to instantaneous dynamic imbalance, is a technical problem that needs to be solved at present. The relevant technology has proposed a solution of using an independent power source to drive each wheel separately, which provides a hardware foundation for dealing with instantaneous dynamic imbalance caused by slipping when the vehicle is driving at high speed. However, how to make reasonable wheel-end output torque control based on this hardware foundation is still a matter that requires further research and development.

Summary of the invention

In order to solve the above technical problems, the embodiments of the present disclosure provide a vehicle anti-skid control method, device, equipment and medium.

In a first aspect, an embodiment of the present disclosure provides a vehicle anti-skid control method for determining a target output torque of each wheel when the vehicle is traveling in a straight line and the wheels are slipping; the determination method comprises:

Determine a first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side, wherein the first unilateral control torque is an ideal control torque for controlling the total torque output of the wheels on one side;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible.

Optionally, when the number of the slipping wheels is one, determining the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side comprises: taking the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible, including:

Using the anti-slip torque as the target output torque of the slipping wheel; and

Determining a target output torque of the non-slip wheel on the same side based on the anti-slip torque of the slipping wheel, the output torque limit of the non-slip wheel on the same side, and the first unilateral control torque;

Calculating a sum of the anti-skid torque and the target output torque of the non-skidding wheel on the same side as a second unilateral control torque, where the second unilateral control torque is an actual control torque for controlling the total torque output of the wheels on one side of the vehicle;

The target output torque of the opposite-side non-slip wheel is determined based on the second unilateral control torque.

Optionally, determining the target output torque of two opposite-side non-slip wheels based on the second unilateral control torque includes:

Determine the corresponding torque distribution ratio based on the required torque of the non-slipping wheel on the opposite side;

The target output torque corresponding to each of the opposite-side non-slip wheels is determined based on the second unilateral control torque and the torque distribution ratio.

Optionally, in the case that the number of slipping wheels is two and the two slipping wheels are located on both sides of the vehicle, determining the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side includes: taking the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible, including:

Determine a target slipping wheel, and use the anti-skid torque of the target slipping wheel as the corresponding target output torque; the target slipping wheel is the wheel with the smaller anti-skid torque among the two slipping wheels;

Determine a target output torque of the non-slip wheel on the same side corresponding to the target slipping wheel based on the anti-slip torque of the target slipping wheel, the first unilateral control torque, and an output torque limit of the non-slip wheel on the same side corresponding to the target slipping wheel;

A second unilateral control torque is determined based on the target slipping wheel and the target output torque of the non-slipping wheel on the same side, where the second unilateral control torque is the actual control torque used to control the total torque output of the wheels on one side of the vehicle.

Based on the second unilateral control torque, the anti-slip torque of the slipping wheel on the other side and the required torque of the non-slipping wheel on the other side, the target output torques of the slipping wheel on the other side and the non-slipping wheel on the other side are determined.

Optionally, taking the total required torque of the left wheel or the total required torque of the right wheel as the unilateral control torque includes:

The larger value of the total required torque of the left wheel or the total required torque of the right wheel is used as the first unilateral control torque.

Optionally, when there are two slipping wheels and the two slipping wheels are located on the same side of the vehicle, determining the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side comprises: taking the sum of the anti-skid torques of the two slipping wheels as the first unilateral control torque;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible, including:

Using the anti-skid torque as the target output torque corresponding to the slipping wheel; and

A target output torque of the non-slip wheel is determined based on the first unilateral control torque and the required torque of the non-slip wheel.

Optionally, in the case that the number of slipping wheels is three, the determining the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-slip torques of the wheels on one side comprises: calculating a first sum of the anti-slip torques of the slipping wheels on the same side, and calculating a second sum of the output torque limits of the non-slipping wheels and the non-slipping wheels on the other side, and taking the smaller value of the first sum and the second sum as the first unilateral control torque;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible, including:

In the case where the first sum is used as the first unilateral control torque, the anti-skid torque of the slipping wheel on the same side is used as the corresponding target output torque, and the target output torques of the slipping wheel on the other side and the non-skidding wheel are determined based on the first unilateral control torque, the anti-skid torque of the slipping wheel on the other side and the required torque of the non-skidding wheel; or

When the second sum is used as the first unilateral control torque, the anti-slip torque of the slipping wheel on the other side is used as the corresponding target output torque, the output torque limit of the non-slipping wheel is used as the corresponding target output torque, and the target output torque of the slipping wheel on the same side is determined based on the first unilateral control torque and the anti-slip torque of the slipping wheel on the same side.

Optionally, in the case where the number of slipping wheels is four, determining the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side comprises: respectively calculating the sum of the anti-skid torques corresponding to the wheels, and taking the smaller value of the two sums as the first unilateral control torque;

The target output torque of each wheel is determined with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible, including:

The anti-skid torque of the wheel on the side corresponding to the smaller value is used as the corresponding target output torque;

Based on the first unilateral control torque and the anti-slip torque of the wheel on the other side, a target output torque of the wheel on the other side is determined; wherein the target output torque of the wheel on the other side is less than the corresponding anti-slip torque.

In a second aspect, an embodiment of the present disclosure provides a vehicle anti-skid control device for determining a target output torque of each wheel when the vehicle is traveling in a straight line and wheel slip occurs; the determination device comprises:

a unilateral ideal torque determination unit, configured to determine a first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side, wherein the first unilateral control torque is an ideal control torque for controlling the total torque output of the wheels on one side;

The target torque determination unit is used to determine the target output torque of each wheel with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible.

In a third aspect, an embodiment of the present disclosure provides a vehicle control device, including a processor and a memory, wherein the memory is used to store a computer program; when the computer program is loaded by the processor, the processor executes the vehicle anti-skid control method as described above.

In a fourth aspect, an embodiment of the present disclosure provides a computer-readable storage medium, wherein the storage medium stores a computer program. When the computer program is executed by a processor, the processor implements the vehicle anti-skid control method as described above.

Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

By adopting the scheme provided by the embodiment of the present disclosure, when the vehicle is driving in a straight line, if wheel slip is detected, the vehicle controller determines the first unilateral control torque according to the number and position of the slipping wheels, and then determines the target output torque of each wheel with the goal of making the total torque output of the two wheels the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible. The target output torque determined based on the scheme of the embodiment of the present disclosure can realize the re-determination of the torque of each wheel in the case of wheel slip, ensuring that the vehicle will not have dynamic imbalance in the case of wheel slip, and various dangerous accidents caused by dynamic imbalance.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art description. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work, including:

FIG1 is a flow chart of a vehicle anti-skid control method provided by an embodiment of the present disclosure;

FIG2 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is one;

3 is a flow chart of a vehicle anti-skid control method when there are two slipping wheels and the two slipping wheels are located on both sides of the vehicle;

4 is a flow chart of a vehicle anti-skid control method when there are two slipping wheels and the two slipping wheels are located on the same side of the vehicle;

5 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is three;

6 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is four;

FIG7 is a schematic structural diagram of a vehicle anti-skid control device provided in an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present disclosure.

Detailed ways

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

The term "including" and its variations used in this document are open inclusions, that is, "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one other embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions of other terms will be given in the description below. It should be noted that the concepts of "first", "second", etc. mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

It should be noted that the modifications of "one" and "plurality" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, it should be understood as "one or more".

In order to ensure the smooth running of the vehicle by quickly adjusting the torque distribution when the vehicle wheels slip, the embodiment of the present disclosure provides a vehicle anti-skid control method based on the hardware foundation of using an independent power source to drive the wheels provided in the related art. The vehicle anti-skid control method provided by the embodiment of the present disclosure can quickly adjust the wheel output torque when the wheel slips suddenly when the vehicle is in a straight-line driving condition.

It should be noted that the aforementioned straight-line driving should be understood in an expanded sense. When the front wheel turning angle of the vehicle is smaller than the set front wheel turning angle (this set front wheel turning angle is smaller), the vehicle should be deemed to be in a straight-line driving state.

The vehicle anti-skid control method provided in the embodiment of the present disclosure can be deployed in a vehicle controller or a vehicle power domain controller to adjust the output torque of each wheel in real time according to the actual slip conditions of the wheels.

Fig. 1 is a flow chart of a vehicle anti-skid control method provided by an embodiment of the present disclosure. As shown in Fig. 1 , the vehicle anti-skid control method provided by an embodiment of the present disclosure includes S110-S120.

S110: Determine a first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the wheels on one side or the sum of the anti-skid torques of the wheels on one side.

When the vehicle is driving normally in a straight line, the vehicle controller will reasonably determine the total required torque and the required torque for each wheel according to the vehicle speed, the accelerator pedal depth, the state of each wheel and the load distribution of the vehicle. After determining the required torque of each wheel, if no wheel slip is detected, the vehicle controller controls the corresponding power source according to the required torque of each wheel to ensure that the wheel outputs the torque according to the corresponding required torque.

It should be noted that due to the different wheel states and vehicle load distribution, the required torque actually allocated to each wheel will be different.

When the vehicle is traveling in a straight line, the vehicle controller analyzes the detection data from various sensors to determine whether each wheel is slipping.

For example, in some embodiments, the vehicle controller can determine the theoretical reference linear speed of each vehicle speed based on the longitudinal vehicle speed data generated by the vehicle speed sensor and the slip rate and wheel radius of the wheel, and determine the actual linear speed of the wheel by the wheel rotation angular velocity and wheel radius. When it is determined that the actual linear speed of the wheel is greater than the theoretical reference linear speed, and the difference between the actual linear speed of the wheel and the theoretical reference linear speed is greater than the set speed threshold, it can be determined that the wheel is slipping.

For another example, in some other embodiments, in addition to using the method mentioned in the previous paragraph to determine that the actual linear velocity of the wheel is too large, the vehicle controller also determines the wheel linear acceleration and the wheel center acceleration (that is, the actual vehicle acceleration). If it is determined that the wheel linear acceleration is greater than the wheel center acceleration, and the difference between the two is greater than the access control acceleration threshold, it is determined that the wheel is slipping.

In some embodiments, when the aforementioned two conditions are met and the duration of the aforementioned two conditions reaches a set duration, it is determined that the wheel is slipping.

When wheel slip is determined, the vehicle controller can determine the corresponding anti-slip torque. In some embodiments, the vehicle controller uses The anti-skid torque is calculated. Where e is the wheel speed tracking error, ρ is the introduced error integral term, _k0 is the coefficient before the integral term, φ is the sliding film thickness, _Tb is the required torque allocated to the upper layer, and _Tm is the anti-skid torque.

When wheel slip is detected, the vehicle controller determines the first unilateral control torque based on the number of slipping wheels, the positions of the slipping wheels, the total required torque of the wheels on one side or the sum of the anti-slip torques of the wheels on one side.

It should also be noted that, in some embodiments of the present disclosure, if it is detected that, for example, the brake pedal is depressed, or the wheel reference linear velocity is greater than the wheel actual linear velocity, or the wheel linear acceleration is less than the vehicle acceleration, S110 will not be executed.

The first unilateral control torque is an ideal control torque for controlling the total torque output of the unilateral wheel. In the case where the vehicle is a conventional four-wheel vehicle, the first unilateral control torque is a torque for overall control of the left two wheels or the right two wheels.

The above-mentioned total required torque of the wheels on one side is a required torque determined based on the total required torque of the vehicle under normal circumstances and used to control the torque output of the wheels on one side. The total required torque of the wheels on one side is equivalent to the sum of the required torques of each wheel on one side.

In the specific implementation, whether the first unilateral control torque needs to be determined based on the total required torque of the unilateral wheel or the sum of the anti-skid torques of the unilateral wheels needs to be adaptively selected based on the number and position of the slipping wheels, which will be analyzed later.

It should be noted here that, when the wheel slips, the torque output of the wheel will definitely be reduced. In order to ensure that the power output state of the vehicle meets the demand as much as possible, that is, as close as possible to the total required torque when there is no wheel slip, the first unilateral control torque needs to be as large as possible.

S120: Determine the target output torque of each wheel so that the total torque output of the wheels on both sides is the same and the total torque output of the wheels on each side reaches the first unilateral control torque as much as possible.

In the disclosed embodiment, in order to ensure the normal straight-line driving state of the vehicle and to ensure that the vehicle does not have the problem of instantaneous dynamic imbalance, it is necessary to make the total torque output of the wheels on both sides the same.

In addition, due to the constraint of the wheel output torque limit, the total torque output of the single-side wheel may not reach the first single-side control torque. In this case, the longitudinal torque of the single-side wheel should be made to reach the first single-side control torque as much as possible, and the target output torque of each wheel should be determined.

In specific implementation, the strategy for determining the target output torque of each wheel may be different depending on the number and position of the slipping wheels, which will be described in detail later.

By adopting the scheme provided by the embodiment of the present disclosure, when the vehicle is driving in a straight line, if wheel slip is detected, the vehicle controller determines the first unilateral control torque according to the number and position of the slipping wheels, and then determines the target output torque of each wheel with the goal of making the total torque output of the two wheels the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible. The target output torque determined based on the scheme of the embodiment of the present disclosure can realize the re-determination of the torque of each wheel in the case of wheel slip, ensuring that the vehicle will not have dynamic imbalance in the case of wheel slip, and various dangerous accidents caused by dynamic imbalance.

As analyzed above, determining the target output torque of each wheel is directly related to the number and position of the slipping wheels. The following article analyzes how to determine the target output torque of each wheel when the slipping wheels are distributed in various numbers and positions.

1. The number of slipping wheels is one

Fig. 2 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is one. As shown in Fig. 2, when the number of slipping wheels is one, the vehicle anti-skid control method includes S210-S250.

S210: Taking the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque.

If only one wheel is slipping, the following assumption can be made: by increasing the output torque of the other wheel on the same side, the reduction in output torque of the slipping wheel can be compensated as much as possible, so that the total torque output of the vehicle can reach the total required torque as much as possible.

Based on the above assumptions, in order to make the vehicle output torque reach the total required torque as much as possible, it is reasonable to make the total output torque of the wheels on one side close to the normally determined total required torque of one side. Accordingly, in this scheme, the total required torque of the left wheel or the total required torque of the right wheel is used as the unilateral control torque.

In a specific implementation, the total required torque of the left wheel or the total required torque of the right wheel can be compared to determine the larger value of the two, and the aforementioned larger value can be used as the first unilateral control torque so that the final output torque of the vehicle can reach the total required torque of the vehicle as much as possible (here it is considered that in actual driving, the output torque of the wheel when there is no slip is significantly greater than the output torque when there is slip).

S220: Using the anti-skid torque as the target output torque of the slipping wheel.

Combined with the effect of anti-skid torque, the output torque of the slipping wheel exceeds the anti-skid torque and will enter the slipping state. To avoid the slipping state, the maximum output torque of the slipping wheel can only be the anti-skid torque. Therefore, the anti-skid torque is used as the target output torque of the slipping wheel.

S230: Determine a target output torque of the non-slip wheel on the same side based on the anti-slip torque of the slipping wheel, the output torque limit of the non-slip wheel on the same side, and the first unilateral control torque.

As analyzed in S210, ideally, the slipping wheel and the non-slipping wheel on the same side should be controlled according to the first unilateral control torque, so that the sum of the torques of the two wheels reaches the first unilateral control torque. However, due to the constraint of the output torque limit of the non-slipping wheel on the same side, the output torque of the non-slipping wheel on the same side can only reach the output torque limit at most. In this case, the target output torque of the non-slipping wheel on the same side is the smaller of the following two values: (1) the difference between the first unilateral control torque and the anti-slip torque; (2) the output torque limit of the non-slipping wheel on the same side.

S280: Calculate the sum of the anti-skid torque and the target output torque of the non-skidding wheel on the same side as the second unilateral control torque.

In the disclosed embodiment, the second unilateral control torque is the actual control torque truly used to control the total torque output of the wheels on one side of the vehicle.

In order to ensure that the total torque output of the wheels on both sides is the same, after determining the target output torque of the wheel on the non-slip side on the same side, the sum of the target output torque and the anti-slip torque of the non-slip wheel on the same side is obtained to determine the second unilateral control torque.

It can be imagined that if the value of the first unilateral control torque minus the anti-skid torque is less than or equal to the output torque limit of the non-skidding wheel on the same side, the second unilateral control torque is equal to the first unilateral control torque. If the value of the first unilateral control torque minus the anti-skid torque is greater than the output torque limit of the non-skidding wheel on the same side, the second unilateral control torque is less than the first unilateral control torque.

S250: Determine the target output torque of the opposite-side non-slip wheel based on the second unilateral control torque.

After the second unilateral control torque is determined, the target output torques of the two non-slip wheels on the opposite sides may be determined by decomposing the second unilateral control torque.

In a specific application, determining the target output torque of the opposite-side non-slip wheel based on the second unilateral control torque may include S251 - S252 .

S251: Determine the corresponding torque distribution ratio based on the required torque of the non-slipping wheel on the opposite side.

S252: Determine the target output torque corresponding to each opposite-side non-slip wheel based on the second unilateral control torque and the torque distribution ratio.

In practical applications, the required torque of the opposite non-slipping wheel is determined according to the tire state and load distribution state of the non-slipping wheel, which has good rationality. Based on this, it is possible to determine how to allocate the second unilateral control torque according to the ratio of the required torque of the opposite non-slipping wheel to obtain the target output torque corresponding to each opposite non-slipping wheel.

Of course, in other embodiments, other methods may be used to decompose the second unilateral control torque to obtain the target output torques corresponding to the two opposite-side non-slip wheels. For example, half of the second unilateral control torque may be used as the target output torque of the opposite-side non-slip wheels.

In order to better understand the solution, the following specific example is used to analyze this solution. The four wheels (right front wheel, left front wheel, right rear wheel, left rear wheel) are represented by 1, 2, 3, and 4 respectively. x1, x2, x3, and x4 are the required torques of the four wheels under non-slip conditions, and T1, T2, T3, and T4 are the target output torques of each wheel under anti-slip control.

In an accidental case, the left front wheel of the vehicle slips, and the anti-skid torque of the slipping wheel is determined to be s2. In this scheme, the larger value of the sum of the required torques of the two wheels on the same side is selected as the first unilateral control torque X. For example, if the sum of the required torques of the right front wheel and the right rear wheel is greater than the sum of the required torques of the left front wheel and the left rear wheel, the sum of the required torques of the right wheels is used as the first unilateral control torque X.

According to the anti-slip torque s2, it can be determined that T2=s2.

According to the first unilateral control torque X, the anti-slip torque s2 and the output torque limit value Tmax4 of the left rear wheel, it is determined that T4=min(X-s2, Tmax4).

After T2 and T4 are determined, the second unilateral control torque is determined to be T2+T4.

corresponding,

If the first unilateral control torque X is x1+x3, it can be determined by equivalent substitution: If the first unilateral control torque is x2+x4, it can be determined by equivalent substitution/>

When a slipping wheel is a wheel at another position of the vehicle, the target output torque of each wheel can also be determined by the method mentioned above.

2. There are two slipping wheels, and the slipping wheels are located on both sides of the vehicle

FIG3 is a flow chart of a vehicle anti-skid control method when there are two slipping wheels and the two slipping wheels are located on both sides of the vehicle. As shown in FIG3 , when there are two slipping wheels, the vehicle anti-skid control method includes S310-S350. It should be noted that at this time, the two slipping wheels may be coaxial wheels or wheels with crossed axes.

S310: Taking the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque.

S320: Determine a target slipping wheel, and use the anti-skid torque of the target slipping wheel as the corresponding target output torque.

S330: Determine a target output torque of the non-slip wheel on the same side corresponding to the target slipping wheel based on the anti-slip torque of the target slipping wheel, the first unilateral control torque, and the output torque limit of the non-slip wheel on the same side corresponding to the target slipping wheel.

The target slipping wheel is the wheel with the smaller anti-skid torque of the two slipping wheels. In practical applications, the tire models of the four wheels are the same, and the output torque limits they can provide are the same. In order to ensure that the actual output torque of the left wheel is the same as the actual output torque of the right wheel, it is necessary to determine the wheel with the smaller anti-skid torque of the two slipping wheels, and use this wheel with the smaller anti-skid torque as the target slipping wheel.

Ideally, the slipping wheel on one side and the non-slipping wheel on the same side should be controlled according to the first unilateral control torque, so that the sum of the torques of the two reaches the first unilateral control torque. However, due to the constraint of the output torque limit of the non-slipping wheel on the same side, the maximum output torque of the non-slipping wheel on the same side can only reach the output torque limit. In this case, the target output torque of the non-slipping wheel on the same side is the smaller of the following two values: (1) the difference between the first unilateral control torque and the anti-slip torque; (2) the output torque limit of the non-slipping wheel on the same side.

S380: Determine a second unilateral control torque based on the target slipping wheel and the target output torque of the non-slipping wheel on the same side.

The second unilateral control torque is an actual control torque used to control the total torque output of the wheels on one side of the vehicle.

S350: Determine target output torques of the slipping wheels and non-slipping wheels on the other side based on the second unilateral control torque, the anti-slip torque of the slipping wheels on the other side, and the required torque of the non-slipping wheels on the other side.

In a specific implementation, the second unilateral control torque may be proportionally distributed based on the anti-slip torque of the slipping wheel on the other side and the required torque of the non-slipping wheel to determine the target output torque of the slipping wheel and the non-slipping wheel on the other side.

In order to better understand the scheme, the following specific example is used to analyze the scheme. The symbols used in this example are the same as those in the previous embodiment. The vehicle wheel slippage is the slippage of the left front wheel and the right rear wheel.

In this solution, the larger value of the sum of the required torques of the two wheels on the same side is selected as the first unilateral control torque X.

According to the anti-slip moments s2 and s3, it can be determined that T2 = s2 and T3 = s3. Therefore, the left front wheel is taken as the target slipping wheel, and the target output torque of the left non-slipping wheel is calculated first.

According to the first unilateral control torque X, the anti-slip torque s2 and the output torque limit value Tmax4 of the left rear wheel, it is determined that T4=min(X-s2, Tmax4).

After determining T2 and T4, the second unilateral control torque is determined to be T2+T4, and the corresponding T1=min(T2+T4-x3, Tmax1). According to the process in the previous text, according to logical reasoning T2+T4-x3<Tmax1, then T1=T2+T4-x3.

When there are two slipping wheels and the two slipping wheels are coaxial wheels, the method for calculating the output torque of each wheel is the same as the above method and will not be repeated here.

3. There are two slipping wheels, and the slipping wheels are located on the same side of the vehicle

Fig. 4 is a flow chart of a vehicle anti-skid control method when there are two slipping wheels and the two slipping wheels are located on the same side of the vehicle. As shown in Fig. 4, when there is only one slipping wheel, the vehicle anti-skid control method includes S410-S430.

S410: Taking the sum of the anti-skid torques of the two slipping wheels as the first unilateral control torque.

In the disclosed embodiment, since the two slipping wheels are located on the same side of the vehicle, it can be determined that the anti-skid torque of the two slipping wheels also determines the first unilateral control torque. At this time, the anti-skid torque of the two slipping wheels is added to obtain the first unilateral control torque.

S420: Using the anti-skid torque as the target output torque corresponding to the slipping wheel.

S430: Determine the target output torque of the non-slip wheel based on the first unilateral control torque and the required torque of the non-slip wheel.

As analyzed above, it is necessary to ensure that the total torque output of the wheels on both sides is the same, that is, the target output torque of the non-slip wheel on the other side is the first unilateral control torque. For the convenience of processing, the anti-slip torque of the slipping wheel can be directly used as the target output torque of the coaxial non-slipping wheel.

In other embodiments, other methods may be used to determine the target output torque of the non-slip wheel based on the first unilateral control torque, for example, splitting the first unilateral control torque according to the ratio of the required torque of the non-slip wheel to obtain the corresponding target output torque.

The following is a specific example to analyze this solution. The symbols used in this example are the same as those in the previous embodiment. The vehicle wheel slippage is the slippage of the left front wheel and the left rear wheel.

According to the anti-slip moments s2 and s4, it can be determined that T2=s2 and T4=s4.

When it is determined that the two wheels on the same side are slipping, the first unilateral control torque X=T2+T4 is determined. In actual applications, the first unilateral control torque will be much smaller than the output torque of the power source of one wheel. Based on this condition, the output torque of the two non-slip wheels can be determined as follows: (1) T1=T2, T3=T4, that is, the output torque of the coaxial wheels is the same; (2) That is, the output torque of the right wheel is distributed in proportion to the required torque.

4. The number of slipping wheels is three

Fig. 5 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is three. As shown in Fig. 5, when the number of slipping wheels is three, the vehicle anti-skid control method includes S510-S530.

S510: Calculate a first sum of the anti-slip torque of the slipping wheel on the same side, and calculate a second sum of the non-slipping wheel and the output torque limit of the non-slipping wheel on the other side, and use the smaller value of the first sum and the second sum as the first unilateral control torque.

S520: When the first sum is used as the first unilateral control torque, the anti-slip torque of the slipping wheel on the same side is used as the corresponding target output torque, and the target output torque of the slipping wheel and the non-slipping wheel on the other side is determined based on the first unilateral control torque, the anti-slip torque of the slipping wheel on the other side and the required torque of the non-slipping wheel.

S530: When the second sum is used as the first unilateral control torque, the anti-slip torque of the slipping wheel on the other side is used as the corresponding target output torque, the output torque limit of the non-slipping wheel is used as the corresponding target output torque, and the target output torque of the slipping wheel on the same side is determined based on the first unilateral control torque and the anti-slip torque of the slipping wheel on the same side.

The following is a specific example to analyze this solution. The symbols used in this example are the same as those in the previous embodiment. The vehicle wheel slips in the left front wheel, the left rear wheel and the right front wheel, and the right rear wheel does not slip.

According to the above steps, if s2+s4<s1+Tmax3, then T2=x2, T4=s4, X=s2+s4. Then, according to the principle of proportional distribution, Or according to T1=s1, T3=X-T1.

If s2+s43s1+Tmax3, then T1＝s1, T3＝Tmax3, X＝T1+T3,

5. The number of slipping wheels is four

Fig. 6 is a flow chart of a vehicle anti-skid control method when the number of slipping wheels is four. As shown in Fig. 6, when the number of slipping wheels is one, the vehicle anti-skid control method includes S610-S630.

S610: Calculate the sum of the anti-skid torques corresponding to the wheels respectively, and use the smaller value of the two sums as the first unilateral control torque.

S620: The anti-skid torque of the wheel on the side corresponding to the smaller value is used as the corresponding target output torque.

S630: Determine a target output torque of the wheel on the other side based on the first unilateral control torque and the anti-slip torque of the wheel on the other side.

In a specific implementation, the first unilateral control torque may be proportionally distributed based on the anti-skid torque of the two slipping wheels on the other side to determine the target output torque of the two slipping wheels on the other side.

The following is a specific example to analyze this solution. The symbols used in this example are the same as those in the previous embodiment.

By calculating s1+s3<s2+s4, we can make T1=s1, T3=s3, X=s1+s3. Accordingly, according to the principle of proportional distribution,

It should be noted that in Examples 4 and 5, the output torque of each wheel should be constrained by the output torque limit value no matter what.

In addition to providing the aforementioned vehicle anti-skid control method, the embodiment of the present disclosure also provides a vehicle anti-skid control device. FIG7 is a schematic diagram of the structure of the vehicle anti-skid control device provided by the embodiment of the present disclosure. As shown in FIG7, the vehicle anti-skid control device 700 includes a unilateral ideal torque determination unit 701 and a target torque determination unit 702.

The unilateral ideal torque determination unit 701 is used to determine the first unilateral control torque based on the number and/or position of the slipping wheels and the total required torque of the unilateral wheels or the sum of the anti-skid torques of the unilateral wheels. The first unilateral control torque is the ideal control torque for controlling the total torque output of the unilateral wheels.

The target torque determination unit 702 is used to determine the target output torque of each wheel with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side reach the first unilateral control torque as much as possible.

When the number of slipping wheels is one, the unilateral ideal torque determination unit 701 takes the total required torque of the left wheels or the total required torque of the right wheels as the unilateral control torque; the target torque determination unit 702 takes the anti-slip torque as the target output torque of the slipping wheel; and, based on the anti-slip torque of the slipping wheel, the output torque limit of the non-slip wheel on the same side and the first unilateral control torque, determines the target output torque of the non-slip wheel on the same side; calculates the sum of the anti-slip torque and the target output torque of the non-slip wheel on the same side as the second unilateral control torque, which is the actual control torque for controlling the total torque output of the wheels on one side of the vehicle; and determines the target output torque of the non-slip wheel on the opposite side based on the second unilateral control torque.

In some embodiments, the target torque determination unit 702 determines the target output torque of the two opposite non-slip wheels based on the second unilateral control torque, including: determining the corresponding torque distribution ratio based on the required torque of the opposite non-slip wheels; determining the target output torque corresponding to each opposite non-slip wheel based on the second unilateral control torque and the torque distribution ratio.

In some embodiments, when there are two slipping wheels and the two slipping wheels are located on both sides of the vehicle, the unilateral ideal torque determination unit 701 uses the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque. The target torque determination unit 702 determines the target slipping wheel and uses the anti-skid torque of the target slipping wheel as the corresponding target output torque; the target slipping wheel is the wheel with the smaller anti-skid torque among the two slipping wheels; based on the anti-skid torque of the target slipping wheel, the first unilateral control torque, and the output torque limit of the non-skidding wheel on the same side corresponding to the target slipping wheel, the target output torque of the non-skidding wheel on the same side is determined; based on the target output torque of the target slipping wheel and the non-skidding wheel on the same side, the second unilateral control torque is determined, and the second unilateral control torque is the actual control torque used to control the total torque output of the wheels on one side of the vehicle. Based on the second unilateral control torque, the anti-skid torque of the slipping wheel on the other side and the required torque of the non-skidding wheel on the other side, the target output torque of the slipping wheel on the other side and the non-skidding wheel on the other side are determined.

In some embodiments, the unilateral ideal torque determination unit 701 uses the larger value of the total required torque of the left wheel or the total required torque of the right wheel as the first unilateral control torque.

In some embodiments, when there are two slipping wheels and the two slipping wheels are located on the same side of the vehicle, the unilateral ideal torque determination unit 701 uses the sum of the anti-slip torques of the two slipping wheels as the first unilateral control torque. The target torque determination unit 702 uses the anti-slip torque as the target output torque of the corresponding slipping wheel; and determines the target output torque of the non-slipping wheel based on the first unilateral control torque and the required torque of the non-slipping wheel.

In some embodiments, when the number of slipping wheels is three, the unilateral ideal torque determination unit 701 calculates a first sum of the anti-slip torques of the slipping wheels on the same side, and calculates a second sum of the non-slipping wheels and the non-slipping wheel output torque limits on the other side, and uses the smaller value of the first sum and the second sum as the first unilateral control torque.

When the first sum is used as the first unilateral control torque, the target torque determination unit 702 takes the anti-slip torque of the slipping wheel on the same side as the corresponding target output torque, and determines the target output torque of the slipping wheel and the non-slipping wheel on the other side based on the first unilateral control torque, the anti-slip torque of the slipping wheel on the other side and the required torque of the non-slipping wheel.

When the second sum is used as the first unilateral control torque, the target torque determination unit 702 takes the anti-slip torque of the slipping wheel on the other side as the corresponding target output torque, takes the output torque limit of the non-slipping wheel as the corresponding target output torque, and determines the target output torque of the slipping wheel on the same side based on the first unilateral control torque and the anti-slip torque of the slipping wheel on the same side.

The sum of the anti-skid torques of the slipping wheels on the same side is calculated as the first unilateral control torque. The target torque determination unit 702 uses the anti-skid torque of the slipping wheels on the same side as the corresponding target output torque; and determines the target output torque of the slipping wheels and non-slipping wheels on the other side based on the first unilateral control torque, the anti-skid torque of the slipping wheels on the other side and the required torque of the non-slipping wheels.

In some embodiments, when there are four slipping wheels, the unilateral ideal torque determination unit 701 calculates the sum of the anti-skid torques corresponding to the wheels respectively, and uses the smaller of the two sums as the first unilateral control torque. The target torque determination unit 702 uses the anti-skid torque of the wheel on one side corresponding to the smaller value as the corresponding target output torque; based on the first unilateral control torque and the anti-skid torque of the wheel on the other side, determines the target output torque of the wheel on the other side; wherein the target output torque of the wheel on the other side is less than the corresponding anti-skid torque.

The embodiment of the present disclosure also provides a vehicle control device for implementing the aforementioned method. FIG. 8 is a schematic diagram of the structure of the vehicle control device provided by the embodiment of the present disclosure. The following specifically refers to FIG. 8, which shows a schematic diagram of the structure of a vehicle control device 800 suitable for implementing the embodiment of the present disclosure. The vehicle control device shown in FIG. 8 is only an example and should not bring any limitation to the functions and scope of use of the embodiment of the present disclosure.

As shown in FIG8 , the vehicle control device 800 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 801, which can perform various appropriate actions and processes according to a program stored in a read-only memory ROM 802 or a program loaded from a storage device 808 into a random access memory RAM 803. In RAM 803, various programs and data required for the operation of the vehicle control device 800 are also stored. The processing device 801, ROM 802, and RAM 803 are connected to each other via a bus 804. An input/output I/O interface 805 is also connected to the bus 804.

Typically, the following devices may be connected to the I/O interface 805: input devices 806 including, for example, a touch screen, a touchpad, a camera, a microphone, an accelerometer, a gyroscope, etc.; output devices 807 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 808 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 809. The communication device 809 may allow the vehicle control device 800 to communicate wirelessly or wired with other devices to exchange data. Although FIG. 8 shows a vehicle control device 800 with various devices, it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have instead.

In particular, according to an embodiment of the present disclosure, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a non-transitory computer-readable medium, and the computer program contains program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device 809, or installed from a storage device 808, or installed from a ROM 802. When the computer program is executed by the processing device 801, the above-mentioned functions defined in the method of the embodiment of the present disclosure are executed.

It should be noted that the computer-readable medium disclosed above may be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present disclosure, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, device or device. In the present disclosure, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which a computer-readable program code is carried. This propagated data signal may take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer readable signal medium may also be any computer readable medium other than a computer readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. The program code contained on the computer readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

In some embodiments, the client and the server may communicate using any known or future developed network protocol such as HTTP (HyperText Transfer Protocol), and may be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network ("LAN"), a wide area network ("WAN"), an internet (e.g., the Internet), and a peer-to-peer network (e.g., an ad hoc peer-to-peer network), as well as any known or future developed network.

The computer-readable medium may be included in the vehicle control device; or may exist independently without being assembled into the vehicle control device.

The above-mentioned computer-readable medium carries one or more programs. When the above-mentioned one or more programs are executed by the vehicle control device, the vehicle control device: determines a first unilateral control torque based on the number and/or position of the slipping wheels, and the total required torque of the unilateral wheels or the sum of the anti-skid torques of the unilateral wheels, and the first unilateral control torque is an ideal control torque for controlling the total torque output of the unilateral wheels; determines the target output torque of each wheel with the goal of making the total torque output of the wheels on both sides the same and making the total torque output of the wheels on each side try to reach the first unilateral control torque.

Computer program code for performing the operations of the present disclosure may be written in one or more programming languages or a combination thereof, including, but not limited to, object-oriented programming languages such as Java, Smalltalk, C++, and conventional procedural programming languages such as "C" or similar programming languages. The program code may be executed entirely on the tester computer, partially on the tester computer, as a separate software package, partially on the tester computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the tester computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the box can also occur in a sequence different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and/or flow chart, and the combination of the boxes in the block diagram and/or flow chart can be implemented with a dedicated system based on hardware that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

The units involved in the embodiments described in the present disclosure may be implemented by software or hardware, wherein the name of a unit does not, in some cases, constitute a limitation on the unit itself.

The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection according to one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

The embodiments of the present disclosure also provide a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of any of the above method embodiments can be implemented. The execution method and beneficial effects are similar and will not be repeated here.

It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

The above are only specific embodiments of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims (11)

1. A vehicle anti-skid control method is used for determining target output torque of each wheel when the vehicle runs straight and the wheels skid; the method is characterized by comprising the following steps:

Determining a first unilateral control moment based on the number and/or the positions of the slipping wheels and the total required moment of the unilateral wheels or the sum value of the anti-slipping moment of the unilateral wheels, wherein the first unilateral control moment is an ideal control moment for controlling the total moment output of the unilateral wheels;

And determining the target output moment of each wheel by taking the total moment output of the wheels at the two sides as the same and taking the total moment output of each wheel at each side as the target for trying to reach the first unilateral control moment.

2. The method of claim 1, wherein the step of determining the position of the substrate comprises,

In the case where the number of slipping wheels is one, the determining a first one-sided control torque based on the number and/or position of slipping wheels and a sum of a one-sided wheel total demand torque or a one-sided wheel anti-slip torque includes: taking the total required torque of the left side wheel or the total required torque of the right side wheel as the first unilateral control torque;

the step of determining the target output moment of each wheel by taking the total moment output of the wheels at two sides as the same and making the total moment output of each wheel at each side reach the first unilateral control moment as the target, includes:

taking the anti-skid moment as a target output moment of the skid wheel; and

Determining a target output torque of the same-side non-skid wheel based on the anti-skid torque of the skid wheel, an output torque limit value of the same-side non-skid wheel and the first single-side control torque;

Calculating the sum of the anti-skid moment and the target output moment of the same-side non-skid wheel to be used as a second unilateral control moment, wherein the second unilateral control moment is an actual control moment for controlling the total moment output of the vehicle unilateral wheel;

And determining a target output torque of the non-skid wheel on the different side based on the second single-side control torque.

3. The method of claim 2, wherein the determining the target output torque for the two non-skid wheels on the opposite side based on the second one-sided control torque comprises:

Determining a corresponding torque distribution ratio based on the demanded torque of the non-skid wheel on the opposite side;

And determining a target output torque corresponding to each of the non-skid wheels on the basis of the second unilateral control torque and the torque distribution ratio.

4. The method of claim 1, wherein the step of determining the position of the substrate comprises,

In the case where the number of slipping wheels is two and two of the slipping wheels are located on both sides of the vehicle, the determining of the first one-sided control torque based on the number and/or the position of the slipping wheels and the sum of the one-sided wheel total demand torque or the one-sided wheel anti-slip torque includes: taking the total required torque of the left side wheel or the total required torque of the right side wheel as the first unilateral control torque;

the step of determining the target output moment of each wheel by taking the total moment output of the wheels at two sides as the same and making the total moment output of each wheel at each side reach the first unilateral control moment as the target, includes:

Determining a target slipping wheel, and taking the anti-slip moment of the target slipping wheel as a corresponding target output moment; the target slipping wheels are wheels with smaller anti-slip moment in the two slipping wheels;

Determining a target output torque of the same-side non-slip wheel based on the anti-slip torque of the target slip wheel, the first single-side control torque and an output torque limit value of the same-side non-slip wheel corresponding to the target slip wheel;

Determining a second unilateral control moment based on the target output moment of the target skid wheel and the target output moment of the same-side non-skid wheel, wherein the second unilateral control moment is an actual control moment for controlling the total moment output of the unilateral wheels of the vehicle;

And determining target output moments of the other side slipping wheel and the other side non-slipping wheel based on the second unilateral control moment, the anti-slip moment of the other side slipping wheel and the required moment of the other side non-slipping wheel.

5. The method according to any one of claims 2-4, wherein said taking as the one-sided control torque the total required torque of the left side wheel or the total required torque of the right side wheel comprises:

And taking the larger value of the total required torque of the left side wheel or the total required torque of the right side wheel as the first unilateral control torque.

6. The method of claim 1, wherein the step of determining the position of the substrate comprises,

In the case where the number of slipping wheels is two and two of the slipping wheels are on the same side of the vehicle, the determining of the first one-sided control torque based on the number and/or position of the slipping wheels and the sum of the one-sided wheel total demand torque or the one-sided wheel anti-slip torque includes: taking the sum of the anti-skid moments of the two skid wheels as the first unilateral control moment;

the step of determining the target output moment of each wheel by taking the total moment output of the wheels at two sides as the same and making the total moment output of each wheel at each side reach the first unilateral control moment as the target, includes:

Taking the anti-skid moment as a target output moment of a corresponding skid wheel; and

And determining the target output moment of the non-skid wheel based on the first unilateral control moment and the required moment of the non-skid wheel.

7. The method of claim 1, wherein the step of determining the position of the substrate comprises,

In the case that the number of the skid wheels is three, the determining the first one-sided control moment based on the number and/or the position of the skid wheels and the sum of the total required moment of the one-sided wheels or the anti-skid moment of the one-sided wheels includes: calculating a first sum of anti-skid moments of the wheels on the same side, calculating a second sum of output torque limit values of the wheels on the other side and the wheels on the other side, and taking the smaller value of the first sum and the second sum as a first unilateral control moment;

the step of determining the target output moment of each wheel by taking the total moment output of the wheels at two sides as the same and making the total moment output of each wheel at each side reach the first unilateral control moment as the target, includes:

Under the condition that the first sum value is adopted as the first unilateral control moment, the anti-skid moment of the same-side skid wheel is adopted as a corresponding target output moment, and the target output moment of the other-side skid wheel and the target output moment of the non-skid wheel are determined based on the first unilateral control moment, the anti-skid moment of the other-side skid wheel and the required moment of the non-skid wheel; or alternatively

And under the condition that the second sum value is adopted as a first unilateral control moment, taking the anti-skid moment of the other side skid wheel as a corresponding target output moment, taking the output torque limit value of the non-skid wheel as a corresponding target output moment, and determining the target output moment of the same side skid wheel based on the first unilateral control moment and the anti-skid moment of the same side skid wheel.

8. The method of claim 1, wherein the step of determining the position of the substrate comprises,

In the case that the number of the skid wheels is four, determining a first one-side control moment based on the number and/or the position of the skid wheels and the sum of the total required moment of the one-side wheels or the anti-skid moment of the one-side wheels, wherein the first one-side control moment comprises; calculating the sum of the anti-slip moments corresponding to the wheels respectively, and taking the smaller value of the two sums as the first unilateral control moment;

the step of determining the target output moment of each wheel by taking the total moment output of the wheels at two sides as the same and making the total moment output of each wheel at each side reach the first unilateral control moment as the target, includes:

Taking the anti-skid moment of the wheel at the side corresponding to the smaller value as a corresponding target output moment;

Determining a target output torque of the wheel on the other side based on the first unilateral control torque and the anti-skid torque of the wheel on the other side; wherein the target output moment of the wheel on the other side is smaller than the corresponding anti-skid moment.

9. A vehicle anti-skid control device is used for determining target output torque of each wheel when the vehicle runs straight and the wheel skid occurs; characterized in that the determining means comprises:

The single-side ideal torque determining unit is used for determining a first single-side control torque based on the number and/or the positions of the slipping wheels and the total required torque of the single-side wheels or the sum value of the anti-slip torque of the single-side wheels, wherein the first single-side control torque is an ideal control torque for controlling the total torque output of the single-side wheels;

And the target moment determining unit is used for determining the target output moment of each wheel by taking the total moment output of the wheels at the two sides as the same and enabling the total moment output of the wheels at each side to try to reach the first unilateral control moment as a target.

10. A vehicle control apparatus characterized by comprising a processor and a memory for storing a computer program;

the computer program, when loaded by the processor, causes the processor to perform the vehicle anti-skid control method as set forth in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that the storage medium stores a computer program, which when executed by a processor, causes the processor to implement the vehicle anti-skid control method according to any one of claims 1 to 8.