CN116767240A - Wheel speed correction method and device and electronic equipment - Google Patents
Wheel speed correction method and device and electronic equipment Download PDFInfo
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Abstract
The application discloses a wheel speed correction method, a wheel speed correction device and electronic equipment, wherein the method comprises the following steps: under the condition that the vehicle is turning, acquiring wheel speeds of wheels measured at the current sampling moment of the vehicle; correcting the wheel speed of the first left front wheel and the wheel speed of the first right front wheel by utilizing the wheel speeds to obtain the wheel speed of the second left front wheel and the wheel speed of the second right front wheel; determining the corrected left front wheel speed corrected at the current sampling moment according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling moment; and determining the corrected right front wheel speed at the current sampling moment according to the difference between the second right front wheel speed and the right front wheel speed corrected at the last sampling moment. Through the steps, the left front wheel speed and the right front wheel speed are corrected under the condition that the vehicle is turning, and the wheel speeds of the wheels without the influence of the angular speed of the turning angles of the wheels can be output, so that the accuracy of the output of the wheel speeds of the wheels is improved.
Description
Technical Field
The application belongs to the technical field of vehicles, and particularly relates to a wheel speed correction method and device and electronic equipment.
Background
The wheel speed sensor can measure the rotation angular velocity of the automobile wheel, and is commonly used on civil vehicles at present. The current post-processing method for the wheel speed signals mainly comprises filtering and the like.
The purpose of using the wheel speed signal in the chassis domain dynamics control algorithm is mainly two, namely, the movement speed of the vehicle body relative to the ground is estimated through the wheel speed of the wheel which is easy to measure, and the actual rotation speed of the wheel is obtained to calculate the wheel sliding degree. For the first type of wheel speed signal application, the algorithm often assumes a linear velocity obtained by multiplying the wheel speed by the wheel radius, i.e., the velocity of movement of the vehicle body relative to the ground at that wheel location. The closer the wheel speed signal is to this assumption, the more accurate the algorithm estimates the vehicle speed.
However, in the existing estimation method, under the condition that the wheels turn, the obtained wheel speeds of the wheels generate larger errors, and the wheel speeds of the wheels are not output accurately enough.
Disclosure of Invention
The embodiment of the application provides a wheel speed correction method, a wheel speed correction device and electronic equipment, which can correct the wheel speed of a wheel under the condition that the wheel is turning, and improve the accuracy of wheel speed output.
In a first aspect, an embodiment of the present application provides a wheel speed correction method, including:
under the condition that a vehicle is turning, acquiring wheel speeds of wheels measured by the vehicle at the current sampling moment, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed;
correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed;
determining the corrected left front wheel speed corrected at the current sampling time according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling time, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed;
and determining the corrected right front wheel speed corrected at the current sampling time according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling time, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
In a second aspect, an embodiment of the present application provides a wheel speed correction apparatus including:
the first acquisition module is used for acquiring wheel speeds of the vehicle measured at the current sampling moment under the condition that the vehicle is turning, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed;
the second acquisition module is used for correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed;
the first determining module is used for determining the corrected left front wheel speed corrected at the current sampling moment according to the difference value between the second left front wheel speed and the left front wheel speed corrected at the last sampling moment, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed;
and the second determining module is used for determining the corrected right front wheel speed corrected at the current sampling moment according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling moment, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
In a third aspect, an embodiment of the present application provides an electronic device, including: a processor and a memory storing computer program instructions;
the processor, when executing the computer program instructions, implements the method as described in the first aspect.
In a fourth aspect, embodiments of the present application provide a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement a method according to the first aspect.
In a fifth aspect, embodiments of the present application provide a computer program product, instructions in which, when executed by a processor of an electronic device, cause the electronic device to perform the method according to the first aspect.
The embodiment of the application discloses a wheel speed correction method, a wheel speed correction device and electronic equipment, wherein the method comprises the following steps: under the condition that a vehicle is turning, acquiring wheel speeds of wheels measured by the vehicle at the current sampling moment, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed; correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed; determining the corrected left front wheel speed corrected at the current sampling time according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling time, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed; and determining the corrected right front wheel speed corrected at the current sampling time according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling time, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed. Through the steps, the left front wheel speed and the right front wheel speed are corrected under the condition that the vehicle is turning, and the accuracy of the wheel speed output can be improved.
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In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings that are needed to be used in the embodiments of the present application will be briefly described, and it is possible for a person skilled in the art to obtain other drawings according to these drawings without inventive effort.
FIG. 1 is a velocity exploded view of a wheel rolling process in one embodiment of the present application;
FIG. 2 is a flow chart of a method for correcting wheel speed according to an embodiment of the present application;
FIG. 3 is a schematic diagram of a signal interface of a wheel speed correction module during steering according to an embodiment of the present application;
FIG. 4 is another flow chart of a wheel speed correction method according to an embodiment of the present application;
FIG. 5 is a graph of wheel rotation angle signals provided in accordance with one embodiment of the present application;
FIG. 6 is a graph of wheel speed signals provided by one embodiment of the present application;
FIG. 7 is a graph showing a result of determining whether a wheel is turning according to an embodiment of the present application;
FIG. 8 is a graph depicting a comparison of corrected front and rear wheel speeds provided by one embodiment of the present application;
FIG. 9 is an enlarged partial contrast view of wheel speeds of front and rear wheels corrected in accordance with one embodiment of the present application;
FIG. 10 is a graph showing the result of judging whether the fluctuation of the wheel speed before and after correction is excessive or not according to an embodiment of the present application;
FIG. 11 is a graph of four wheel speeds for subsequent use after final correction provided by one embodiment of the present application;
fig. 12 is a graph showing the accuracy of yaw-rate estimation using wheel speeds of wheels before and after correction, according to an embodiment of the present application.
FIG. 13 is a schematic view showing a structure of a wheel speed correction apparatus according to an embodiment of the present application;
fig. 14 is a schematic structural diagram of an electronic device according to another embodiment of the present application.
Detailed Description
Features and exemplary embodiments of various aspects of the present application will be described in detail below, and in order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described in further detail below with reference to the accompanying drawings and the detailed embodiments. It should be understood that the particular embodiments described herein are meant to be illustrative of the application only and not limiting. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the application by showing examples of the application.
It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.
FIG. 1 is a speed exploded view of the wheel rolling process, as shown in FIG. 1, the wheel ground speed V C Can be calculated according to the following expression:
wheel relative ground sliding speed V s The method comprises the following steps:
V s ＝V C -Ω×r
existing algorithms often make the assumption that there is no slip V between the wheel and the ground s =0, estimating vehicle body movement velocity V from wheel speed veh ：
It can be seen that the usual estimation method V veh =Ω×r only atI.e. when the wheel is not turning. The prior art method generates when the wheel turnsError.
The application provides a wheel speed correction method for a wheel, which corrects omega to omega' so as to ensure that Promote all utilization V veh Accuracy of algorithm of condition Ω×r.
In the present application, the wheel speed may be referred to as a rotational speed.
In order to solve the problems in the prior art, the embodiment of the application provides a wheel speed correction method, a wheel speed correction device, electronic equipment, a medium and a product. The following first describes a wheel speed correction method provided by an embodiment of the present application.
Fig. 2 is a flow chart illustrating a wheel speed correction method according to an embodiment of the present application. As shown in fig. 2, the wheel speed correction method provided by the embodiment of the application includes the following steps 101 to 104, in which:
step 101, under the condition that the vehicle is steering, acquiring wheel speeds of wheels measured by the vehicle at the current sampling moment, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed.
The wheel speed correction method provided by the application can be applied to the situation that the vehicle is turning, and the judging process of the turning of the vehicle can be as follows:
acquiring a first steering wheel angle at the current sampling moment and a second steering wheel angle at the last sampling moment; and if the absolute value of the difference between the first steering wheel angle and the second steering wheel angle is larger than a second threshold value, judging that the wheels are steering.
When the sampling frequency is 100Hz, the second threshold value alpha 1 The value range is 1deg-2deg, corresponding to steering wheel speed of 100deg/s-200deg/s, and conversion can be performed based on the value range under different sampling frequencies.
If the vehicle is turning, the wheel speeds of the left front wheel and the right front wheel of the vehicle are further corrected, and if the vehicle is not turning, that is, the absolute value of the difference between the first steering wheel angle and the second steering wheel angle is smaller than or equal to a second threshold value, no correction processing is performed.
And 102, correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed.
Specifically, the first left front wheel speed and the first right front wheel speed may be corrected using the first left front wheel speed, the first right front wheel speed, the first left rear wheel speed, and the first right rear wheel speed, for example, the first left front wheel speed and the first right front wheel speed may be corrected using the following expression to obtain the second left front wheel speed ω flm And a second right front wheel speed omega frm ：
wherein ,ωfl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr The first right rear wheel speed is delta, delta is the first steering wheel angle at the current sampling moment, and n is the steering system transmission ratio.
And step 103, determining the corrected left front wheel speed corrected at the current sampling time according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling time, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed.
And 104, determining the corrected right front wheel speed corrected at the current sampling time according to the difference between the second right front wheel speed and the right front wheel speed corrected at the last sampling time, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
In order to ensure the reliability of the correction of the left front wheel speed and the right front wheel speed, the second left front wheel speed and the second right front wheel speed are not directly used as the final determined wheel speeds, loop detection is carried out before the wheel speed is output, the second left front wheel speed is compared with the left front wheel speed obtained after the correction of the last sampling moment, the second right front wheel speed is compared with the right front wheel speed obtained after the correction of the last sampling moment, if the difference between the front and rear sampling moments is larger than a first threshold value, the error in the correction process is larger, and the first left front wheel speed or the first right front wheel speed obtained through initial measurement is directly output for ensuring the safety and discarding the correction of the current moment.
Specifically, correcting the left front wheel speed to be the left front wheel speed which is finally determined to be output, and if the absolute value of a first difference value between the second left front wheel speed and the left front wheel speed corrected at the last sampling moment is smaller than or equal to a first threshold value, determining that the corrected left front wheel speed is the second left front wheel speed; and if the absolute value of the first difference value is larger than the first threshold value, determining that the corrected left front wheel speed is the first left front wheel speed.
Correspondingly, correcting the right front wheel speed to be the right front wheel speed which is finally determined to be output, and if the absolute value of a second difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling moment is smaller than or equal to a first threshold value, determining the corrected right front wheel speed to be the second right front wheel speed; and if the absolute value of the second difference value is larger than the first threshold value, determining that the corrected right front wheel speed is the first right front wheel speed.
When the sampling frequency is 100Hz, the first threshold value alpha 2 The range of the value of (2) is 5-10 deg/s, and the corresponding wheel acceleration is 500deg/s 2 -1000deg/s 2 Scaling may be performed based on this at different sampling frequencies.
In the method in the embodiment, under the condition that a vehicle is turning, the wheel speeds of the wheels measured at the current sampling time of the vehicle are obtained, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed; correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed; determining the corrected left front wheel speed corrected at the current sampling time according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling time, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed; and determining the corrected right front wheel speed corrected at the current sampling time according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling time, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed. Through the steps, the left front wheel speed and the right front wheel speed are corrected under the condition that the vehicle is turning, and the wheel speeds of the wheels without the influence of the angular speed of the turning angles of the wheels can be output, so that the accuracy of the output of the wheel speeds is improved, and the output of a related algorithm using the wheel speeds of the wheels in the subsequent vehicle chassis control is more accurate.
In one embodiment of the present application, step 102, correcting the first left front wheel speed and the first right front wheel speed by using the wheel speeds, to obtain a second left front wheel speed and a second right front wheel speed, includes steps 1021 and 1022:
and 1021, determining the front wheel speed sum, the front wheel speed difference, the rear wheel speed sum and the rear wheel speed difference by using the wheel speeds. The front wheel speed sum, the front wheel speed difference, the rear wheel speed sum and the rear wheel speed difference can be obtained by actual measurement. For example omega fl +ω fr For front wheel speed sum omega fl -ω fr For the difference of front wheel speeds, ω rl +ω rr For the wheel speed sum omega of the rear wheels rl -ω rr The rear wheel speed is poor. Omega fl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr Is the first right rear wheel speed.
And 1022, carrying out weighted average fusion on the front wheel speed difference, the rear wheel speed difference and the rear wheel speed difference to obtain the corrected second left front wheel speed and the corrected second right front wheel speed.
The following expression can be obtained according to the principle of kinematics:
delta is the steering wheel angle at the current sampling time, n is the steering system transmission ratio, V x For longitudinal speed of vehicle, V y For the transverse vehicle speed,is yaw rate, t is track width, r is wheel radius, e KP Is the unit vector in the direction of the main pin of the tire, the point B is any point on the main pin, the point C is the center point of the ground contact patch of the tire, and the point B is the center point of the ground contact patch of the tire>A is the difference between the steering wheel angle at the current sampling time and the steering wheel angle at the last sampling time, and a is the distance from the mass center of the vehicle to the front axle.
The ideal front wheel speed sum, front wheel speed difference, rear wheel speed sum and rear wheel speed difference can be obtained by the method:
the ideal first left front wheel speed and first right front wheel speed are determined according to the following known expressions:
the expression to the right of the equal sign is used to determine the ideal value, i.e. the target value.
The following expression is defined:
ω fl ＝ω trans +ω rot
ω fr ＝ω trans -ω rot
wherein ,ωtrans Wheel speed, omega generated for transverse and longitudinal vehicle speed rot Wheel speed generated for yaw rate is obtained according to the above expression:
comparing the definition of the wheel speed and the difference between the wheel speed and the wheel speed in the previous text shows that the wheel speed and the difference reflect the wheel speed omega generated by the transverse and longitudinal vehicle speed trans The wheel speed difference reflects the wheel speed ω generated by the yaw rate rot . Thus, the wheel speed and the wheel speed difference can be used for omega trans And omega rot An estimation is made. Because the wheel speed sum and the wheel speed difference of the front wheel and the rear wheel have measurement errors, the measurement errors can be fused by adopting a weighted average thought, namely the wheel speed sum of the front wheel, the wheel speed difference of the front wheel, the wheel speed sum of the rear wheel and the wheel speed difference of the rear wheel are weighted average fused to obtain the corrected wheel speed omega of the second left front wheel flm And the second right front wheel speed omega frm ：
ω flm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))+(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
ω frm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))-(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
wherein ,w1 ，w 2 ，w 3 ，w 4 Is the weight.
Since the rear wheel speed cannot contain the projection of the lateral vehicle speed in the front wheel plane This term), if the vehicle is a rear-wheel drive vehicle, the rear wheel speed and the wheel speed due to drive slip are included, and in order to make fusion of the wheel speeds generated by the lateral and longitudinal vehicle speeds unbiased, it is necessary to satisfy the following expression:
E(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))＝ω trans
solving to obtain w 1 ＝0.5，w 2 =0. If the vehicle is front-wheel or four-wheel drive, the weight is not changed.
Since the difference in front wheel speed contains an additional wheel speed caused by steering, to ensure unbiasedness of the wheel speed generated by the yaw rate after fusion, the following expression needs to be satisfied:
E(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))＝ω rot
solving to obtain w 3 ＝0，
In the above, E represents a desire.
The wheel speed correction method provided by the application is exemplified as follows.
The interface schematic diagram of the wheel speed correction module in the steering of the application is shown in fig. 3. The input is steering wheel angle delta, and the rotation speed of four wheels (left front wheel rotation speed omega fl Right front wheel rotational speed ω fr Left rear wheel rotational speed omega rl Right rear wheel rotational speed ω rr ) After internal processing of the module, the corrected left front wheel rotating speed omega is output flmm And corrected right front wheel rotation speed omega frm 。
The workflow within each cycle within the module is shown in figure 4.
First, the steering wheel angle signal is differentiated, namely the steering wheel angle delta at the current moment k Steering wheel angle delta from last moment k-1 Making a difference if the difference is greater than the threshold alpha 1 (alpha when the sampling frequency is 100Hz 1 The common value range of (1 deg-2 deg), corresponding to the steering wheel rotation speed of 100deg/s-200deg/s, and conversion can be performed based on the rotation speed under different sampling frequencies), the module judges that the current wheel is turning, corrects the front left wheel speed and the front right wheel speed, otherwise, directly uses the front axle left and right wheel speed omega measured originally fl And omega fr As corrected left front wheel rotational speed omega flm With the rotation speed omega of the right front wheel frm And outputting.
The second step is to correct the left front wheel speed and the right front wheel speed, and the calculation formula is as follows:
the corrected wheel speeds of the left front wheel and the right front wheel can be obtained. Wherein n is the transmission ratio of the steering system.
The following describes the derivation of the above formula, which can be derived from the principle of kinematics:
wherein ,Vx For longitudinal speed of vehicle, V y For the transverse vehicle speed,is yaw rate, delta is steering wheel angle, n is steering system transmission ratio, a is distance from mass center to front axle, t is wheel track, r is wheel radius, e KP 、/>As shown in fig. 1.
The front wheel speed sum, the front wheel speed difference, the rear wheel speed sum and the rear wheel speed difference can be obtained according to the above formula as follows:
the ideal front wheel speed should be:
the following expression is set:
ω fl ＝ω trans +ω rot
ω fr ＝ω trans -ω rot
wherein ωtrans Wheel speed, omega generated for transverse and longitudinal vehicle speed rot Wheel speed for yaw rate, then it is available according to the expression:
comparing the definition of the wheel speed and the difference between the wheel speed and the wheel speed in the previous text shows that the wheel speed and the difference reflect the wheel speed omega generated by the transverse and longitudinal vehicle speed trans The wheel speed difference reflects the wheel speed ω generated by the yaw rate rot . Thus, the wheel speed and the wheel speed difference can be used for omega trans And omega rot An estimation is made. Because the wheel speeds of the front wheel and the rear wheel and the wheel speed difference have measurement errors, the front wheel and the rear wheel are required to be fused by adopting a weighted average thought, and the following expression is obtained:
ω flm ＝ω trans +ω rot ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))+(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
ω frm ＝ω trans -ω rot ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))-(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
wherein w1～4 Is the fused weight.
The fusion mode, namely the weighting mode, provided by the application is that the wheel speed of the rear wheel cannot contain the projection of the lateral speed of the vehicle in the front wheel planeThis term), and in the embodiment, the object is a rear wheel drive vehicle, and the rear wheel speed sum contains the wheel speed due to drive slip, so that the following expression is satisfied in order to fuse the rear wheel speeds:
E(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))＝ω trans
solving to obtain w 1 ＝0.5，w 2 =0. In the case of front wheel or four wheel drive, the weight is not changed.
Since the front wheel speed difference contains an additional wheel speed caused by steering, to ensure unbiased after fusion, the following expression is satisfied:
E(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))＝ω rot
solving to obtain w 3 ＝0，
The fusion result is thus:
i.e., the wheel speed correction expression derived previously.
Finally, since the correction method implies a loop process of firstly subtracting the wheel speed difference caused by different turning radii of the inner side and the outer side and then adding the wheel speed difference caused by different turning radii of the inner side and the outer side, in order to ensure reliability, loop detection is carried out before final output, namely, the wheel speeds omega of the left front wheel and the right front wheel after correction flm And omega frm From the previous time omega flm And omega frm In contrast, since the wheel speed is not abrupt, if the difference between the wheel speed at the front and rear time is greater than alpha 2 (alpha when the sampling frequency is 100Hz 2 The common value range of the acceleration sensor is 5-10 deg/s, and the corresponding wheel acceleration is 500deg/s 2 -1000deg/s 2 Conversion can be performed based on the sampling frequency, and the error in the correction process is excessive, so that the correction is abandoned for ensuring safety, and the wheel speed omega of the front axle left and right sides measured by the original sensor is measured fl And omega fr And directly outputting.
The wheel speed correction method provided by the embodiment of the application can eliminate the additional wheel speed caused by the steering of the wheels from the original wheel speed signal, so that the result obtained by the subsequent vehicle speed estimation algorithm is more accurate. In particular, the method of the application only depends on a specific structural parameter of the reduction ratio of the steering system, and the parameter is easy to obtain, so that the calibration workload of the algorithm is small when the algorithm is matched with a real vehicle, the algorithm is not easy to be influenced by parameter disturbance caused by different working conditions when the algorithm is actually used, and the robustness is strong. Besides, the algorithm only needs the signal of the common sensor, namely the steering wheel angle sensor, besides the original wheel speed signal, so that the cost is low, the algorithm is safe and reliable, and the application of the algorithm on the existing architecture is convenient to upgrade. In addition, to ensure safety and robustness, a loop detection method is designed based on wheel rotation dynamics, so that the error of the fusion result is ensured to be within an acceptable range.
It should be noted that the application object of the method is not limited to four-wheel cars, and the multi-axle vehicle or engineering machinery with non-full axle steering can still utilize the method to correct the wheel speed of the steering wheel. Meanwhile, the sensor scheme in the method is only one of a plurality of alternative schemes, the steering wheel angle sensor can be replaced by a wheel angle sensor, and any steering power-assisted motor angle sensor and the like can be used for judging whether steering is performed or not and calculating the measurement scheme of the steering angle of the vehicle.
The following describes a wheel speed correction method provided by the present application by way of specific examples.
The following describes a specific embodiment of the wheel speed signal correction method according to the present application by using the application of the algorithm to a passenger vehicle as a specific example. The object of this example is a front axle steering, rear wheel driven home car, which initially travels straight at a constant speed of 5 km/h, and at 47 seconds, an oblique step input is applied to the steering wheel, and the vehicle begins to steer. The raw wheel speed signal measured during the above test is shown in fig. 5, and the wheel rotation angle signal is shown in fig. 6. It can be seen that at 47 th to 53 th seconds, the front wheel speed fluctuates when the front wheel is turned, and the directions of the fluctuation of the front wheel speeds on the left and right sides are opposite, which is the additional wheel speed due to the turning as mentioned in the present application. The wheel speed measured in this test is then corrected in accordance with the correction method proposed by the present application.
First, the steering wheel angle is differentiated and whether the absolute value is greater than 2deg is determined, and the result is shown in fig. 7. Wherein 1 represents true and 0 represents false. And the judgment results from 47 seconds to 53 seconds are true, the subsequent correction steps are continued, the results at the rest moments are false, and the operation of the current period is directly ended.
The first step of correction calculates the average value of the wheel speeds of the left and right front wheels, and the second step multiplies the wheel speed difference of the left and right rear wheels by the cosine value of the front wheel angle reversely deduced from the steering wheel angle and adds or subtracts the average value of the wheel speeds of the left and right front wheels obtained in the first step (the left front wheel is added and the right front wheel is subtracted). The correction results are shown in fig. 8 and 9.
Finally, judging whether the difference between the wheel speed correction result and the wheel speed at the previous moment is larger than 10deg/s, if the result is as shown in fig. 10, outputting the wheel speed correction result normally. The wheel speed correction result finally obtained is shown in fig. 11.
To illustrate the significance of achieving such wheel speed correction, the wheel speeds before and after correction are used to calculate the yaw rate of the vehicle and compared with the actual measurement value of the yaw rate sensor, as shown in fig. 11, it is seen that the accuracy of yaw rate estimation will be significantly reduced when the wheel speed is not corrected during steering. After the correction by the method provided by the application is adopted, the estimation precision is obviously improved, and the estimation precision in non-steering is not changed, so that the method is effective, and the high-precision vehicle motion state estimation based on the wheel speed is facilitated.
Fig. 13 shows a block diagram of a wheel speed correction apparatus provided by an embodiment of the present application. As shown in fig. 13, the wheel speed correction device 400 includes:
a first obtaining module 401, configured to obtain, when a vehicle is turning, wheel speeds of wheels measured at a current sampling time of the vehicle, where the wheel speeds include a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed, and a first right rear wheel speed;
a correction module 402, configured to correct the first left front wheel speed and the first right front wheel speed by using the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed;
a first determining module 403, configured to determine a corrected left front wheel speed corrected at the current sampling time according to a difference between the second left front wheel speed and the left front wheel speed corrected at the previous sampling time, where the corrected left front wheel speed is a first left front wheel speed or a second left front wheel speed;
and the second determining module 404 is configured to determine a corrected right front wheel speed corrected at the current sampling time according to a difference between the second right front wheel speed and the right front wheel speed corrected at the previous sampling time, where the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
Optionally, the correction module 402 includes:
the first determining submodule is used for determining front wheel speed sum, front wheel speed difference, rear wheel speed sum and rear wheel speed difference by utilizing the wheel speeds;
and the correction submodule is used for carrying out weighted average fusion on the front wheel speed difference, the rear wheel speed difference and the rear wheel speed difference to obtain the corrected second left front wheel speed and the corrected second right front wheel speed.
Optionally, the correction submodule is configured to perform weighted average fusion on the front wheel speed sum, the front wheel speed difference, the rear wheel speed sum and the rear wheel speed difference to obtain the corrected second left front wheel speed ω flm And the second right front wheel speed omega frm ：
ω flm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))+(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
ω frm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))-(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
wherein ,w1 ，w 2 ，w 3 ，w 4 As the weight, omega fl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr Is the first right rear wheel speed.
Alternatively, w 1 ，w 2 ，w 3 ，w 4 The value of (2) is determined according to the following expression:
E(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))＝ω trans
E(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))＝ω rot
wherein ,
e represents the desire.
Optionally, the correction module 402 is configured to correct the first left front wheel speed and the first right front wheel speed to obtain a second left front wheel speed ω by using the following expression flm And a second right front wheel speed omega frm ：
wherein ,ωfl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr The first right rear wheel speed is delta, delta is the first steering wheel angle at the current sampling moment, and n is the steering system transmission ratio.
Optionally, the first determining module 403 is configured to determine that the corrected left front wheel speed is the second left front wheel speed if an absolute value of a first difference between the second left front wheel speed and the left front wheel speed corrected at the previous sampling time is less than or equal to a first threshold;
if the absolute value of the first difference value is larger than the first threshold value, determining that the corrected left front wheel speed is the first left front wheel speed;
the second determining module 404 is configured to determine that the corrected right front wheel speed is the second right front wheel speed if an absolute value of a second difference between the second right front wheel speed and the corrected right front wheel speed at the previous sampling time is less than or equal to a first threshold;
and if the absolute value of the second difference value is larger than the first threshold value, determining that the corrected right front wheel speed is the first right front wheel speed.
Optionally, the apparatus further comprises: the second acquisition module is used for acquiring a first steering wheel angle at the current sampling moment and a second steering wheel angle at the last sampling moment;
and the judging module is used for judging that the vehicle is steering if the absolute value of the difference between the first steering wheel angle and the second steering wheel angle is larger than a second threshold value.
The wheel speed correction device 400 provided in the embodiment of the present application can implement each process implemented by the foregoing embodiment of the wheel speed correction method, and achieve the same technical effects, and for avoiding repetition, a detailed description is omitted herein.
Fig. 14 is a schematic hardware structure diagram of a wheel speed correction method according to an embodiment of the present application.
A processor 601 may be included in an electronic device and a memory 602 storing computer program instructions.
In particular, the processor 601 may include a Central Processing Unit (CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or may be configured as one or more integrated circuits that implement embodiments of the present application.
Memory 602 may include mass storage for data or instructions. By way of example, and not limitation, memory 602 may include a Hard Disk Drive (HDD), floppy Disk Drive, flash memory, optical Disk, magneto-optical Disk, magnetic tape, or universal serial bus (Universal Serial Bus, USB) Drive, or a combination of two or more of the above. The memory 602 may include removable or non-removable (or fixed) media, where appropriate. Memory 602 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In a particular embodiment, the memory 602 is a non-volatile solid state memory.
The memory may include Read Only Memory (ROM), random Access Memory (RAM), magnetic disk storage media devices, optical storage media devices, flash memory devices, electrical, optical, or other physical/tangible memory storage devices. Thus, in general, the memory comprises one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software comprising computer-executable instructions and when the software is executed (e.g., by one or more processors) it is operable to perform the operations described with reference to the method according to the first aspect of the disclosure.
The processor 601 implements any of the wheel speed correction methods of the above embodiments by reading and executing computer program instructions stored in the memory 602.
In one example, the electronic device may also include a communication interface 603 and a bus 610. As shown in fig. 14, the processor 601, the memory 602, and the communication interface 603 are connected to each other through a bus 610 and perform communication with each other.
The communication interface 603 is mainly used for implementing communication between each module, apparatus, unit and/or device in the embodiment of the present application.
Bus 610 includes hardware, software, or both, that couple components of the wheel speed correction method to one another. By way of example, and not limitation, the buses may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an infiniband interconnect, a Low Pin Count (LPC) bus, a memory bus, a micro channel architecture (MCa) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a video electronics standards association local (VLB) bus, or other suitable bus, or a combination of two or more of the above. Bus 610 may include one or more buses, where appropriate. Although embodiments of the application have been described and illustrated with respect to a particular bus, the application contemplates any suitable bus or interconnect.
In addition, in combination with the wheel speed correction method in the above embodiment, the embodiment of the present application may be implemented by providing a computer-readable storage medium. The computer readable storage medium has stored thereon computer program instructions; the computer program instructions, when executed by a processor, implement any of the wheel speed correction methods of the embodiments described above.
It should be understood that the application is not limited to the particular arrangements and instrumentality described above and shown in the drawings. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between steps, after appreciating the spirit of the present application.
The functional blocks shown in the above-described structural block diagrams may be implemented in hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an Application Specific Integrated Circuit (ASIC), suitable firmware, a plug-in, a function card, or the like. When implemented in software, the elements of the application are the programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine readable medium or transmitted over transmission media or communication links by a data signal carried in a carrier wave. A "machine-readable medium" may include any medium that can store or transfer information. Examples of machine-readable media include electronic circuitry, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio Frequency (RF) links, and the like. The code segments may be downloaded via computer networks such as the internet, intranets, etc.
It should also be noted that the exemplary embodiments mentioned in this disclosure describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above-described steps, that is, the steps may be performed in the order mentioned in the embodiments, or may be performed in a different order from the order in the embodiments, or several steps may be performed simultaneously.
Aspects of the present disclosure are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the disclosure. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to being, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware which performs the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In the foregoing, only the specific embodiments of the present application are described, and it will be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the systems, modules and units described above may refer to the corresponding processes in the foregoing method embodiments, which are not repeated herein. It should be understood that the scope of the present application is not limited thereto, and any equivalent modifications or substitutions can be easily made by those skilled in the art within the technical scope of the present application, and they should be included in the scope of the present application.
Claims (10)
1. A wheel speed correction method, the method comprising:
under the condition that a vehicle is turning, acquiring wheel speeds of wheels measured by the vehicle at the current sampling moment, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed;
correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed;
determining the corrected left front wheel speed corrected at the current sampling time according to the difference between the second left front wheel speed and the left front wheel speed corrected at the last sampling time, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed;
and determining the corrected right front wheel speed corrected at the current sampling time according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling time, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
2. The method of claim 1, wherein correcting the first left front wheel speed and the first right front wheel speed with the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed comprises:
determining a front wheel speed sum, a front wheel speed difference, a rear wheel speed sum and a rear wheel speed difference by utilizing the wheel speeds;
and carrying out weighted average fusion on the front wheel speed difference, the rear wheel speed difference and the rear wheel speed difference to obtain the corrected second left front wheel speed and the corrected second right front wheel speed.
3. The method of claim 2, wherein said weighted average fusion of said front wheel speed sum, said front wheel speed difference, said rear wheel speed sum, and said rear wheel speed difference to obtain said corrected second left front wheel speed and said second right front wheel speed comprises:
the wheel speed difference of the front wheel, the wheel speed difference of the rear wheel and the wheel speed difference of the rear wheel are weighted, averaged and fused to obtain the corrected wheel speed omega of the second left front wheel flm And the second right front wheel speed omega frm ：
ω flm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))+(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
ω frm ＝(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))-(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))
wherein ,w1 ，w 2 ，w 3 ，w 4 As the weight, omega fl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr Is the first right rear wheel speed.
4. A method according to claim 3, wherein w 1 ，w 2 ，w 3 ，w 4 The value of (2) is determined according to the following expression:
E(w 1 (ω fl +ω fr )+w 2 (ω rl +ω rr ))＝ω trans
E(w 3 (ω fl -ω fr )+w 4 (ω rl -ω rr ))＝ω rot
wherein ,
e represents the desire.
5. The method of claim 1, wherein said correcting said first left front wheel speed and said first right front wheel speed with said wheel speeds to obtain second left front wheel speed and second right front wheel speed comprises:
the wheel speed of the first left front wheel and the wheel speed of the first right front wheel are corrected by adopting the following expression to obtain the wheel speed omega of the second left front wheel flm And a second right front wheel speed omega frm ：
wherein ,ωfl For the first left front wheel speed omega fr Wheel speed of the first right front wheel omega rl For the first left rear wheel speed omega rr The first right rear wheel speed is delta, delta is the first steering wheel angle at the current sampling moment, and n is the steering system transmission ratio.
6. The method of claim 1, wherein determining the corrected left front wheel speed at the current sampling time based on the difference between the second left front wheel speed and the corrected left front wheel speed at the last sampling time comprises:
if the absolute value of the first difference value between the second left front wheel speed and the left front wheel speed corrected at the last sampling moment is smaller than or equal to a first threshold value, determining that the corrected left front wheel speed is the second left front wheel speed;
if the absolute value of the first difference value is larger than the first threshold value, determining that the corrected left front wheel speed is the first left front wheel speed;
the method for determining the corrected right front wheel speed at the current sampling moment according to the difference value between the second right front wheel speed and the corrected right front wheel speed at the last sampling moment comprises the following steps:
if the absolute value of the second difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling moment is smaller than or equal to a first threshold value, determining that the corrected right front wheel speed is the second right front wheel speed;
and if the absolute value of the second difference value is larger than the first threshold value, determining that the corrected right front wheel speed is the first right front wheel speed.
7. The method of claim 1, wherein prior to obtaining wheel speeds of the vehicle in the event that the vehicle is turning, the method further comprises:
acquiring a first steering wheel angle at the current sampling moment and a second steering wheel angle at the last sampling moment;
and if the absolute value of the difference between the first steering wheel angle and the second steering wheel angle is larger than a second threshold value, judging that the vehicle is steering.
8. A wheel speed correction apparatus, characterized by comprising:
the first acquisition module is used for acquiring wheel speeds of the vehicle measured at the current sampling moment under the condition that the vehicle is turning, wherein the wheel speeds comprise a first left front wheel speed, a first right front wheel speed, a first left rear wheel speed and a first right rear wheel speed;
the correction module is used for correcting the first left front wheel speed and the first right front wheel speed by utilizing the wheel speeds to obtain a second left front wheel speed and a second right front wheel speed;
the first determining module is used for determining the corrected left front wheel speed corrected at the current sampling moment according to the difference value between the second left front wheel speed and the left front wheel speed corrected at the last sampling moment, wherein the corrected left front wheel speed is the first left front wheel speed or the second left front wheel speed;
and the second determining module is used for determining the corrected right front wheel speed corrected at the current sampling moment according to the difference value between the second right front wheel speed and the right front wheel speed corrected at the last sampling moment, wherein the corrected right front wheel speed is the first right front wheel speed or the second right front wheel speed.
9. The apparatus of claim 8, wherein the correction module comprises:
the determining submodule is used for determining front wheel speed sum, front wheel speed difference, rear wheel speed sum and rear wheel speed difference by utilizing the wheel speeds;
and the correction submodule is used for carrying out weighted average fusion on the front wheel speed difference, the rear wheel speed difference and the rear wheel speed difference to obtain the corrected second left front wheel speed and the corrected second right front wheel speed.
10. An electronic device, the device comprising: a processor and a memory storing computer program instructions which, when executed, implement the method of any of claims 1-7.
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| CN114485505A (en) * | 2022-01-21 | 2022-05-13 | 苏州挚途科技有限公司 | Vehicle tire correction method and device and electronic equipment |
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