WO2025255989A1 - 一种车辆及其行驶控制方法、系统和存储介质 - Google Patents

一种车辆及其行驶控制方法、系统和存储介质

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Publication number
WO2025255989A1
WO2025255989A1 PCT/CN2024/120612 CN2024120612W WO2025255989A1 WO 2025255989 A1 WO2025255989 A1 WO 2025255989A1 CN 2024120612 W CN2024120612 W CN 2024120612W WO 2025255989 A1 WO2025255989 A1 WO 2025255989A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
height
preset
amplitude
threshold
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
PCT/CN2024/120612
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English (en)
French (fr)
Inventor
周鼎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dongfeng Motor Group Co Ltd
Original Assignee
Dongfeng Motor Group Co Ltd
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
Publication date
Application filed by Dongfeng Motor Group Co Ltd filed Critical Dongfeng Motor Group Co Ltd
Publication of WO2025255989A1 publication Critical patent/WO2025255989A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/019—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the type of sensor or the arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0165—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input to an external condition, e.g. rough road surface, side wind
    • 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
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in

Definitions

  • This invention relates to the technical field of vehicle driving control, and more particularly to a vehicle and its driving control method, system and storage medium.
  • the present invention provides a vehicle and its driving control method, system and storage medium, which improves the stability of the vehicle's straight-line driving.
  • determining whether the fluctuation amplitude of the vehicle's trajectory while traveling in a straight line exceeds a preset amplitude threshold includes:
  • the task of measuring the height between the wheels and the ground is performed when the vehicle is traveling in a straight line, so as to obtain the first height of the left suspension and the second height of the right suspension collected by the sensors on the vehicle.
  • the change in the first height of the left suspension is obtained based on the height difference between the first heights of at least two adjacent cycles.
  • the change in the second height of the right suspension is obtained based on the height difference between the second heights of at least two adjacent cycles;
  • the difference between the first height change and the second height change is determined as the height change difference of the vehicle suspension.
  • the preset conditions include at least the height change difference being greater than a preset first height threshold
  • the fluctuation amplitude is determined to be greater than the amplitude threshold
  • the fluctuation amplitude is determined to be less than or equal to the amplitude threshold.
  • determining whether the height change difference meets a preset condition includes:
  • a start command is output to the timer.
  • the difference in height change is determined to meet the preset conditions.
  • performing the task of measuring the height between the wheels and the ground while the vehicle is traveling in a straight line includes:
  • the sensor collects the first height of the left suspension and the second height of the right suspension in a preset first cycle.
  • the method before determining whether the fluctuation amplitude of the vehicle's trajectory during straight-line driving exceeds a preset amplitude threshold, the method further includes:
  • the wheel height difference of the vehicle is obtained based on the difference between the third and fourth heights.
  • the current road condition is determined to be a bumpy road condition.
  • determining whether the fluctuation amplitude of the vehicle's trajectory while traveling in a straight line exceeds a preset amplitude threshold includes:
  • the toe angle of the steering wheel is collected according to a preset second cycle
  • the angle change is obtained by the difference in the toe angle collected in multiple second cycles;
  • the fluctuation amplitude is determined to be greater than the amplitude threshold.
  • a preset adjustment mechanism is a telescopic mechanism connecting the steering knuckle and the steering gear to the inner side of each steering wheel; controlling the preset adjustment mechanism to perform adjustment actions on the connection mechanism between the vehicle body and the steering wheel includes:
  • the direction of the toe angle deflection of each steering wheel is determined based on the direction of fluctuation in the driving trajectory
  • the telescopic mechanism is controlled to increase the connection distance between the steering knuckle and the steering gear according to the fluctuation amplitude.
  • the telescopic mechanism is controlled according to the fluctuation amplitude to reduce the connection distance between the steering knuckle and the steering gear.
  • adjusting the connection distance between the steering knuckle and the steering gear according to the fluctuation amplitude via the telescopic mechanism includes:
  • the number of motor rotations C of the telescopic mechanism is obtained, where i 1 is the first transmission ratio between the drive motor of the telescopic mechanism and the telescopic rod, i 2 is the second transmission ratio between the telescopic rod's telescopic length and the steering wheel's steering angle, ⁇ is the preset adjustment correction coefficient, and ⁇ t is the change in the toe angle characterized by the fluctuation amplitude.
  • the method further includes:
  • the connecting mechanism connected to the steering wheel continues to perform adjustment until the swing amplitude is less than or equal to the amplitude threshold.
  • obtaining the sway amplitude of each steering wheel on the vehicle includes:
  • the swing amplitude of each steering wheel is obtained based on the preset vertical height, initial toe angle, and current toe angle.
  • the oscillation amplitude of each steering wheel is obtained based on a preset vertical height, an initial toe angle, and a current toe angle, including:
  • embodiments of the present invention also provide a vehicle driving control system, the system including a controller and a preset adjustment mechanism connected to the controller;
  • the controller is configured to determine whether the fluctuation amplitude of the vehicle's trajectory when driving in a straight line is greater than a preset amplitude threshold, and to output an adjustment control signal to a preset adjustment mechanism.
  • the preset adjustment mechanism is configured to perform an adjustment action on the connection mechanism between the vehicle body and the steering wheel in response to the adjustment control signal, so as to adjust the fluctuation amplitude to be less than or equal to the amplitude threshold.
  • embodiments of the present invention also provide a vehicle equipped with the driving control system of the vehicle of the second aspect.
  • embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods in the first aspect.
  • the vehicle, driving control method, system, and storage medium of the present invention have the following advantages:
  • the technical solution of this invention determines whether the fluctuation amplitude of the driving trajectory is greater than a preset amplitude threshold when the vehicle is driving in a straight line.
  • a preset amplitude threshold When the fluctuation amplitude is greater than the amplitude threshold, it indicates that the vehicle's suspension structure is relatively loose, resulting in poor stability during straight-line driving.
  • the driver needs to constantly adjust the steering wheel to keep the vehicle in a straight-line state.
  • a preset adjustment mechanism is controlled to perform adjustment actions on the connection mechanism between the vehicle body and the wheels, making the vehicle's suspension structure more stable, so as to adjust the fluctuation amplitude to less than or equal to the amplitude threshold.
  • Figure 1 is a flowchart of a vehicle driving control method provided in an embodiment of the present invention
  • Figure 2 is a schematic diagram illustrating the principle of steering wheel turning under road surface excitation provided in an embodiment of the present invention
  • Figure 3 is a schematic diagram of the driving control system provided in an embodiment of the present invention installed on a vehicle;
  • Figure 4 is a logic block diagram of implementing vehicle driving control according to an embodiment of the present invention.
  • Figure 5 is a logical schematic diagram of the vehicle driving control method provided in an embodiment of the present invention.
  • FIG. 1 is a flowchart of a vehicle driving control method provided in an embodiment of the present invention.
  • the control method can be applied to the vehicle's ECU (Electronic Control Unit) to implement driving control, or it can be applied to other device terminals capable of running the control method to implement vehicle driving control.
  • the control method includes:
  • fluctuations in a vehicle's straight-line trajectory are mainly caused by a loose suspension structure or wheel hopping due to road surface excitation.
  • the rubber bushings on the suspension may age, causing the steering wheels to pull to one side when the vehicle is traveling straight.
  • An angle sensor can be installed on the vehicle's suspension to collect the toe angle of the steering wheels according to a preset second cycle when the vehicle is traveling straight. The angle change is obtained by comparing the toe angles collected in multiple second cycles, where the change can be the difference between the toe angles collected in two adjacent second cycles. If the angle change exceeds a preset angle threshold, it indicates a significant change in the collected toe angle, confirming that the fluctuation amplitude exceeds the threshold.
  • the second cycle and angle threshold can be set based on actual needs and are not specifically limited here.
  • Wheel hop steering represents the ratio between the change in steering angle and the change in vertical wheel movement. A larger ratio indicates that the wheel steering angle is more sensitive to changes in wheel movement, meaning the vehicle is more prone to wheel steering when subjected to external stimuli. If wheel hop steering is large, the wheels will frequently hop steering when stimulated by the road surface.
  • determining whether the fluctuation amplitude of the vehicle's trajectory during straight-line driving exceeds a preset amplitude threshold includes:
  • the speed threshold and preset range can be set according to actual needs, for example, setting the speed threshold to any value in (0, 5 km/h) and the preset range to (-1°, 1°).
  • the sensors can be ultrasonic sensors or laser sensors, as long as they can perform height measurement between the suspension and the ground.
  • the change in the first height of the left suspension based on the height difference between the first heights of at least two adjacent periods.
  • the first height is denoted as Hl
  • the first heights of different acquisition periods are denoted as Hl1 , Hl2 , ..., Hln .
  • the change in the first height can be obtained based on the difference between the first heights of two adjacent periods.
  • the difference between the first height change and the second height change is determined as the height change difference of the vehicle suspension.
  • the height change difference represents the height difference between the left and right suspensions when the vehicle is traveling in a straight line, that is, the height difference between the left and right steering wheels.
  • the preset conditions can be set based on actual needs, and at least include a height change difference greater than a preset first height threshold, which can be set to 25mm. Alternatively, the preset conditions can include a first height threshold and a duration threshold, with the duration threshold set to 3s.
  • a start command is output to the timer.
  • the timer is a software timer, and it starts timing in response to the start command, measuring the measurement duration for which the height change difference is greater than the first height threshold. If the measurement duration is greater than the preset duration threshold, it indicates that the above height measurement is correct, and the height change difference is determined to meet the preset conditions.
  • the fluctuation amplitude is determined to be greater than the amplitude threshold. Conversely, when the height change difference does not meet the preset conditions, the fluctuation amplitude is determined to be less than or equal to the amplitude threshold.
  • the method before determining whether the fluctuation amplitude of the vehicle's trajectory during straight-line travel exceeds a preset amplitude threshold, the method further includes:
  • This invention provides a method for identifying bumpy road conditions by measuring wheel height, specifically including:
  • the first step is to obtain the third height of the left wheel and the fourth height of the right wheel from the sensors on the vehicle.
  • the distance between the left wheel and the ground can be measured using a height sensor installed on the left suspension to obtain the third height; the distance between the right wheel and the ground can be measured using a height sensor installed on the right suspension to obtain the fourth height.
  • height measurement by height sensors is subject to many interference factors, data cleaning can be performed after the height data is collected. For example, a height threshold can be set. If the collected height data is greater than the threshold, it indicates a possible collection error, and the collected value is deleted, and a new height value is collected as the third and/or fourth height.
  • the preset adjustment mechanism is a telescopic mechanism connecting the steering knuckle and steering gear on the inner side of each steering wheel.
  • Figure 3 is a structural schematic diagram of the preset adjustment mechanism installation.
  • the telescopic mechanism is a screw structure, driven by a drive motor for extension and retraction.
  • the drive motor is controlled by a control unit.
  • a vehicle speed sensor 700 and a height sensor 800 are provided on the wheel suspension.
  • the vehicle speed sensor 700 is configured to collect the driving speed of the steering wheel 100
  • the height sensor 800 is configured to collect its height data above the ground.
  • the driving speed and height data are transmitted to the control unit 900.
  • the control unit 900 communicates with the vehicle controller and implements the extension and retraction control of the telescopic mechanism.
  • the dashed box in the figure shows the signal flow of the left telescopic mechanism, and the signal flow of the right telescopic mechanism is the same.
  • the preset adjustment mechanism engages with the drive motor via a threaded-screw structure.
  • the threads of the left and right pull rods are designed with opposite directions, allowing the left and right half-pull rods, which engage with the drive motor, to simultaneously screw into and out of the motor body. This controls the overall length of the left and right half-pull rods, thereby adjusting the wheel angle hinged to them.
  • the preset adjustment mechanism can be directly applied to a servo electric cylinder or other products capable of extension and retraction, as long as the usage requirements are met.
  • the preset adjustment mechanism of the present invention has a hinge point between the right first tie rod 300 and the steering knuckle 200 designed on a cross-section that passes through the center of the wheel and is parallel to the ground, i.e., the hinge point is set below the center of the steering wheel.
  • the purpose of this implementation is to ensure that when the left and right tie rods are linked with the drive motor to adjust the wheel angle, the adjustment of the angle is performed on the wheel Z-axis that bypasses the wheel center. That is, the adjustment of the angle is only related to the change of the wheel toe angle and does not affect the wheel camber angle, thereby decoupling the change of the wheel toe angle from the change of the wheel camber angle during the dynamic adjustment of the wheel positioning parameters.
  • the variable in the wheel hop steering control of this invention is the wheel toe angle.
  • the dynamic change characteristics of the wheel camber angle are determined and fixed in the suspension design. That is, during the dynamic movement of the suspension while the vehicle is in motion, the wheel camber angle change characteristics are optimally designed in the suspension design stage of the chassis layout.
  • the wheel camber angle change characteristics are not adjustable after being determined in the suspension design stage.
  • the wheel toe angle change characteristics can be dynamically adjusted through the wheel hop steering control system, thereby ultimately realizing the dynamic decoupling and dynamic control adjustment of the wheel positioning parameters toe angle and camber angle changes.
  • control preset adjustment mechanism to perform adjustment actions on the connection mechanism between the vehicle body and the steering wheels, including:
  • the toe angle deflection direction is the angle between the horizontal diameter of the steering wheel and the longitudinal vertical plane of the vehicle.
  • the toe angle is positive when the steering wheel deflects towards the steering gear on the side closer to the front of the vehicle, and negative when it deflects outwards.
  • the toe angle deflection direction can be determined based on the data collected by the angle sensor.
  • the toe angle is calibrated as 0° along the length of the vehicle. When the steering wheel deflects outwards, the toe angle is negative.
  • Figure 3 the toe angle ⁇ of the steering wheel shown by the dashed line in the figure is negative.
  • the embodiments of the present invention through the telescopic mechanism, can achieve independent and decoupled control of the toe angles of the left and right steering wheels of a vehicle.
  • This enables dynamic decoupling and dynamic adjustment control of changes in the vehicle's positioning parameters, toe angle and camber angle. It eliminates the coupling influence of the suspension structure on changes in these positioning parameters.
  • the design focuses on optimizing the dynamic characteristics of the camber angle, and the dynamic adjustment focuses on optimizing the toe angle characteristics, fully leveraging the advantages of each positioning parameter on vehicle performance. Specifically, it constantly matches the optimal toe angle variation characteristics to achieve vehicle stability requirements, while simultaneously matching the optimal camber angle variation characteristics to achieve vehicle ground contact requirements. This balances the vehicle's handling and straight-line stability after adjustment.
  • the telescopic mechanism features a distributed control system and component architecture, making it widely applicable to vehicles equipped with traditional mechanical steering systems, significantly increasing its application value.
  • i1 is the first transmission ratio between the drive motor and the telescopic rod
  • i2 is the second transmission ratio between the telescopic rod's extension length and the steering wheel's steering angle
  • ⁇ is a preset adjustment correction coefficient
  • ⁇ t is the change in the toe angle, characterized by the fluctuation amplitude.
  • the adjustment correction coefficient ⁇ can be determined through calibration experiments. It can be set to a fixed value or vary accordingly with the angle change ⁇ t.
  • a relationship curve between the angle change ⁇ t and the adjustment correction coefficient ⁇ can be calculated.
  • the adjustment correction coefficient can then be determined from the relationship curve using the angle change, and the number of motor rotations can be calculated using the above formula.
  • the second step is to control the drive motor to rotate in the target direction, as indicated by the deflection direction, a certain number of times.
  • the target direction is the direction in which the drive motor rotates to adjust the connection distance between the steering knuckle and the steering gear. After determining the target direction and the motor rotation speed, controlling the drive motor to rotate in the target direction a certain number of times will adjust the connection distance.
  • the method further includes:
  • the sway amplitude of each steering wheel on the vehicle is obtained.
  • the sway amplitude can be characterized by the range of toe angle values.
  • the maximum and minimum toe angles of the steering wheels are obtained, and the sway amplitude of the steering wheels is characterized based on the range of the maximum and minimum toe angles.
  • obtaining the sway amplitude of each steering wheel on the vehicle includes:
  • the system acquires the initial toe angle of each steering wheel within a preset vertical height before the adjustment action is performed, and the current toe angle after the adjustment action is performed.
  • the initial toe angle is the toe angle represented by the steering wheel when the preset adjustment mechanism has not performed the adjustment action
  • the current toe angle is the toe angle represented by the steering wheel after the adjustment action is performed.
  • the system obtains the swing amplitude of each steering wheel.
  • the preset vertical height is the set height for quantifying the angle difference, which is the difference between the initial toe angle and the current toe angle.
  • the preset vertical height can be set based on actual needs, for example, to 100mm.
  • the adjustment action will continue to be performed on the connecting mechanism of the steering wheel until the swing amplitude is less than or equal to the amplitude threshold. Conversely, if the swing amplitude is less than or equal to the preset amplitude threshold, the adjustment will stop.
  • control architecture of wheel steering is shown in Figure 4. It consists of four main units: signal collection unit, control decision unit, command issuance unit, and control execution unit.
  • signal collection unit consists of four main units: signal collection unit, control decision unit, command issuance unit, and control execution unit.
  • control execution unit The architectural components are further described below:
  • the signal collection unit is the signal collection unit of the wheel steering control system, which is responsible for collecting the status signals of the whole vehicle and the system collected by various sensors. Further description includes (1) the whole vehicle controller (or ECU), which is responsible for providing status signals related to the motion state of the whole vehicle, such as the vehicle speed signal and steering wheel angle signal provided by the whole vehicle ECU; (2) the suspension system, which is responsible for providing status signals related to the motion state of the suspension, such as the suspension height status signals provided by the left and right suspension height sensors; (3) the wheel system unit, which is responsible for providing status signals related to the motion state of the wheels, such as the wheel steering angle signals provided by the left and right steering wheel angle sensors.
  • the whole vehicle controller or ECU
  • the suspension system which is responsible for providing status signals related to the motion state of the suspension, such as the suspension height status signals provided by the left and right suspension height sensors
  • the wheel system unit which is responsible for providing status signals related to the motion state of the wheels, such as the wheel steering angle signals provided by the left and right steering wheel angle sensors.
  • the control decision unit is the decision unit of the wheel steering control system. It is responsible for analyzing and making decisions on various status signals sent by the signal collection unit, determining the corresponding control execution mode command signal based on the above analysis and decision, and sending the command signal to the command issuing unit.
  • the command issuing unit is the intermediate signal communication unit between the control decision unit and the control execution unit in the wheel steering control system.
  • the control decision unit completes its analysis and decision, it sends the command signal determining the corresponding control execution mode to the command issuing unit based on the preferred decision result.
  • the command issuing unit After receiving the signal from the control decision unit, the command issuing unit sends the control execution mode command signal determined by the control decision unit to the control execution unit.
  • the control execution unit is the actuator of the wheel steering control system. When it receives the control execution mode command signal from the command issuing unit, the control execution unit performs the corresponding adjustment action according to the control execution mode command.
  • Figure 5 is a logical schematic diagram of the vehicle driving control method provided in this embodiment of the invention. Specifically, it includes:
  • control threshold 1 Determine whether the absolute value of the difference between the first height Hl and the second height Hr is greater than or equal to the control threshold 1.
  • the control threshold 1 can be set as a threshold based on actual needs. If it is less than the control threshold 1, return to step S501; if it is greater than or equal to the control threshold 1, proceed to step S503.
  • the target ratio is the ratio of the first steering angle ⁇ l to the height difference ⁇ Hl of the adjacent cycle of the left steering wheel, or the ratio of the second steering angle ⁇ r to the height difference ⁇ Hr of the adjacent cycle of the right steering wheel. If the target ratio is greater than or equal to the control threshold 2, proceed to steps S505 and S506; otherwise, return to step S503.
  • S505. Determine the amount of adjustment action based on the steering angle of each steering wheel, including the action amount value 010 of the left steering wheel, the action amount value 020 of the right steering wheel, and the action amount values 010 & 020 of the left and right sides acting simultaneously.
  • step S509 Determine whether the vehicle's speed is greater than 0. If it is not greater than 0, it means the vehicle is not moving, and return to step S508; if it is greater than 0, it means the vehicle is in motion, and proceed to step S512.
  • step S512 Determine whether the vehicle is in a straight-line driving condition based on the vehicle speed and turning angle signal. If the vehicle is in a straight-line driving condition, proceed to step S506; otherwise, continue monitoring.
  • S513. Determine whether there is an object to be executed, including the adjustment of the left connecting mechanism and/or the right connecting mechanism.
  • Control execution Based on the preset adjustment mechanism, the connection mechanism between the vehicle body and the steering wheel is adjusted to control the vehicle to drive in a stable straight line.
  • the control decision unit sends one of the control execution mode decision result signals 001 or 002 or 003 to the instruction issuing unit for judgment.
  • this embodiment of the invention also provides a vehicle driving control system, the system including a controller and a preset adjustment mechanism connected to the controller;
  • the controller is configured to determine whether the fluctuation amplitude of the vehicle's trajectory when driving in a straight line is greater than a preset amplitude threshold, and output an adjustment control signal to a preset adjustment mechanism;
  • the preset adjustment mechanism is configured to perform an adjustment action on the connection mechanism between the vehicle body and the steering wheels in response to the adjustment control signal, so as to adjust the fluctuation amplitude to be less than or equal to the amplitude threshold.
  • embodiments of the present invention also provide a vehicle equipped with the aforementioned vehicle driving control system.
  • embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the methods in the control method.
  • the system determines whether the fluctuation amplitude of the driving trajectory exceeds a preset amplitude threshold. If the fluctuation amplitude exceeds the threshold, it indicates that the vehicle's suspension structure is relatively loose, resulting in poor stability during straight-line driving.
  • the driver needs to constantly adjust the steering wheel to keep the vehicle in a straight-line state.
  • the preset adjustment mechanism is controlled to perform adjustment actions on the connection mechanism between the vehicle body and the wheels, making the vehicle's suspension structure more stable and adjusting the fluctuation amplitude to less than or equal to the amplitude threshold. Since the fluctuation amplitude of the straight-line driving trajectory is smaller after the adjustment action, the stability of the vehicle's straight-line driving is improved. At the same time, the better stability of straight-line driving enhances the driver's handling performance under straight-line driving conditions.
  • embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
  • a computer-usable storage media including, but not limited to, disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and/or one or more block diagrams.
  • These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and/or one or more block diagrams.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

公开了一种车辆及其行驶控制方法、系统和存储介质。该行驶控制方法包括在车辆直线行驶时，确定行驶轨迹的波动幅度是否大于预设的幅度阈值，在波动幅度大于幅度阈值时，控制预设调整机构对车身与车轮之间的连接机构执行调整动作，使车辆的悬架结构更稳固，以将波动幅度调整至小于或等于幅度阈值，由于执行调整动作后直线行驶的行驶轨迹的波动幅度较小，进而提高了车辆直线行驶的稳定性，同时，由于直线行驶的稳定性较好，提升了驾驶员在车辆直线行驶工况下的操控性能。

Description

一种车辆及其行驶控制方法、系统和存储介质 技术领域
本发明涉及车辆行驶控制的技术领域，尤其涉及一种车辆及其行驶控制方法、系统和存储介质。
 背景技术
车辆在行驶过程中，由于悬架结构松散，或路面激励产生轮调转向，使车辆保持直线行驶的能力会降低，车辆表现出不稳定的直线动态行驶特性，需要驾驶员通过不停的调整方向盘而修正车轮转向角。
因此，如何提高车辆直线行驶的稳定性，是目前亟待解决的技术问题。
 发明内容
本发明提供的一种车辆及其行驶控制方法、系统和存储介质，提高了车辆直线行驶的稳定性。
本发明实施例提供了以下方案：
第一方面，本发明实施例提供了一种车辆的行驶控制方法，方法包括：
确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值；
若是，控制预设调整机构对车身与转向轮之间的连接机构执行调整动作，以将波动幅度调整至小于或等于幅度阈值。
在一种可选的实施例中，确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，包括：
在车辆处于直线行驶时执行车轮与地面之间高度的测量任务，以获取车辆上传感器采集的左侧悬架的第一高度和右侧悬架的第二高度；
根据至少两个相邻周期的第一高度的高度差值，获得左侧悬架的第一高度变化量；
根据至少两个相邻周期的第二高度的高度差值，获得右侧悬架的第二高度变化量；
将第一高度变化量与第二高度变化量的差值，确定为车辆悬架的高度变化差值；
判断高度变化差值是否满足预设条件，其中，预设条件至少包括高度变化差值大于预设的第一高度阈值；
若是，则确定波动幅度大于幅度阈值；
若否，则确定波动幅度小于或等于幅度阈值。
在一种可选的实施例中，判断高度变化差值是否满足预设条件，包括：
在高度变化差值大于第一高度阈值时对计时器输出启动指令；
接收来自计时器的计量时长；
在计量时长大于预设的时长阈值时，确定高度变化差值满足预设条件。
在一种可选的实施例中，在车辆处于直线行驶时执行车轮与地面之间高度的测量任务，包括：
获取车辆的行驶车速和方向盘转角；
确定行驶车速是否大于预设的速度阈值，以及方向盘转角处于直线行驶的预设区间；
在行驶车速大于速度阈值，且方向盘转角处于预设区间时，基于传感器以预设的第一周期采集左侧悬架的第一高度和右侧悬架的第二高度。
在一种可选的实施例中，确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值之前，方法还包括：
确定车辆直线行驶时的当前行驶路况是否为颠簸路况；
若是，则执行确定波动幅度是否大于幅度阈值。
在一种可选的实施例中，确定车辆直线行驶时的当前行驶路况是否为颠簸路况，包括：
获取车辆上传感器采集的左侧车轮的第三高度和右侧车轮的第四高度；
根据第三高度与第四高度的差值，获得车辆的车轮高度差；
在车轮高度差大于预设的第二高度阈值时，确定当前行驶路况为颠簸路况。
在一种可选的实施例中，确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，包括：
在车辆处于直线行驶时根据预设的第二周期采集转向轮的前束角；
根据多个第二周期所采集的前束角的差值，获得角度变化量；
在角度变化量大于预设的角度阈值时，确定波动幅度大于幅度阈值。
在一种可选的实施例中，预设调整机构为每个转向轮内侧连接转向节和转向机的伸缩机构；控制预设调整机构对车身与转向轮之间的连接机构执行调整动作，包括：
根据行驶轨迹的波动方向确定每个转向轮的前束角的偏转方向；
在偏转方向为车辆内侧时，根据波动幅度控制伸缩机构将转向节和转向机的连接距离调大；
在偏转方向为车辆外侧时，根据波动幅度控制伸缩机构将转向节和转向机的连接距离调小。
在一种可选的实施例中，根据波动幅度控制伸缩机构调整转向节和转向机的连接距离，包括：
根据公式C=i 1×i 2×λ/△δt，获得伸缩机构的电机转动圈数C，其中，i 1为伸缩机构的驱动电机与伸缩杆的第一传动比，i 2为伸缩杆的伸缩长度与转向轮的转向角的第二传动比，λ为预设的调节修正系数，△δt为波动幅度所表征的前束角的角度变化量；
控制驱动电机以偏转方向所表征的目标方向，转动电机转动圈数。
在一种可选的实施例中，控制预设调整机构对车身与转向轮之间的连接机构执行调整动作之后，方法还包括：
获取车辆上每个转向轮的摆动幅度；
在摆动幅度大于预设的幅度阈值时，对连接该转向轮的连接机构继续执行调整动作，直至摆动幅度小于或等于幅度阈值。
在一种可选的实施例中，获取车辆上每个转向轮的摆动幅度，包括：
获取预设垂直高度内每个转向轮在执行调整动作前的初始前束角，以及执行调整动作后的当前前束角；
根据预设垂直高度、初始前束角和当前前束角，获得每个转向轮的摆动幅度。
在一种可选的实施例中，根据预设垂直高度、初始前束角和当前前束角，获得每个转向轮的摆动幅度，包括：
根据公式φ=|δ 0-δ t|/H 0，获得摆动幅度φ，其中，δ t为当前前束角，δ 0为初始前束角，H 0为预设垂直高度。
第二方面，本发明实施例还提供了一种车辆的行驶控制系统，系统包括控制器，以及与控制器连接的预设调整机构；
控制器，被配置为确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，并向预设调整机构输出调整控制信号；
预设调整机构，被配置为响应于调整控制信号，对车身与转向轮之间的连接机构执行调整动作，以将波动幅度调整至小于或等于幅度阈值。
第三方面，本发明实施例还提供了一种车辆，安装有第二方面的车辆的行驶控制系统。
第四方面，本发明实施例还提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现第一方面中任一项方法的步骤。
本发明的一种车辆及其行驶控制方法、系统和存储介质与现有技术相比，具有以下优点：
本发明的技术方案在车辆直线行驶时，确定行驶轨迹的波动幅度是否大于预设的幅度阈值，在波动幅度大于幅度阈值时，说明车辆的悬架结构较松散，导致车辆直线行驶过程中的稳定性较差，需要驾驶员不停调整方向盘保持车辆处于直线行驶状态，为提高车辆直线行驶的稳定性，控制预设调整机构对车身与车轮之间的连接机构执行调整动作，使车辆的悬架结构更稳固，以将波动幅度调整至小于或等于幅度阈值，由于执行调整动作后直线行驶的行驶轨迹的波动幅度较小，进而提高了车辆直线行驶的稳定性；同时，由于直线行驶的稳定性较好，提升了驾驶员在车辆直线行驶工况下的操控性能。
 附图说明
为了更清楚地说明本说明书实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本说明书的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例提供的车辆的行驶控制方法的流程图；
图2为本发明实施例提供的转向轮受路面激励发生转向的原理图；
图3为本发明实施例提供的行驶控制系统安装于车辆的结构示意图；
图4为本发明实施例提供的实施车辆行驶控制的逻辑框图；
图5为本发明实施例提供的车辆的行驶控制方法的逻辑示意图。
附图标记说明：100-转向轮、200-转向节、300-第一拉杆、400-预设调整机构、500-第二拉杆、600-转向机、700-车速传感器、800-高度传感器、900-控制单元。
 具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整的描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例，基于本发明实施例，本领域普通技术人员所获得的所有其他实施例，都属于本发明实施例保护的范围。
请参阅图1，图1为本发明实施例提供的一种车辆的行驶控制方法的流程图，控制方法可以应用于车辆的整车控制器（ECU，Electronic Control Unit）实施行驶控制，也可以应用于其他能够运行该控制方法的设备终端实施车辆的行驶控制，控制方法包括：
S11、确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值。
具体的，车辆的直线行驶轨迹出现波动主要是由于车辆的悬架结构松散，或路面激励产生轮跳转向导致。例如车辆长期使用后，悬架上的胶套老化，引起车辆直线行驶时转向轮出现跑偏。可以在车辆悬架上安装角度传感器，在车辆处于直线行驶时根据预设的第二周期采集转向轮的前束角，根据多个第二周期所采集的前束角的差值获得角度变化量，角度变化量可以是相邻的两个第二周期所采集的前束角的差值；在角度变化量大于预设的角度阈值时，说明所采集的前束角变化较大，确定波动幅度大于幅度阈值。第二周期和角度阈值可以基于实际需求设定，在此不作具体限制。
车辆直线行驶的稳定性不足，也可能是由于轮跳转向引起的。轮跳转向表示随车轮垂向移动变化，转角变化量与车轮垂向移动变化量之间的比值。比值越大表示车轮转角变化对车轮移动变化越敏感，即车辆受外部激励时更容易发生车轮转向。如果轮跳转向较大，车轮受到路面的激励会频繁发生轮跳转向现象。请参阅图2，图2为转向轮受路面激励发生转向的原理图。转向轮与路面紧贴行驶时，转向轮不发生偏转；发生轮跳高度H后产生转向角δ。因此，轮跳转向=δ/H。
基于上述分析可知，通过车辆的轮跳高度同样可以确定出车辆直线行驶是否稳定。示例性的，确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，包括：
S11-1、在车辆处于直线行驶时执行车轮与地面之间高度的测量任务，以获取车辆上传感器采集的左侧悬架的第一高度和右侧悬架的第二高度。可以基于行驶车速和方向盘转角确定车辆是否处于直线行驶工况，在行驶车速大于速度阈值，且方向盘转角处于直线行驶所对应的预设区间时，可以确定车辆处于直线行驶工况。基于传感器以预设的第一周期采集左侧悬架的第一高度和右侧悬架的第二高度。速度阈值和预设区间可以基于实际需求设定，例如设定速度阈值为（0,5km/h]中的任意值，预设区间为（-1°,1°）。传感器可以为超声波传感器或激光传感器，能够实施悬架与地面之间的高度测量即可。
S11-2、根据至少两个相邻周期的第一高度的高度差值，获得左侧悬架的第一高度变化量。第一高度记为Hl，不同采集周期的第一高度记为Hl 1、Hl 2、……Hl n，可以基于两个相邻周期的第一高度的差值得出第一高度变化量，第一高度变化量表征了左侧悬架的高度变化值，即△Hl=|Hl n-Hl n-1|。
S11-3、根据至少两个相邻周期的第二高度的高度差值，获得右侧悬架的第二高度变化量。同样的，第二高度记为Hr，不同采集周期的第二高度记为Hr 1、Hr 2、……Hr n，第二高度变化量△Hr=|Hr n-Hr n-1|。
S11-4、将第一高度变化量与第二高度变化量的差值，确定为车辆悬架的高度变化差值。高度变化差值记为△H，△H=|△Hl-△Hr|，高度变化差值表征了车辆在直线行驶时左侧悬架与右侧悬架的高度差，即左转向轮与右转向轮的高度差。
S11-5、判断高度变化差值是否满足预设条件。预设条件可以基于实际需求设定，其至少包括高度变化差值大于预设的第一高度阈值，第一高度阈值可以设定为25mm。也可以设定预设条件包括第一高度阈值和时长阈值，时长阈值设定为3s，在高度变化差值大于第一高度阈值时对计时器输出启动指令，计时器为软件计时器，计时器响应于启动指令开始计时，计量高度变化差值大于第一高度阈值的计量时长，在计量时长大于预设的时长阈值时，说明上述高度测量无误，则确定高度变化差值满足预设条件。
S11-6、在高度变化差值满足预设条件时，说明车辆两侧悬架的高度差异较大，存在较大的轮跳转向，车辆直线行驶的稳定性较差，则确定波动幅度大于幅度阈值；反之，在高度变化差值不满足预设条件时，则确定波动幅度小于或等于幅度阈值。
在实际应用中，车辆在平直路面进行直线行驶时方向相对容易实施操控，但在颠簸路况时，由于路面对转向轮的激励作用较大，导致车辆用户难以实施执行驾驶操控。基于此，在一种具体的实施方式中，确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值之前，方法还包括：
确定车辆直线行驶时的当前行驶路况是否为颠簸路况。可以基于车辆的路况模式选择确定当前行驶路况是否为颠簸路况，例如车辆的驱动模式选择为山地模式或越野模式时，可以确定车辆所行驶的路况为颠簸路况。
本发明实施例提供一种通过车轮高度的识别颠簸路况的方式，具体包括：
第一步，获取车辆上传感器采集的左侧车轮的第三高度和右侧车轮的第四高度。同理，可以通过车辆左侧悬架上安装的高度传感器对左侧车轮与地面的距离进行测量，以获取第三高度；通过车辆右侧悬架上安装的高度传感器对右侧车轮与地面的距离进行测量，以获取第四高度。由于高度传感器实施高度测量涉及的干扰因素较多，通过传感器采集高度后，还可以基于需求实施数据清洗，例如设定清洗的高度阈值，在采集的高度数据大于高度阈值时，说明可能存在采集错误，将该采集值删除，重新采集新的高度值作为第三高度和/或第四高度。
第二步，根据第三高度与第四高度的差值，获得车辆的车轮高度差。车轮高度差表征了左侧车轮与右侧车轮之间的高度差。可以对第三高度和第四高度分别设定对应的计算变量，将两者求差后的绝对值作为车轮高度差。
第三步，在车轮高度差大于预设的第二高度阈值时，说明车辆的左侧和右侧的高度差异较大，确定当前行驶路况为颠簸路况。第二高度阈值可以基于技术人员的经验设定，也可以通过标定实验确定，能够准确识别出颠簸路况即可。确定车辆直线行驶时的当前行驶路况为颠簸路况时，说明车辆直线行驶的稳定性易受影响，则执行确定波动幅度是否大于幅度阈值，确定方式基于上述方法实施，在此不作赘述。
S12、若是，控制预设调整机构对车身与转向轮之间的连接机构执行调整动作，以将波动幅度调整至小于或等于幅度阈值。
具体的，预设调整机构可以是对转向轮的自由度进行限定的机构，例如在悬挂机构上增设连杆，在波动幅度小于或等于幅度阈值时，保持该连杆具有较大的自由度；在波动幅度大于幅度阈值时，对该连杆的移动行程进行限位，使转向轮的前束角接近0°，控制车辆保持直线行驶，连杆的移动行程调整可以通过电机调整实施。
在实际应用中，车辆的定位参数设计对车辆行驶的稳定性和操控性至关重要，但定位参数中前束角变化和外倾角变化因悬架布置空间的局限和杆系的约束等，会导致在悬架运动过程中定位参数前束角变化和外倾角变化通常是耦合关联的，两者的动态变化受彼此影响，甚至造成性能的矛盾冲突，基于此，在现实的悬架布置设计过程中，往往对定位参数前束角和外倾角的变化特性设计进行相互妥协，进而降低车辆动态的性能水平，比如轮跳转向相关的颠簸路况行驶的直行稳定性。并且现实中对车辆定位参数的调整多采用静态的人工机械调整的方式，定位参数一旦调整完毕，则其动态特性也随之固化，车辆动态性能水平完全取决于定位参数在悬架布置设计中确定的变化特性，无法根据路况进行动态实时的调整，以实现相应动态性能的最优化结果的目的。
基于此，在一种具体的实施方式中，预设调整机构为每个转向轮内侧连接转向节和转向机的伸缩机构。请参阅图3，图3为预设调整机构安装的结构示意图。预设调整机构400设为伸缩机构时，其一端连接靠近转向节200的第一拉杆300，另一端连接转向机600的第二拉杆500，伸缩机构为螺杆结构，通过驱动电机驱动其伸缩，驱动电机由控制单元实施控制，车轮悬架上设有车速传感器700和高度传感器800，车速传感器700被配置为采集该转向轮100的行驶车速，高度传感器800被配置为采集其距离地面的高度数据，行驶车速和高度数据传输至控制单元900，控制单元900与整车控制器通讯，并实施伸缩机构的伸缩动作控制，图中虚线框为左侧伸缩机构的信号流示意，右侧伸缩机构的信号流相同。
预设调整机构通过螺纹-螺杆结构与驱动电机啮合，并且左、右侧所对应的拉杆螺纹进行相反的螺纹旋向设计，与驱动电机啮合的左、右侧半拉杆可实现同步旋入驱动电机本体，以及同步旋出驱动电机本体外部两个方向的控制，进而实现调节左、右侧半拉杆的拉杆总长度，进而实现调节与左、右侧拉杆铰接的车轮转角。预设调整机构可以直接应用伺服电动缸，也可以应用其他能够实现伸缩的产品，能够保障使用需求即可。
本发明的预设调整机构，右侧第一拉杆300与转向节200铰接硬点设计在过车轮中心，并与地面平行的横切面上，即低于转向轮中心设置铰接点，其实施目的是为了保证在左、右侧拉杆与驱动电机联动调节车轮转角时，对转角的调节是绕过轮心的车轮Z向轴线进行，即转角的调节只与车轮前束角变化相关，而不影响车轮外倾角，实现动态调节车轮定位参数过程中将车轮前束角变化与车轮外倾角变化解耦。
本发明轮跳转向控制的变量为车轮前束角，车轮外倾角的动态变化特性在悬架设计中确定固化，即在车辆行驶中的悬架的动态运动过程中，车轮的外倾角变化特性在底盘布置的悬架设计阶段进行最优设计，车轮的外倾角变化特性在悬架设计阶段确定后不可调节，车轮的前束角变化特性可通过轮跳转向控制系统进行动态调节，从而最终实现车轮定位参数前束角和外倾角变化的动态解耦和动态控制调节。
下面将阐述控制预设调整机构对车身与转向轮之间的连接机构执行调整动作的具体实施步骤，包括：
S12-1、根据行驶轨迹的波动方向确定每个转向轮的前束角的偏转方向。前束角是转向轮的水平直径与汽车纵向铅垂平面之间的夹角，转向轮靠近车头一侧向方向机偏转时前束角为正值，向车辆外侧偏转时前束角为负值。可以基于角度传感器的采集结果确定前束角的偏转方向，标定前束角在车辆长度方向为0°，转向轮向车辆外侧偏转时前束角为负值，请继续参阅图3，图中虚线所示转向轮的前束角δ即为负值。
S12-2、在偏转方向为车辆内侧时，即前束角为正值，根据波动幅度控制伸缩机构将转向节和转向机的连接距离调大。将转向节和转向机的连接距离调大，可以抑制转向轮向车辆内侧偏转，使车辆直线行驶的稳定性更好，波动幅度与调整距离呈正比例关系，在波动幅度越大时，转向节和转向机连接距离的调整量越大。
S12-3、在偏转方向为车辆外侧时，即前束角为负值，根据波动幅度控制伸缩机构将转向节和转向机的连接距离调小。同样的，将转向节和转向机的连接距离调小，可以抑制转向轮向车辆外侧偏转，前束角更趋于0°，进而提高车辆直线行驶的稳定性。需要说明的是，在实施连接距离调整时，可以通过距离传感器实时确定所调节的距离，以实现精准的距离调节。
可以理解，本发明实施例通过伸缩机构可实现对车辆左、右转向轮的前束角的独立的解耦的控制，实现车辆定位参数前束角变化和外倾角变化的动态解耦和动态调节控制，可消除悬架结构对定位参数间变化的耦合关联影响，布置设计专注外倾角动态特性最优，动态调节专注前束角特性最优，充分发挥各自定位参数对车辆性能的优势影响，即时刻匹配最优的前束角变化特性达成车辆的稳定性要求，同时可匹配最优的外倾角变化特性达成车辆的接地性要求。兼顾车辆调整后的操控性和直线行驶的稳定性。且伸缩机构具有分布式控制系统和部件架构的特征，可广泛应用于配置传统机械转向系统的车辆上，大大增加推广应用价值。
在实际应用中，由于伸缩机构的伸缩长度通过距离传感器测量时，车辆行驶过程中存在较多干扰项，可能在导致调节距离出现偏差。基于此，在一种具体的实施方式中，根据波动幅度控制伸缩机构调整转向节和转向机的连接距离，包括：
第一步，根据公式C=i 1×i 2×λ/△δt，获得伸缩机构的电机转动圈数C，其中，i 1为伸缩机构的驱动电机与伸缩杆的第一传动比，i 2为伸缩杆的伸缩长度与转向轮的转向角的第二传动比，λ为预设的调节修正系数，△δt为波动幅度所表征的前束角的角度变化量。调节修正系数λ可以通过标定实验确定，可以设定为固定值，也可以跟随角度变化量△δt对应变化，例如基于电机转动圈数C、角度变化量△δt和调节修正系数λ三者之间的对应关系，计算出角度变化量△δt和调节修正系数λ的关系曲线，通过角度变化量在关系曲线中确定出调节修正系数，再通过上述公式计算出电机转动圈数。
第二步，控制驱动电机以偏转方向所表征的目标方向，转动电机转动圈数。目标方向为驱动电机调整转向节和转向机之间连接距离的转动方向，确定目标方向和电机转动圈速后，控制驱动电机以目标方向转动电机转动圈数即可实现连接距离的调整。
车辆在行驶过程由于轮胎的弹性模量，对前束角的变化存在影响，可能导致预设调整机构出现频繁动作。基于此，在一种具体的实施方式中，控制预设调整机构对车身与转向轮之间的连接机构执行调整动作之后，方法还包括：
获取车辆上每个转向轮的摆动幅度。摆动幅度可以通过前束角的角度值范围进行表征，在执行调整动作后，获取转向轮的最大前束角和最小前束角，基于最大前束角与最小前束角的角度范围表征转向轮的摆动幅度。
当然，也可以通过另一种方式表述转向轮的摆动幅度。示例性的，获取车辆上每个转向轮的摆动幅度，包括：
获取预设垂直高度内每个转向轮在执行调整动作前的初始前束角，以及执行调整动作后的当前前束角。初始前束角为预设调整机构未执行调整动作时转向轮所表征的前束角，当前前束角为执行调整动作后转向轮所表征的前束角。根据预设垂直高度、初始前束角和当前前束角，获得每个转向轮的摆动幅度。预设垂直高度为量化角度差值的设定高度，角度差值为初始前束角与当前前束角的差值。
摆动幅度φ可以通过公式φ=|δ 0-δ t|/H 0计算获得，其中，δ t为当前前束角，δ 0为初始前束角，H 0为预设垂直高度。预设垂直高度可以基于实际需求设定，例如设定为100mm。
在摆动幅度大于预设的幅度阈值时，说明转向轮的摆动幅度较大，仍需要实施调整，则对连接该转向轮的连接机构继续执行调整动作，直至摆动幅度小于或等于幅度阈值。反之，摆动幅度小于或等于预设的幅度阈值时，则停止调整。
下面将进一步详细描述车辆行驶控制方法的实施策略，轮跳转向的控制架构如图4所示。由信号收集单元、控制决策单元、指令发布单元和控制执行单元四大单元组成，对其中的架构组成进一步描述如下：
信号收集单元是轮跳转向控制系统的信号收集单元，负责收集各传感器采集的整车和系统的状态信号。进一步描述包括（1）整车控制器（或称ECU），负责提供与整车运动状态相关的状态信号，比如整车ECU提供的车速信号、方向盘转角信号等；（2）悬架系统，负责提供与悬架运动状态相关的状态信号，比如左、右悬架的高度传感器提供的悬架高度状态信号等；（3）车轮系统单元，负责提供与车轮运动状态相关的状态信号，比如左、右转向轮角度传感器提供的车轮转向角度信号等。
控制决策单元是轮跳转向控制系统的决策单元，负责对信号收集单元发送的各种状态信号进行分析决策，根据上述的分析决策确定发布相对应控制执行方式的指令信号，并将该指令信号对应发送给指令发布单元。
指令发布单元是轮跳转向控制系统中控制决策单元和控制执行单元的中间信号沟通单元。当控制决策单元完成分析决策，并根据优选的决策结果将确定发布对应控制执行方式的指令信号发送给指令发布单元，指令发布单元接收到控制决策单元发出的信号后，将控制决策单元决策的控制执行方式指令信号发送给控制执行单元。
控制执行单元是轮跳转向控制系统的执行机构，当接收到指令发布单元发出的控制执行方式指令信号后，控制执行单元则按照控制执行方式指令执行相应的调整动作。
下面将以颠簸路况为例，整体描述车辆行驶控制方法的实施步骤，请参阅图5，图5为本发明实施例提供的车辆的行驶控制方法的逻辑示意图。具体包括：
S501、获取车辆的悬架高度信号，包括左侧悬架的第一高度Hl和右侧悬架的第二高度Hr。
S502、判断第一高度Hl和第二高度Hr的差值绝对值是否大于或等于控制门限1，控制门限1可以基于实际需求设定为阈值。小于控制门限1时返回步骤S501，大于或等于控制门限1时进入步骤S503。
S503、获取车轮的转角信号，包括左转向轮的第一转向角δ l，以及右转向轮的第二转向角δ r。
S504、判断每个转向轮的目标比值是否大于或等于控制门限2，目标比值为第一转向角δ l与左转向轮相邻周期的高度差△Hl的比值，或第二转向角δ r与右转向轮相邻周期的高度差△Hr的比值，目标比值大于或等于控制门限2时进行步骤S505和S506；否则，返回步骤S503。
S505、基于每个转向轮的转向角确定调整动作的执行量，包括左侧转向轮的动作量值010，右侧转向轮的动作量值020，以及左右两侧同时动作的动作量值010&020。
S506、控制执行方式决策，以确定执行对象。包括左侧动作001，右侧动作002，以及左侧和右侧同时动作001&002。
S507、执行方式指令发布，接收左侧动作001或右侧动作002，或同时动作001&002。
S508、在实施控制执行方式决策前，还基于该步骤需要获取车速信号。
S509、判定车辆的行驶车速是否大于0，不大于0时，说明车辆未行驶，返回步骤S508；大于0时，说明车辆处于行驶状态，进入步骤S512。
S510、获取方向盘的转角信号A。
S511、确定转角信号A是否为0°，以确定方向盘是否回正。
S512、基于行驶车速和转角信号确定车辆是否处于直线行驶工况，确定车辆处于直线行驶时进入步骤S506；否则，保持继续监测状态。
S513、确定是否存在被执行对象，被执行对象包括左侧连接机构和/或右侧连接机构的调整。
S514、控制执行，基于预设调整机构对车身与转向轮之间的连接机构执行调整动作，以控制车辆进行稳定的直线行驶。执行方式决策结果包括（1）左单侧动作==001，动作量==010；（2）右单侧动作==002，动作量==020；（3）左右双侧同时动作==001&002，动作量为左侧动作量=010&&右侧动作量==020。控制决策单元将控制执行方式决策结果信号001or002or003中的一种发送至指令发布单元进行判断。
基于与控制方法同样的技术构思，本发明实施例还提供了一种车辆的行驶控制系统，系统包括控制器，以及与控制器连接的预设调整机构；
控制器被配置为确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，并向预设调整机构输出调整控制信号；
预设调整机构被配置为响应于调整控制信号，对车身与转向轮之间的连接机构执行调整动作，以将波动幅度调整至小于或等于幅度阈值。
基于与控制方法同样的技术构思，本发明实施例还提供了一种车辆，安装有上述车辆的行驶控制系统。
基于与控制方法同样的技术构思，本发明实施例还提供了一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现控制方法中任一项方法的步骤。
本发明实施例中提供的技术方案，至少具有如下技术效果或优点：
在车辆直线行驶时，确定行驶轨迹的波动幅度是否大于预设的幅度阈值，在波动幅度大于幅度阈值时，说明车辆的悬架结构较松散，导致车辆直线行驶过程中的稳定性较差，需要驾驶员不停调整方向盘保持车辆处于直线行驶状态，为提高车辆直线行驶的稳定性，控制预设调整机构对车身与车轮之间的连接机构执行调整动作，使车辆的悬架结构更稳固，以将波动幅度调整至小于或等于幅度阈值，由于执行调整动作后直线行驶的行驶轨迹的波动幅度较小，进而提高了车辆直线行驶的稳定性；同时，由于直线行驶的稳定性较好，提升了驾驶员在车辆直线行驶工况下的操控性能。
本领域内的技术人员应明白，本发明的实施例可提供为方法、系统、或计算机程序产品。因此，本发明可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本发明可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质（包括但不限于磁盘存储器、CD-ROM、光学存储器等）上实施的计算机程序产品的形式。
本发明是参照根据本发明实施例的方法、装置（模块、系统）、和计算机程序产品的流程图和/或方框图来描述。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式计算机或者其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本发明的优选实施例，但本领域内的技术人员一旦得知了基本创造概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本发明范围的所有变更和修改。
显然，本领域的技术人员可以对本发明进行各种改动和变型而不脱离本发明的精神和范围。这样，倘若本发明的这些修改和变型属于本发明权利要求及其等同技术的范围之内，则本发明也意图包括这些改动和变型在内。

Claims (15)

  1. 一种车辆的行驶控制方法，其特征在于，所述方法包括：
    确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值；
    若是，控制预设调整机构对车身与转向轮之间的连接机构执行调整动作，以将所述波动幅度调整至小于或等于所述幅度阈值。
  2. 根据权利要求1所述的车辆的行驶控制方法，其特征在于，所述确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，包括：
    在所述车辆处于直线行驶时执行车轮与地面之间高度的测量任务，以获取所述车辆上传感器采集的左侧悬架的第一高度和右侧悬架的第二高度；
    根据至少两个相邻周期的所述第一高度的高度差值，获得所述左侧悬架的第一高度变化量；
    根据至少两个相邻周期的所述第二高度的高度差值，获得所述右侧悬架的第二高度变化量；
    将所述第一高度变化量与所述第二高度变化量的差值，确定为车辆悬架的高度变化差值；
    判断所述高度变化差值是否满足预设条件，其中，所述预设条件至少包括所述高度变化差值大于预设的第一高度阈值；
    若是，则确定所述波动幅度大于所述幅度阈值；
    若否，则确定所述波动幅度小于或等于所述幅度阈值。
  3. 根据权利要求2所述的车辆的行驶控制方法，其特征在于，所述判断所述高度变化差值是否满足预设条件，包括：
    在所述高度变化差值大于所述第一高度阈值时对计时器输出启动指令；
    接收来自所述计时器的计量时长；
    在所述计量时长大于预设的时长阈值时，确定所述高度变化差值满足所述预设条件。
  4. 根据权利要求2所述的车辆的行驶控制方法，其特征在于，在所述车辆处于直线行驶时执行车轮与地面之间高度的测量任务，包括：
    获取所述车辆的行驶车速和方向盘转角；
    确定所述行驶车速是否大于预设的速度阈值，以及所述方向盘转角处于所述直线行驶的预设区间；
    在所述行驶车速大于所述速度阈值，且所述方向盘转角处于所述预设区间时，基于所述传感器以预设的第一周期采集所述左侧悬架的第一高度和所述右侧悬架的第二高度。
  5. 根据权利要求1所述的车辆的行驶控制方法，其特征在于，所述确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值之前，所述方法还包括：
    确定所述车辆直线行驶时的当前行驶路况是否为颠簸路况；
    若是，则执行所述确定所述波动幅度是否大于所述幅度阈值。
  6. 根据权利要求5所述的车辆的行驶控制方法，其特征在于，所述确定所述车辆直线行驶时的当前行驶路况是否为颠簸路况，包括：
    获取所述车辆上传感器采集的左侧车轮的第三高度和右侧车轮的第四高度；
    根据所述第三高度与所述第四高度的差值，获得所述车辆的车轮高度差；
    在所述车轮高度差大于预设的第二高度阈值时，确定所述当前行驶路况为颠簸路况。
  7. 根据权利要求1所述的车辆的行驶控制方法，其特征在于，所述确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，包括：
    在所述车辆处于直线行驶时根据预设的第二周期采集所述转向轮的前束角；
    根据多个所述第二周期所采集的前束角的差值，获得角度变化量；
    在所述角度变化量大于预设的角度阈值时，确定所述波动幅度大于所述幅度阈值。
  8. 根据权利要求1所述的车辆的行驶控制方法，其特征在于，所述预设调整机构为每个转向轮内侧连接转向节和转向机的伸缩机构；控制预设调整机构对车身与转向轮之间的连接机构执行调整动作，包括：
    根据所述行驶轨迹的波动方向确定每个转向轮的前束角的偏转方向；
    在所述偏转方向为车辆内侧时，根据所述波动幅度控制所述伸缩机构将所述转向节和所述转向机的连接距离调大；
    在所述偏转方向为车辆外侧时，根据所述波动幅度控制所述伸缩机构将所述转向节和所述转向机的连接距离调小。
  9. 根据权利要求8所述的车辆的行驶控制方法，其特征在于，根据所述波动幅度控制所述伸缩机构调整所述转向节和所述转向机的连接距离，包括：
    根据公式C=i 1 ×i 2 ×λ/△δt，获得所述伸缩机构的电机转动圈数C，其中，i 1 为所述伸缩机构的驱动电机与伸缩杆的第一传动比，i 2 为所述伸缩杆的伸缩长度与转向轮的转向角的第二传动比，λ为预设的调节修正系数，△δt为所述波动幅度所表征的前束角的角度变化量；
    控制所述驱动电机以所述偏转方向所表征的目标方向，转动所述电机转动圈数。
  10. 根据权利要求1所述的车辆的行驶控制方法，其特征在于，所述控制预设调整机构对车身与转向轮之间的连接机构执行调整动作之后，所述方法还包括：
    获取所述车辆上每个转向轮的摆动幅度；
    在所述摆动幅度大于预设的幅度阈值时，对连接该转向轮的连接机构继续执行调整动作，直至所述摆动幅度小于或等于所述幅度阈值。
  11. 根据权利要求10所述的车辆的行驶控制方法，其特征在于，所述获取所述车辆上每个转向轮的摆动幅度，包括：
    获取预设垂直高度内每个转向轮在执行调整动作前的初始前束角，以及执行调整动作后的当前前束角；
    根据所述预设垂直高度、所述初始前束角和所述当前前束角，获得所述每个转向轮的摆动幅度。
  12. 根据权利要求11所述的车辆的行驶控制方法，其特征在于，所述根据所述预设垂直高度、所述初始前束角和所述当前前束角，获得所述每个转向轮的摆动幅度，包括：
    根据公式φ=|δ 0 -δ t |/H 0 ，获得所述摆动幅度φ，其中，δ t 为所述当前前束角，δ 0 为所述初始前束角，H 0 为所述预设垂直高度。
  13. 一种车辆的行驶控制系统，其特征在于，所述系统包括控制器，以及与控制器连接的预设调整机构；
    所述控制器，被配置为确定车辆在直线行驶时行驶轨迹的波动幅度是否大于预设的幅度阈值，并向所述预设调整机构输出调整控制信号；
    所述预设调整机构，被配置为响应于所述调整控制信号，对车身与转向轮之间的连接机构执行调整动作，以将所述波动幅度调整至小于或等于所述幅度阈值。
  14. 一种车辆，其特征在于，安装有权利要求13所述的车辆的行驶控制系统。
  15. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时实现权利要求1-12中任一项所述方法的步骤。
PCT/CN2024/120612 2024-06-11 2024-09-24 一种车辆及其行驶控制方法、系统和存储介质 Pending WO2025255989A1 (zh)

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