WO2023029711A1 - Procédé de commande de domaine de châssis dans une condition de fonctionnement à grande vitesse et appareil associé - Google Patents

Procédé de commande de domaine de châssis dans une condition de fonctionnement à grande vitesse et appareil associé Download PDF

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Publication number
WO2023029711A1
WO2023029711A1 PCT/CN2022/102297 CN2022102297W WO2023029711A1 WO 2023029711 A1 WO2023029711 A1 WO 2023029711A1 CN 2022102297 W CN2022102297 W CN 2022102297W WO 2023029711 A1 WO2023029711 A1 WO 2023029711A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
warning state
road surface
speed working
chassis domain
Prior art date
Application number
PCT/CN2022/102297
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English (en)
Chinese (zh)
Inventor
徐伟萍
耿俊庆
李雷
徐广杰
郭俊
周德祥
Original Assignee
长城汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Publication of WO2023029711A1 publication Critical patent/WO2023029711A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • 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
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/202—Steering torque

Definitions

  • the present application relates to the technical field of vehicles, in particular to a chassis domain control method and related devices under high-speed working conditions.
  • Chassis refers to the combination of four parts on the vehicle, the transmission system, the driving system, the steering system and the braking system.
  • the power of the vehicle can make the vehicle move and ensure normal driving.
  • chassis domain control for high-speed conditions is usually based on the driver's control for passive response, and active safety control cannot be performed, resulting in low driving safety.
  • the present application provides a chassis domain control method and related devices in high-speed working conditions to solve the problem of low driving safety.
  • the present application provides a chassis domain control method in high-speed working conditions, including:
  • the limit warning state is a skidding warning state or a steering warning state
  • the vehicle is controlled by torque vectoring to make the vehicle generate a yaw moment.
  • detecting whether the vehicle is in a limit warning state includes:
  • the vehicle According to the lateral force of the vehicle, the longitudinal force of the vehicle and the friction circle, it is determined whether the vehicle is in the limit warning state.
  • the vehicle is in the limit warning state, including:
  • the friction circle and the dynamic model of the whole vehicle it is determined whether the vehicle is in the limit warning state.
  • obtaining the actual road surface adhesion coefficient of the road surface where the vehicle is located includes:
  • the slip ratio of the wheel is obtained, and the initial road adhesion coefficient is corrected according to the slip ratio to obtain the actual road adhesion coefficient of the road where the vehicle is located.
  • the chassis domain control method for high-speed working conditions further includes:
  • the output torque of the control motor is reduced, and the steering power of the steering wheel is controlled to decrease.
  • chassis domain control device for high-speed working conditions, including:
  • the detection module is used to detect whether the vehicle is in a limit warning state when the vehicle is in a high-speed working condition; wherein, when the vehicle speed is greater than a preset speed, it is determined that the vehicle is in a high-speed working condition; the limit warning state is a skidding warning state or a steering warning state;
  • the first control module is used to control the output torque of the motor to decrease if it is detected that the vehicle is in a slipping warning state;
  • the second control module is used to perform torque vector control on the vehicle to make the vehicle generate a yaw moment if it is detected that the vehicle is in the steering warning state.
  • the detection module is also used to:
  • the vehicle According to the lateral force of the vehicle, the longitudinal force of the vehicle and the friction circle, it is determined whether the vehicle is in the limit warning state.
  • the detection module is also used to:
  • the friction circle and the dynamic model of the whole vehicle it is determined whether the vehicle is in the limit warning state.
  • the detection module is also used to:
  • the slip ratio of the wheel is obtained, and the initial road adhesion coefficient is corrected according to the slip ratio to obtain the actual road adhesion coefficient of the road where the vehicle is located.
  • the chassis domain control device for high-speed working conditions further includes a third control module.
  • the third control module is used for:
  • the output torque of the control motor is reduced, and the steering power of the steering wheel is controlled to decrease.
  • the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and operable on the processor.
  • the processor executes the computer program, the above The steps of the first aspect or any possible implementation manner of the first aspect described in the method for controlling the chassis domain under high-speed conditions.
  • an embodiment of the present application provides a vehicle, including the electronic device as described in the third aspect.
  • the embodiment of the present application provides a computer-readable storage medium, the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it realizes any of the first aspect or the first aspect.
  • a possible implementation manner is the steps of the chassis domain control method under high-speed working conditions.
  • Embodiments of the present application provide a chassis domain control method and related devices under high-speed working conditions.
  • the vehicle When the vehicle is in high-speed working conditions, it is detected whether the vehicle is in the skidding warning state or steering warning state; if it is detected that the vehicle is in the skidding warning state, then The output torque of the control motor is reduced; if it is detected that the vehicle is in the steering warning state, the vehicle will be controlled by torque vectoring to make the vehicle generate a yaw moment, which can be safely controlled before the vehicle has an emergency and improve driving safety.
  • Fig. 1 is the implementation flowchart of the chassis domain control method under high-speed working conditions provided by the embodiment of the present application;
  • Fig. 2 is a schematic structural diagram of a chassis domain control device under high-speed working conditions provided by an embodiment of the present application
  • Fig. 3 is a schematic diagram of an electronic device provided by an embodiment of the present application.
  • FIG. 1 shows a flow chart of the implementation of the method for controlling the chassis domain under high-speed operating conditions provided by the embodiment of the present application.
  • the execution body of the method may be an electronic device, and the electronic device may be the central controller of the vehicle.
  • the method is detailed as follows:
  • S101 when the vehicle is in a high-speed working condition, it is detected whether the vehicle is in a limit warning state; wherein, when the vehicle speed is greater than a preset speed, it is determined that the vehicle is in a high-speed working condition; the limit warning state is a skidding warning state or a steering warning state .
  • This embodiment is aimed at performing chassis domain control when the vehicle is in a high-speed working condition.
  • the speed of the vehicle is greater than the preset speed, it is determined that the vehicle is in a high-speed working condition.
  • the preset speed can be determined according to actual needs.
  • the preset vehicle speed may be 80km/h or 90km/h, etc.
  • the limit warning state indicates that the vehicle is about to enter a limit working condition, for example, about to skid, about to understeer, about to oversteer and so on.
  • the skidding warning state indicates that the vehicle is about to enter a skidding state; the steering warning state indicates that the vehicle is about to enter an understeer or oversteer state.
  • the "detecting whether the vehicle is in the limit warning state" of the above S101 may include:
  • the vehicle According to the lateral force of the vehicle, the longitudinal force of the vehicle and the friction circle, it is determined whether the vehicle is in the limit warning state.
  • the vehicle weight is the sum of the weight of the current vehicle, people and objects inside the vehicle, which can be obtained through corresponding sensors, or can be estimated based on the weight of the vehicle, the number of people in the vehicle, and the number of objects.
  • the lateral acceleration and longitudinal acceleration of the vehicle can be controlled by ESP (Electronic Stability Program, vehicle body electronic stability system) corresponding to the sensor.
  • the road surface adhesion coefficient refers to the size of the adhesion ability of the tire on different road surfaces, which is mainly determined by the road surface and the tire. The larger the adhesion coefficient, the greater the adhesion force, and the less likely the vehicle will slip.
  • the friction circle refers to the available range of tire grip when the vehicle is turning, accelerating, and decelerating.
  • the lateral acceleration of the vehicle refers to the acceleration in the direction perpendicular to the driving direction of the vehicle
  • the longitudinal acceleration of the vehicle refers to the acceleration in the driving direction of the vehicle.
  • the existing method can be used to calculate the friction circle according to the actual road surface adhesion coefficient and the weight of the vehicle on the road where the vehicle is located; the lateral acceleration of the vehicle is multiplied by the weight of the vehicle to obtain the lateral force of the vehicle, and the longitudinal acceleration of the vehicle Multiply by the vehicle weight to get the longitudinal force of the vehicle. According to the lateral force of the vehicle, the longitudinal force of the vehicle and the friction circle, it can be determined whether the vehicle is in the limit warning state.
  • the above-mentioned determination of whether the vehicle is in the limit warning state according to the vehicle lateral force, the vehicle longitudinal force and the friction circle includes:
  • the friction circle and the dynamic model of the whole vehicle it is determined whether the vehicle is in the limit warning state.
  • the vehicle lateral force and the vehicle longitudinal force are synthesized to obtain the vehicle resultant force.
  • the existing method can be used to determine whether the vehicle is in the slipping warning state or the steering warning state.
  • the resultant force of the entire vehicle is close to the boundary of the friction circle, which may be that the distance between the resultant force of the entire vehicle and the boundary of the friction circle is less than a preset distance, and the preset distance can be obtained by calibration.
  • the acquisition of the actual road surface adhesion coefficient of the road surface where the vehicle is located includes:
  • the slip ratio of the wheel is obtained, and the initial road adhesion coefficient is corrected according to the slip ratio to obtain the actual road adhesion coefficient of the road where the vehicle is located.
  • the type of road surface can represent the material of the road surface, such as cement road, asphalt road or other roads, etc., which can be determined through high-definition maps, or through ADAS (Advanced Driving Assistance System, Advanced Driver Assistance System) is determined by the radar or camera in front of the car.
  • ADAS Advanced Driving Assistance System, Advanced Driver Assistance System
  • the corresponding relationship between the road surface type and the initial road surface adhesion coefficient can be determined in advance, and according to the corresponding relationship, the initial road surface adhesion coefficient corresponding to the type of road surface on which the vehicle is currently located can be obtained.
  • the slip ratio of the wheel can be calculated by existing methods.
  • the existing method is used to correct the initial road surface adhesion coefficient to obtain the actual road surface adhesion coefficient of the road where the vehicle is located.
  • each type of road surface can correspond to a correction formula.
  • the actual road surface adhesion coefficient can be obtained.
  • the corresponding relationship between road surface type, wheel slip rate and road surface adhesion coefficient can be determined in advance, and according to the corresponding relationship, the type of road surface where the current vehicle is located and the current wheel slip rate can be determined to determine the corresponding actual road surface adhesion coefficient.
  • the power output is directly controlled, that is, the output torque of the motor is controlled to decrease to prevent the vehicle from skidding.
  • controlling the reduction of the output torque of the motor may be sending a first control signal to the VMC (Vehicle Motion Control, chassis domain controller), so that the VMC controls the output torque of the motor to reduce.
  • VMC Vehicle Motion Control, chassis domain controller
  • the driver if it is detected that the vehicle is in a skidding warning state, the driver is reminded by voice or through an instrument that skidding is about to occur, so that the driver can take corresponding measures to prevent skidding.
  • torque vector control can be performed on the vehicle to make the vehicle generate yaw moment.
  • performing torque vector control on the vehicle may include: generating a torque vector control strategy according to the current state of the vehicle, and sending the torque vector control strategy to the VMC, so that the VMC controls the corresponding motor to distribute torque to the inner and outer axles and the front and rear axles according to the torque vector control strategy.
  • Axle produces torque difference, forms yaw moment, assists steering.
  • the steering warning state may include an understeering warning state and an oversteering warning state.
  • the vehicle is controlled by torque vectoring so that the vehicle generates a yaw moment in the direction of the corner;
  • the vehicle is controlled by torque vectoring so that the vehicle generates a yaw moment away from the direction of the corner.
  • the yaw moment can be generated by actively building pressure, releasing pressure, maintaining pressure and driving torque control of a single wheel to avoid understeer and oversteer.
  • the above S101 to S103 are usually applied in scenarios such as high-speed turning, connected roads, and rainy low-lying roads.
  • scenarios such as high-speed turning, connected roads, and rainy low-lying roads.
  • a novice driver cannot accurately grasp the optimal steering speed of the vehicle, which may easily cause understeer or oversteer.
  • the chassis function actively intervenes, and normal cornering can be realized at the current vehicle speed.
  • the above-mentioned chassis domain control method under high-speed conditions further includes:
  • the output torque of the control motor is reduced, and the steering power of the steering wheel is controlled to decrease.
  • the front-view camera and/or radar of the ADAS system can be used to detect whether there is a slippery road surface on the road ahead of the vehicle.
  • the slippery road surface may include slippery objects such as oil stains or fallen leaves on the road surface, or the material of the road surface itself may be a slippery road surface.
  • a second control signal can be sent to the VMC, so that the VMC controls the output torque of the motor used for power output to decrease, and controls the steering wheel to reduce the power steering to prevent extreme yaw ⁇ Extreme situations such as tail flicking to ensure the safety of the car and passengers.
  • the steering power of the steering wheel is reduced, which can make the steering wheel heavier, thereby increasing the steering resistance of the steering wheel and preventing the driver from turning the steering wheel excessively.
  • This embodiment solves the high-speed safety problem of the vehicle, integrates the ADAS and the chassis domain, monitors the environment around the vehicle in real time through the ADAS function, integrates road condition information, and VMC selectively mobilizes the actuators of the chassis to maximize the safety of the vehicle , handling and comfort.
  • This embodiment can intelligently identify the surrounding environment and road conditions of the vehicle, and effectively combine with the performance of the chassis to actively control the performance of the vehicle, and the response is fast and safe; it is of great benefit to novice drivers and greatly reduces the occurrence of accidents High risk rate, realize active and safe chassis domain control; without human intervention, it can meet level2+, level3 automatic driving, so that intelligent driving can play a better role.
  • FIG. 2 shows a schematic structural diagram of the chassis domain control device under high-speed working conditions provided by the embodiment of the present application. For the convenience of description, only the parts related to the embodiment of the present application are shown, and the details are as follows:
  • the chassis domain control device 30 under high-speed working conditions includes: a detection module 31 , a first control module 32 and a second control module 33 .
  • the detection module 31 is used to detect whether the vehicle is in a limit warning state when the vehicle is in a high-speed working condition; wherein, when the vehicle speed is greater than a preset speed, it is determined that the vehicle is in a high-speed working condition; the limit warning state is a skidding warning state or steering alert status;
  • the first control module 32 is used to control the output torque of the motor to decrease if it is detected that the vehicle is in a slipping warning state;
  • the second control module 33 is configured to perform torque vector control on the vehicle to make the vehicle generate a yaw moment if it is detected that the vehicle is in the steering warning state.
  • the detection module 31 when the vehicle is in a high-speed working condition, it is detected whether the vehicle is in the skidding warning state or the steering warning state; through the first control module 32, if it is detected that the vehicle is in the skidding warning state, the output of the motor is controlled. Torque reduction; through the second control module 33, if it is detected that the vehicle is in the steering warning state, the vehicle will be controlled by torque vectoring to make the vehicle generate a yaw moment, which can be safely controlled before the vehicle has an emergency and improves driving safety .
  • the detection module 31 is also used for:
  • the vehicle According to the lateral force of the vehicle, the longitudinal force of the vehicle and the friction circle, it is determined whether the vehicle is in the limit warning state.
  • the detection module 31 is also used for:
  • the friction circle and the dynamic model of the whole vehicle it is determined whether the vehicle is in the limit warning state.
  • the detection module 31 is also used for:
  • the slip ratio of the wheel is obtained, and the initial road adhesion coefficient is corrected according to the slip ratio to obtain the actual road adhesion coefficient of the road where the vehicle is located.
  • the chassis domain control device for high-speed working conditions further includes a third control module.
  • the third control module is used for:
  • the output torque of the control motor is reduced, and the steering power of the steering wheel is controlled to decrease.
  • the embodiment of the present application also provides a computer program product, which has a program code, and when the program code runs in a corresponding processor, controller, computing device or electronic device, it executes any one of the above-mentioned chassis domain control methods under high-speed conditions
  • the steps in the embodiment are, for example, S101 to S103 shown in FIG. 1 .
  • Special purpose processors may include Application Specific Integrated Circuits (ASICs), Reduced Instruction Set Computers (RISCs), and/or Field Programmable Gate Arrays (FPGAs).
  • ASICs Application Specific Integrated Circuits
  • RISCs Reduced Instruction Set Computers
  • FPGAs Field Programmable Gate Arrays
  • the proposed methods and devices are preferably implemented as a combination of hardware and software.
  • the software is preferably installed as an application program on the program storage device. It is typically a computer platform based machine having hardware, such as one or more central processing units (CPUs), random access memory (RAM), and one or more input/output (I/O) interfaces.
  • An operating system is also typically installed on the computer platform. Various procedures and functions described herein may be part of the application program, or a part thereof may be executed by the operating system.
  • Fig. 3 is a schematic diagram of an electronic device provided by an embodiment of the present application.
  • the electronic device 4 of this embodiment includes: a processor 40 , a memory 41 , and a computer program 42 stored in the memory 41 and operable on the processor 40 .
  • the processor 40 executes the computer program 42
  • the steps in the embodiments of the above-mentioned chassis domain control method under various high-speed working conditions are implemented, such as S101 to S103 shown in FIG. 1 .
  • the processor 40 executes the computer program 42
  • the functions of the modules/units in the above-mentioned device embodiments such as the functions of the modules/units 31 to 33 shown in FIG. 2 , are realized.
  • the computer program 42 can be divided into one or more modules/units, and the one or more modules/units are stored in the memory 41 and executed by the processor 40 to complete / Implement the scheme provided by this application.
  • the one or more modules/units may be a series of computer program instruction segments capable of accomplishing specific functions, and the instruction segments are used to describe the execution process of the computer program 42 in the electronic device 4 .
  • the computer program 42 may be divided into the modules/units 31 to 33 shown in FIG. 2 .
  • the electronic device 4 may be a device such as a central controller.
  • the electronic device 4 may include, but not limited to, a processor 40 and a memory 41 .
  • FIG. 3 is only an example of the electronic device 4, and does not constitute a limitation to the electronic device 4. It may include more or less components than shown in the figure, or combine certain components, or different components. , for example, the electronic device may also include an input and output device, a network access device, a bus, and the like.
  • Described processor 40 can be central processing unit (Central Processing Unit, CPU), and other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application-specific integrated circuits (Application Specific Integrated Circuit, ASIC), field-programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • a general-purpose processor may be a microprocessor, or the processor may be any conventional processor, or the like.
  • the storage 41 may be an internal storage unit of the electronic device 4 , such as a hard disk or memory of the electronic device 4 .
  • the memory 41 can also be an external storage device of the electronic device 4, such as a plug-in hard disk equipped on the electronic device 4, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, flash memory card (Flash Card), etc.
  • the memory 41 may also include both an internal storage unit of the electronic device 4 and an external storage device.
  • the memory 41 is used to store the computer program and other programs and data required by the electronic device.
  • the memory 41 can also be used to temporarily store data that has been output or will be output.
  • an embodiment of the present application further provides a vehicle, including the above-mentioned electronic device, which has the same beneficial effects as the above-mentioned electronic device.
  • the disclosed device/electronic equipment and method can be implemented in other ways.
  • the device/electronic device embodiments described above are only illustrative.
  • the division of the modules or units is only a logical function division.
  • the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.
  • each functional unit in each embodiment of the present application may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit.
  • the above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.
  • the integrated module/unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.
  • the computer programs can be stored in a computer-readable storage medium, and the computer When the program is executed by the processor, the steps of the embodiments of the above-mentioned chassis domain control method under various high-speed working conditions can be realized.
  • the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form.
  • the computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a removable hard disk, a magnetic disk, an optical disk, a computer memory, and a read-only memory (Read-Only Memory, ROM) , random access memory (Random Access Memory, RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, computer-readable media Excluding electrical carrier signals and telecommunication signals.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé de commande de domaine de châssis dans une condition de fonctionnement à grande vitesse, ainsi qu'un appareil associé. Le procédé consiste à : lorsqu'un véhicule se trouve dans une condition de fonctionnement à grande vitesse, détecter si le véhicule se trouve dans un état d'alerte précoce limite, dans lequel, lorsque la vitesse de véhicule du véhicule est supérieure à une vitesse de véhicule prédéfinie, il est déterminé que le véhicule se trouve dans la condition de fonctionnement à grande vitesse, et l'état d'alerte précoce limite est un état d'alerte précoce de glissement ou un état d'alerte précoce de direction ; s'il est détecté que le véhicule se trouve dans l'état d'alerte précoce de glissement, alors commander une diminution du couple de sortie d'un moteur électrique ; et s'il est détecté que le véhicule se trouve dans l'état d'alerte précoce de direction, alors effectuer une commande de vecteur de couple sur le véhicule, de sorte que le véhicule génère un moment de lacet.
PCT/CN2022/102297 2021-08-30 2022-06-29 Procédé de commande de domaine de châssis dans une condition de fonctionnement à grande vitesse et appareil associé WO2023029711A1 (fr)

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CN114643991A (zh) * 2021-08-30 2022-06-21 长城汽车股份有限公司 高速工况的底盘域控制方法及相关装置

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CN101178581A (zh) * 2007-09-19 2008-05-14 同济大学 汽车底盘的集成控制装置及方法
US20080183353A1 (en) * 2007-01-25 2008-07-31 Honda Motor Co., Ltd. Vehicle systems control for improving stability
CN106183892A (zh) * 2016-10-09 2016-12-07 重庆理工大学 电动轮驱动汽车的试验样车及驱动稳定性控制方法
US20200369257A1 (en) * 2019-05-20 2020-11-26 Fca Us Llc Torque distribution control to improve steering performance in through-the-road electrified vehicles
CN112660109A (zh) * 2020-12-25 2021-04-16 浙江吉利控股集团有限公司 一种四驱扭矩限制方法及装置
CN114643991A (zh) * 2021-08-30 2022-06-21 长城汽车股份有限公司 高速工况的底盘域控制方法及相关装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080183353A1 (en) * 2007-01-25 2008-07-31 Honda Motor Co., Ltd. Vehicle systems control for improving stability
CN101178581A (zh) * 2007-09-19 2008-05-14 同济大学 汽车底盘的集成控制装置及方法
CN106183892A (zh) * 2016-10-09 2016-12-07 重庆理工大学 电动轮驱动汽车的试验样车及驱动稳定性控制方法
US20200369257A1 (en) * 2019-05-20 2020-11-26 Fca Us Llc Torque distribution control to improve steering performance in through-the-road electrified vehicles
CN112660109A (zh) * 2020-12-25 2021-04-16 浙江吉利控股集团有限公司 一种四驱扭矩限制方法及装置
CN114643991A (zh) * 2021-08-30 2022-06-21 长城汽车股份有限公司 高速工况的底盘域控制方法及相关装置

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