CN116620260A - Control method and device for safe running of whole vehicle, medium and electronic equipment - Google Patents
Control method and device for safe running of whole vehicle, medium and electronic equipment Download PDFInfo
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Classifications
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- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
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- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/14—Yaw
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- 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
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- Transportation (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The application relates to the technical field of whole vehicle control, and discloses a control method, a device, a medium and electronic equipment for safe running of a whole vehicle. The method comprises the following steps: acquiring a target rotating speed instruction sent by the whole vehicle controller to the hub motor; acquiring the actual rotating speed of the hub motor; if the target rotating speed corresponding to the target rotating speed command is different from the actual rotating speed, judging that the hub motor fails; if the hub motor fails, acquiring yaw stress information of the whole vehicle; determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information; and adjusting the steering wheel angle based on the deviation angle so that the whole vehicle runs along a straight line. The control method for the safe running of the whole vehicle can quickly adjust the angle of the steering wheel according to the calculated deviation angle, improves the efficiency of the straight running control of the whole vehicle and further improves the running safety of the whole vehicle.
Description
Technical Field
The application relates to the technical field of whole vehicle control, in particular to a control method, a device, a medium and electronic equipment for safe running of a whole vehicle.
Background
The effect that needs to be achieved after the system failure of the vehicle is that the vehicle can run for a certain distance and then stop, and after the single motor of the independently driven electric automobile fails, the vehicle is required to run in a straight line to achieve the aim of improving safety. In the existing control method, the ratio analysis is usually carried out on the actual torque and the expected torque of each hub motor, so that if a plurality of hub motors are arranged in an automobile, the monitoring analysis is carried out on each hub motor one by one, the efficiency is obviously lower, the control scheme of the automobile cannot be obtained quickly, and the automobile cannot be controlled quickly to enable the automobile to run in a straight line. Therefore, the existing control method obviously has the problem of insufficient safety caused by low efficiency.
Disclosure of Invention
The application provides a control method, a device, a medium and electronic equipment for safe running of a whole vehicle, which can rapidly control the vehicle when an in-wheel motor fails so as to enable the vehicle to run straight and improve the running safety of the whole vehicle.
Other features and advantages of the application will be apparent from the following detailed description, or may be learned by the practice of the application.
According to an aspect of the embodiment of the application, there is provided a control method for safe running of a whole vehicle, the method is applied to a whole vehicle control system, the whole vehicle system comprises a whole vehicle controller and a hub motor, and the method comprises:
acquiring a target rotating speed instruction sent by the whole vehicle controller to the hub motor;
acquiring the actual rotating speed of the hub motor;
if the target rotating speed corresponding to the target rotating speed command is different from the actual rotating speed, judging that the hub motor fails;
if the hub motor fails, acquiring yaw stress information of the whole vehicle;
determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information;
and adjusting the steering wheel angle based on the deviation angle so that the whole vehicle runs along a straight line.
In an embodiment of the present application, based on the foregoing solution, the obtaining yaw stress information of the whole vehicle includes:
the stress information of four tires of the whole vehicle is obtained;
and acquiring yaw stress information of the whole vehicle based on the stress information.
In an embodiment of the present application, based on the foregoing solution, the stress information includes stress information of front wheels and stress information of rear wheels, and the obtaining yaw stress information of the whole vehicle based on the stress information includes:
acquiring first yaw stress information of front wheels of the whole vehicle based on the front wheel stress information;
acquiring second yaw stress information of the rear wheels of the whole vehicle based on the rear wheel stress information;
and acquiring the yaw stress information based on the first yaw stress information and the second yaw stress information.
In an embodiment of the present application, based on the foregoing solution, the determining, based on the yaw stress information, a deviation angle of a steering wheel of the entire vehicle includes:
acquiring the yaw moment of the whole vehicle based on the yaw stress information;
acquiring the yaw rate of the whole vehicle based on the yaw moment;
and determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate.
In one embodiment of the present application, based on the foregoing aspect, the determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate includes:
determining a corner angle of front wheels of the whole vehicle based on the yaw rate;
and determining the deviation angle of the steering wheel of the whole vehicle based on the rotation angle.
In an embodiment of the present application, based on the foregoing aspect, the determining the deviation angle of the steering wheel of the entire vehicle based on the steering angle includes:
acquiring a steering angle transmission ratio of the front wheel and the steering wheel;
multiplying the steering angle transmission ratio by the steering angle of the front wheels to obtain the deviation angle of the steering wheel.
In one embodiment of the present application, based on the foregoing, the adjusting the steering wheel angle based on the offset angle includes:
acquiring a compensation angle of the steering wheel based on the deviation angle;
and adjusting the steering wheel angle through an EPS controller based on the compensation angle.
According to an aspect of the embodiment of the application, there is provided a control device for safe running of a whole vehicle, the device comprising a first acquisition unit, a second acquisition unit and a control unit, wherein the first acquisition unit is used for acquiring a target rotating speed instruction sent by the whole vehicle controller to the hub motor; a second acquisition unit for acquiring an actual rotational speed of the in-wheel motor; a judging unit for judging that the hub motor fails if the target rotating speed corresponding to the target rotating speed command is different from the actual rotating speed; the third acquisition unit is used for acquiring yaw stress information of the whole vehicle if the hub motor fails; the determining unit is used for determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information; and the adjusting unit is used for adjusting the steering wheel angle based on the deviation angle so as to enable the whole vehicle to run along a straight line.
According to an aspect of the embodiments of the present application, there is provided a computer-readable storage medium having stored thereon a computer program including executable instructions that, when executed by a processor, implement the control method for safe running of a whole vehicle as described in the above embodiments.
According to an aspect of an embodiment of the present application, there is provided an electronic apparatus including: one or more processors; and the memory is used for storing executable instructions of the processor, and when the executable instructions are executed by the one or more processors, the one or more processors are enabled to realize the control method for the safe running of the whole vehicle in the embodiment.
In the technical scheme of the embodiment of the application, whether the hub motor fails or not can be rapidly known by comparing and judging the speed value of the target rotating speed corresponding to the target rotating speed command and the actual rotating speed of the hub motor. When the hub motor fails, the deviation angle of the steering wheel of the whole vehicle is determined according to the yaw stress information of the whole vehicle, and then the steering wheel angle is adjusted according to the deviation angle so that the whole vehicle runs along a straight line.
According to the control method for the safe running of the whole vehicle, provided by the application, the actual torque and the expected motor torque of each hub motor do not need to be subjected to ratio analysis one by one, the deviation angle of the steering wheel of the current whole vehicle can be calculated only through the yaw stress information of the whole vehicle, and then the steering wheel angle can be quickly adjusted according to the deviation angle, so that the efficiency of the linear running control of the whole vehicle is improved, and the running safety of the whole vehicle is further improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is evident that the drawings in the following description are only some embodiments of the present application and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art. In the drawings:
fig. 1 is a flowchart of a control method for safe running of a whole vehicle according to an embodiment of the present application;
FIG. 2 is a flow chart illustrating the obtaining yaw stress information of the whole vehicle based on the stress information according to an embodiment of the present application;
fig. 3 is a block diagram of a control device for safe running of the whole vehicle according to an embodiment of the present application;
fig. 4 is a schematic diagram showing a system structure of an electronic device according to an embodiment of the present application;
fig. 5 is a schematic diagram of the front and rear wheels of the whole vehicle and the overall stress analysis according to the embodiment of the application.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art.
Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the application may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the application.
The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor means and/or micro-control node means.
The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.
It should be noted that: references herein to "a plurality" means two or more. "and/or" describes an association relationship of an association object, meaning that there may be three relationships, e.g., a and/or B may represent: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.
The implementation details of the technical scheme of the embodiment of the application are described in detail below:
firstly, it should be noted that the control scheme for the safe running of the whole vehicle provided by the application can be applied to the related technical field of whole vehicle control. Whether the hub motor fails or not can be rapidly known by comparing and judging the speed value of the target rotating speed corresponding to the target rotating speed command with the actual rotating speed of the hub motor. When the hub motor fails, the deviation angle of the steering wheel of the whole vehicle is determined according to the yaw stress information of the whole vehicle, and then the steering wheel angle is adjusted according to the deviation angle so that the whole vehicle runs along a straight line.
According to the control method for the safe running of the whole vehicle, provided by the application, the actual torque and the expected motor torque of each hub motor do not need to be subjected to ratio analysis one by one, the deviation angle of the steering wheel of the current whole vehicle can be calculated only through the yaw stress information of the whole vehicle, and then the steering wheel angle can be quickly adjusted according to the deviation angle, so that the efficiency of the linear running control of the whole vehicle is improved, and the running safety of the whole vehicle is further improved.
According to an aspect of the present application, a control method for safe running of a whole vehicle is provided, fig. 1 is a flowchart of a control method for safe running of a whole vehicle according to an embodiment of the present application, and fig. 5 is a schematic diagram of stress analysis of a whole vehicle. The control method for the safe running of the whole vehicle is applied to a whole vehicle control system, the whole vehicle system comprises a whole vehicle controller and a hub motor, and the control method for the safe running of the whole vehicle at least comprises the following steps 110 to 160, and is described in detail:
in step 110, a target rotation speed command sent by the vehicle controller to the hub motor is obtained.
Specifically, in the whole vehicle system, the whole vehicle controller and the hub motor are subjected to data interaction to enable the rotating speed of the hub motor to be controlled through the whole vehicle controller. When the hub motor fails, the target rotating speed command sent by the whole vehicle controller cannot be responded at the moment, and the hub motor still operates at the original rotating speed. It is thus possible to determine whether the in-wheel motor has failed by acquiring the actual rotational speed of the in-wheel motor.
Further, the whole vehicle controller can interact with the data information of the hub motor, that is to say, the whole vehicle controller can enable the hub motor to reach the required target rotating speed by sending an instruction to the hub motor, and therefore the target rotating speed required by the current whole vehicle controller can be obtained by obtaining the target rotating speed instruction sent by the whole vehicle controller to the hub motor.
In step 120, the actual rotational speed of the in-wheel motor is obtained.
Specifically, whether the current hub motor has failed can be rapidly determined by acquiring and comparing the actual rotation speed of the hub motor with a target rotation speed corresponding to a target rotation speed command sent to the hub motor by the whole vehicle controller. For example, the whole vehicle controller sends a command with a target rotating speed of 3000RPM to the hub motor, and the actual rotating speed of the current hub motor is 2000RPM, because 2000RPM is the target rotating speed sent by the whole vehicle controller in the last cycle, and the hub motor cannot respond to the command with the target rotating speed of 3000RPM after failure, so the hub motor still operates according to the rotating speed of 2000 RPM.
In step 130, if the target rotation speed corresponding to the target rotation speed command is different from the actual rotation speed, it is determined that the hub motor fails.
Specifically, when the target rotation speed corresponding to the target rotation speed command is different from the actual rotation speed, it is indicated that the hub motor cannot respond to the target rotation speed command sent by the whole vehicle controller at this time, it is indicated that the hub motor has failed at this time, and the vehicle may shake repeatedly left and right, so that it is required to control the vehicle to keep traveling in a straight line at this time to improve the traveling safety of the whole vehicle.
Further, when the current rotation speed is inconsistent with the target rotation speed, the hub motor cannot respond to the latest target rotation speed instruction after failure, and still responds to the target rotation speed corresponding to the previous period, so that the steering wheel of the whole vehicle needs to be controlled again by acquiring stress information of the whole vehicle, and the whole vehicle can run in a straight line to improve the running safety of the whole vehicle.
In step 140, if the hub motor fails, yaw stress information of the whole vehicle is obtained.
In one embodiment of the present application, the obtaining yaw stress information of the whole vehicle includes:
the stress information of four tires of the whole vehicle is obtained;
and acquiring yaw stress information of the whole vehicle based on the stress information.
Specifically, the yaw stress information of the whole vehicle comprises the yaw stress of the whole vehicle and the yaw moment of the whole vehicle. As shown in fig. 5, the yaw stress of the whole vehicle can be calculated by the following formula:
∑F Y ＝F yf ·cosδ+F yr
wherein F is Y For yaw stress of the whole vehicle F yf Is the side force of the front wheel of the whole vehicle, F yr Delta is the angle of rotation of the front wheel of the whole vehicle.
In one embodiment of the present application, referring to fig. 2, the stress information includes front wheel stress information and rear wheel stress information, and step 140 may be performed according to steps S1 to S3:
step S1: and acquiring first yaw stress information of front wheels of the whole vehicle based on the front wheel stress information.
Step S2: and acquiring second yaw stress information of the rear wheels of the whole vehicle based on the rear wheel stress information.
Step S3: and acquiring the yaw stress information based on the first yaw stress information and the second yaw stress information.
Specifically, a first yaw force of front wheels of the entire vehicleInformation, namely the lateral force F of the front wheels of the whole vehicle yf . The second yaw stress information of the rear wheels of the whole vehicle, namely the longitudinal force F of the rear wheels yr . Therefore, the yaw stress F of the whole vehicle corresponding to the yaw stress information can be calculated through the first yaw stress information and the second yaw stress information Y 。
In step 150, a yaw angle of the steering wheel of the entire vehicle is determined based on the yaw stress information.
In one embodiment of the present application, the determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information includes:
acquiring the yaw moment of the whole vehicle based on the yaw stress information;
acquiring the yaw rate of the whole vehicle based on the yaw moment;
and determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate.
In one embodiment of the present application, the determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate includes:
determining a corner angle of front wheels of the whole vehicle based on the yaw rate;
and determining the deviation angle of the steering wheel of the whole vehicle based on the rotation angle.
Specifically, the yaw moment of the whole vehicle can be calculated by the following formula:
∑M Z ＝a·F yf ·cosδ-b·F yt
where, as shown in fig. 5, a is the distance from the centroid to the front axis, and b is the distance from the centroid to the rear axis. The front axle is the central axis of the front wheel of the whole vehicle in the y direction, and the rear axle is the central axis of the rear wheel of the whole vehicle in the y direction. F (F) yf Is the side force of the front wheel of the whole vehicle, F yr Delta is the angle of rotation of the front wheel of the whole vehicle.
Further, by combining the relation among the kinematic variables in the formula, the motion differential equation is further simplified to obtain:
wherein K is f The equivalent cornering stiffness of the front axle is a preset value; k (K) r The equivalent cornering stiffness of the rear axle is a preset value; omega r The yaw rate of the whole vehicle; ΔM z The additional yaw moment of the whole vehicle is that beta is the centroid side deflection angle, V X The centroid lateral velocity, a, is the centroid to front axis distance, and b is the centroid to rear axis distance.
The dynamic response process of yaw rate along with steering wheel angle input is regarded as a second-order system, and the transfer function form of the yaw rate of the two-degree-of-freedom linear automobile model to the front wheel steering angle response is obtained by carrying out Law transformation on the second-order system as follows:
wherein omega r The yaw rate of the whole vehicle; g r The steady-state gain input to the front wheel steering angle for the yaw rate is a preset value; τ r Zeta is the damping ratio, s is the response time, ω n Is the natural circular frequency of the system.
Further, the above formula may be converted to the following formula:
further, the following formula can be obtained by conversion according to the above formula:
for ease of formulation, the formula is replaced with A, B, C:
wherein G is mz The steady-state gain input to the front wheel steering angle for the yaw moment is a preset value;for driving force of left rear wheel, F yr_R D is the driving force of the right rear wheel 2 Is the wheel track of the rear wheel.
Thus, the rotation angle of the steering wheel can be calculated based on the above formula:
θ＝n·((B·C)/A)
and θ is the rotation angle of the steering wheel, and n is the steering angle transmission ratio of the front wheel and the steering wheel. Further, the calculation of the steering wheel deviation angle may be performed based on the calculated steering wheel rotation angle θ.
Further, the calculation of the steering angle transmission ratio of the front wheel and the steering wheel and the deviation angle of the steering wheel can be performed according to the following formula:
θ＝n·δ
wherein θ is the rotation angle of the steering wheel, n is the steering angle transmission ratio of the front wheel and the steering wheel, and δ is the rotation angle of the front wheel of the whole vehicle.
In step 160, the steering wheel angle is adjusted based on the deviation angle to make the whole vehicle travel along a straight line.
In one embodiment of the present application, the adjusting the steering wheel angle based on the offset angle includes:
acquiring a compensation angle of the steering wheel based on the deviation angle;
and adjusting the steering wheel angle through an EPS controller based on the compensation angle.
Specifically, the compensation angle and the deviation angle are opposite values, and the steering wheel angle can be adjusted through the EPS controller by the compensation angle. An electric power steering system (Eelectric Power Steering, simply EPS) is a power steering system that directly relies on an electric motor to provide assist torque. It has many advantages as a new power steering system over conventional hydraulic steering techniques that have been developed for decades.
The EPS can change the electric power steering characteristic of the EPS through software, so that the utilization rate of hardware resources is improved; the steering is light and convenient during low-speed running, and the steering has a sunk feeling during high-speed running; the power-assisted motor only works during steering, and automobile energy can be saved. The latest electronic technology and the high-performance motor control technology are applied to the automobile steering system by the electric power steering technology, so that the economical efficiency, the dynamic property and the maneuverability of the automobile are greatly improved, and the requirements of the development of modern automobiles are met; the electric power steering system has the characteristics of few components, simple structure, convenience in installation and maintenance and the like.
The automobile adopting the electric power steering system is characterized in that the storage battery provides larger driving current for the motor during steering, and only provides small control current for the motor during straight running, and the control system can adjust and control the power assistance or damping of the motor according to road conditions and vehicle conditions, so that the power requirement on an engine is reduced, and the driving and steering comfort and the running safety are greatly improved. Therefore, after the compensation angle is calculated, the EPS controller is utilized to adjust the steering wheel angle, so that the steering wheel angle has higher stability and safety and reliability.
In the existing control method, only the actual torque and the expected motor torque of each hub motor are subjected to ratio analysis, so that if a plurality of hub motors are arranged in an automobile, the monitoring analysis of each hub motor one by one is obviously low in efficiency, the control scheme of the automobile cannot be obtained quickly, and the automobile cannot be controlled quickly to enable the automobile to run in a straight line. Therefore, the existing control method obviously has the problem of insufficient safety caused by low efficiency.
In the control method for the safe running of the whole vehicle, provided by the application, whether the hub motor fails or not is rapidly known only by comparing and judging the speed value of the target rotating speed corresponding to the target rotating speed command with the actual rotating speed of the hub motor. When the hub motor fails, the deviation angle of the steering wheel of the whole vehicle is determined according to the yaw stress information of the whole vehicle, and then the steering wheel angle is adjusted according to the deviation angle so that the whole vehicle runs along a straight line.
According to the control method for the safe running of the whole vehicle, provided by the application, the actual torque and the expected motor torque of each hub motor do not need to be subjected to ratio analysis one by one, the deviation angle of the steering wheel of the current whole vehicle can be calculated only through the yaw stress information of the whole vehicle, and then the steering wheel angle can be quickly adjusted according to the deviation angle, so that the efficiency of the linear running control of the whole vehicle is improved, and the running safety of the whole vehicle is further improved.
Fig. 3 is a block diagram of a control device 300 for vehicle safe driving according to an embodiment of the present application, where the control device 300 for vehicle safe driving according to an embodiment of the present application includes: a first acquisition unit 301, a second acquisition unit 302, a determination unit 303, a third acquisition unit 304, a determination unit 305, and an adjustment unit 306.
A first obtaining unit 301, configured to obtain a target rotation speed instruction sent by the vehicle controller to the hub motor;
a second acquisition unit 302 for acquiring an actual rotational speed of the in-wheel motor;
a determining unit 303 configured to determine that the hub motor fails if the target rotational speed corresponding to the target rotational speed command is different from the actual rotational speed;
the third obtaining unit 304 is configured to obtain yaw stress information of the whole vehicle if the hub motor fails;
a determining unit 305, configured to determine a deviation angle of the steering wheel of the entire vehicle based on the yaw stress information;
and the adjusting unit 306 is used for adjusting the steering wheel angle based on the deviation angle so as to enable the whole vehicle to run along a straight line.
As another aspect, the present application also provides a computer readable storage medium having stored thereon a program product capable of implementing the method provided in the present specification. In some possible implementations, the various aspects of the application may also be implemented in the form of a program product comprising program code for causing a terminal device to carry out the steps according to the various exemplary embodiments of the application as described in the "example methods" section of this specification, when the program product is run on the terminal device.
A program product for implementing the above-described method according to an embodiment of the present application may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the program product of the present application is not limited thereto, and in this document, a readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium would include the following: an electrical connection having one or more wires, a portable disk, a hard disk, random Access Memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The computer readable signal medium may include a data signal propagated in baseband or as part of a carrier wave with readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
Program code for carrying out operations of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server. In the case of remote computing devices, the remote computing device may be connected to the user computing device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computing device (e.g., connected via the Internet using an Internet service provider).
On the other hand, the application also provides electronic equipment capable of realizing the method.
Those skilled in the art will appreciate that the various aspects of the application may be implemented as a system, method, or program product. Accordingly, aspects of the application may be embodied in the following forms, namely: an entirely hardware embodiment, an entirely software embodiment (including firmware, micro-code, etc.) or an embodiment combining hardware and software aspects may be referred to herein as a "circuit," module "or" system.
An electronic device 400 according to such an embodiment of the application is described below with reference to fig. 4. The electronic device 400 shown in fig. 4 is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present application.
As shown in fig. 4, the electronic device 400 is embodied in the form of a general purpose computing device. The components of electronic device 400 may include, but are not limited to: the at least one processing unit 410, the at least one memory unit 420, and a bus 430 connecting the various system components, including the memory unit 420 and the processing unit 410.
Wherein the storage unit stores program code that is executable by the processing unit 410 such that the processing unit 410 performs steps according to various exemplary embodiments of the present application described in the above-described "example methods" section of the present specification.
The storage unit 420 may include readable media in the form of volatile storage units, such as Random Access Memory (RAM) 421 and/or cache memory 422, and may further include Read Only Memory (ROM) 423.
The storage unit 420 may also include a program/utility 424 having a set (at least one) of program modules 425, such program modules 425 including, but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment.
Bus 430 may be a local bus representing one or more of several types of bus structures including a memory unit bus or memory unit control node, a peripheral bus, an accelerated graphics port, a processing unit, or using any of a variety of bus architectures.
The electronic device 400 may also communicate with one or more external devices 1200 (e.g., keyboard, pointing device, bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 400, and/or any device (e.g., router, modem, etc.) that enables the electronic device 400 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 450. Also, electronic device 400 may communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the Internet, through network adapter 460. As shown, the network adapter 460 communicates with other modules of the electronic device 400 over the bus 430. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with electronic device 400, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.
From the above description of embodiments, those skilled in the art will readily appreciate that the example embodiments described herein may be implemented in software, or may be implemented in software in combination with the necessary hardware. Thus, the technical solutions according to embodiments of the present application may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.) or on a network, including if the instructions are to cause a computing device (may be a personal computer, a server, a terminal device, or a network device, etc.) to perform the method according to embodiments of the present application.
Furthermore, the above-described drawings are only schematic illustrations of processes included in the method according to the exemplary embodiment of the present application, and are not intended to be limiting. It will be readily appreciated that the processes shown in the above figures do not indicate or limit the temporal order of these processes. In addition, it is also readily understood that these processes may be performed synchronously or asynchronously, for example, among a plurality of modules.
It is to be understood that the application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (10)
1. The method is characterized by being applied to a vehicle control system, wherein the vehicle system comprises a vehicle controller and a hub motor, and the method comprises the following steps:
acquiring a target rotating speed instruction sent by the whole vehicle controller to the hub motor;
acquiring the actual rotating speed of the hub motor;
if the target rotating speed corresponding to the target rotating speed command is different from the actual rotating speed, judging that the hub motor fails;
if the hub motor fails, acquiring yaw stress information of the whole vehicle;
determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information;
and adjusting the steering wheel angle based on the deviation angle so that the whole vehicle runs along a straight line.
2. The method for controlling safe running of a whole vehicle according to claim 1, wherein the obtaining yaw stress information of the whole vehicle comprises:
the stress information of four tires of the whole vehicle is obtained;
and acquiring yaw stress information of the whole vehicle based on the stress information.
3. The method for controlling safe running of a whole vehicle according to claim 2, wherein the stress information includes stress information of front wheels and stress information of rear wheels, and the step of acquiring yaw stress information of the whole vehicle based on the stress information includes:
acquiring first yaw stress information of front wheels of the whole vehicle based on the front wheel stress information;
acquiring second yaw stress information of the rear wheels of the whole vehicle based on the rear wheel stress information;
and acquiring the yaw stress information based on the first yaw stress information and the second yaw stress information.
4. The control method for safe running of the whole vehicle according to claim 1, wherein the determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information includes:
acquiring the yaw moment of the whole vehicle based on the yaw stress information;
acquiring the yaw rate of the whole vehicle based on the yaw moment;
and determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate.
5. The control method for safe running of the whole vehicle according to claim 4, wherein the determining the deviation angle of the steering wheel of the whole vehicle based on the yaw rate includes:
determining a corner angle of front wheels of the whole vehicle based on the yaw rate;
and determining the deviation angle of the steering wheel of the whole vehicle based on the rotation angle.
6. The control method for safe running of the whole vehicle according to claim 5, wherein the determining the deviation angle of the steering wheel of the whole vehicle based on the turning angle includes:
acquiring a steering angle transmission ratio of the front wheel and the steering wheel;
multiplying the steering angle transmission ratio by the steering angle of the front wheels to obtain the deviation angle of the steering wheel.
7. The control method for safe running of the whole vehicle according to claim 4, wherein the adjusting the steering wheel angle based on the deviation angle includes:
acquiring a compensation angle of the steering wheel based on the deviation angle;
and adjusting the steering wheel angle through an EPS controller based on the compensation angle.
8. A control device for safe running of a whole vehicle, the device comprising:
the first acquisition unit is used for acquiring a target rotating speed instruction sent to the hub motor by the whole vehicle controller;
a second acquisition unit for acquiring an actual rotational speed of the in-wheel motor;
a judging unit for judging that the hub motor fails if the target rotating speed corresponding to the target rotating speed command is different from the actual rotating speed;
the third acquisition unit is used for acquiring yaw stress information of the whole vehicle if the hub motor fails;
the determining unit is used for determining the deviation angle of the steering wheel of the whole vehicle based on the yaw stress information;
and the adjusting unit is used for adjusting the steering wheel angle based on the deviation angle so as to enable the whole vehicle to run along a straight line.
9. A computer readable storage medium having stored therein at least one program code loaded and executed by a processor to implement operations performed by the method of any of claims 1 to 7.
10. An electronic device comprising one or more processors and one or more memories, the one or more memories having stored therein at least one piece of program code that is loaded and executed by the one or more processors to implement the operations performed by the method of any of claims 1-7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310451229.6A CN116620260A (en) | 2023-04-24 | 2023-04-24 | Control method and device for safe running of whole vehicle, medium and electronic equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310451229.6A CN116620260A (en) | 2023-04-24 | 2023-04-24 | Control method and device for safe running of whole vehicle, medium and electronic equipment |
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| Publication Number | Publication Date |
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| CN116620260A true CN116620260A (en) | 2023-08-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310451229.6A Pending CN116620260A (en) | 2023-04-24 | 2023-04-24 | Control method and device for safe running of whole vehicle, medium and electronic equipment |
Country Status (1)
| Country | Link |
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| CN (1) | CN116620260A (en) |
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- 2023-04-24 CN CN202310451229.6A patent/CN116620260A/en active Pending
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