Control method, control module, vehicle execution system and vehicle

Abstract

The present invention provides a control method, a control module, a vehicle execution system, a vehicle, a storage medium and a computer device, wherein the control method is used for a target slip rate of a vehicle, wherein the control method comprises the following steps: S101: obtaining a target slip rate of tire tolerance compensation of the vehicle and a target slip rate of ESP control of the vehicle; S102: when the ESP is triggered, S103: determining whether the target slip rate of tire tolerance compensation is greater than the target slip rate of ESP control; if not, executing S105: selecting the larger target slip rate between the target slip rates of ESP control and tire tolerance compensation as the target slip rate of the vehicle; if so, executing S104: reducing the target slip rate of tire tolerance compensation so that the target slip rate of tire tolerance compensation is lower than the target slip rate of ESP control, and executing S105: selecting the larger target slip rate between the target slip rates of ESP control and tire tolerance compensation as the target slip rate of the vehicle.

Description

Technical Field

[0001] The present invention relates to a method for controlling a target slip ratio of a vehicle, a control module for a target slip ratio of a vehicle, a vehicle execution system, a vehicle, a computer-readable storage medium, and a computer device. Specifically, the present invention includes performance optimization of the impact of tire tolerance compensation logic on vehicle driving. Background Art

[0002] The vehicle has target slip rates for tire compensation and ESP control. When the vehicle is powered on, the tire compensation target slip rate is set to a higher value by default, and a self-learning process is required to continuously approximate the target slip rate required under real-world driving conditions. However, this process takes time, and in theory, the self-learning process never stops; it only continues to approach the real-world conditions, which also change in real time.

[0003] This creates a risk of incompatibility between the incomplete self-learning process and changing real-time operating conditions. For example, existing vehicles use a target slip ratio based on tire tolerance compensation as the target slip ratio for the entire vehicle. However, under certain operating conditions (such as cornering), the target slip ratio, still too high for tire tolerance compensation, could damage the vehicle and cause injury.

[0004] In addition, the certain operating condition also includes an off-road mode of the all-terrain system of the all-terrain vehicle.

[0005] The All Terrain system has a button that can be used to select the off-road mode of the All Terrain system and use the All Terrain system parameters to achieve better performance on different roads. Especially when driving at low speed in off-road situations, ESP control should be activated immediately as soon as there is a deviation between the left and right wheel speeds due to the target slip ratio of ESP control.

[0006] Tire tolerance compensation, particularly the mini spare tire logic, is initialized and requires self-learning each time the vehicle is powered off (e.g., after waiting 300 seconds and then powered back on after a long period of inactivity, regardless of whether the mini spare tire is replaced). During this self-learning period, the system sets a default target slip ratio for tire tolerance compensation.

[0007] In the current system, the target slip ratio is selected as the maximum between the target slip ratio for ESP control and the target slip ratio for tire tolerance compensation. Typically, the target slip ratio for tire tolerance compensation is greater than that for ESP control, which improves robustness and avoids unnecessary controller intervention. When tire tolerance compensation is fully self-learned, the target slip ratio for tire tolerance compensation is generally lower than that for ESP control, which does not affect ESP control performance.

[0008] Currently, whenever the all-terrain system needs to be adjusted, engineers working on the system must first manually adjust parameters to allow the tire tolerance compensation self-learning to complete automatically. Non-engineers, however, must wait until the tire tolerance compensation self-learning is complete before the all-terrain system can begin performance adjustments. After completing the all-terrain system adjustment, engineers working on the system must restore the parameters to their previous state to avoid affecting the tire tolerance compensation self-learning.

[0009] If you forget to change the parameters or the tire tolerance compensation hasn't completed self-learning, the system will use the upper limit of the target slip ratio for the tire tolerance compensation. Often, this target slip ratio is greater than the target slip ratio for ESP control. This can lead to very poor all-terrain system performance, and even a high rate of driveline damage. In existing technology, users are simply informed that tire tolerance compensation requires self-learning, and then wait for it to complete before experiencing better all-terrain system performance. Summary of the Invention

[0010] According to different aspects, the purpose of the present invention is to avoid the problem of poor performance of the entire vehicle or even damage to the vehicle or its parts due to the high target slip rate of tire tolerance compensation when entering certain driving conditions (such as curves, off-road mode of all-terrain systems) before good self-learning results are achieved.

[0011] In addition, the present invention is also intended to solve or alleviate other technical problems existing in the prior art.

[0012] The present invention solves the above-mentioned problems by providing a method for controlling a target slip ratio of a vehicle, a control module for a target slip ratio of a vehicle, a vehicle execution system, a vehicle, a computer-readable storage medium, and a computer device. Specifically, according to one aspect of the present invention, there are provided:

[0013] A method for controlling a target slip ratio of a vehicle, wherein the method comprises the following steps:

[0014] S101: Obtaining a target slip ratio for tire tolerance compensation of the vehicle and a target slip ratio for ESP control of the vehicle,

[0015] S102: When the ESP is triggered,

[0016] S103: Determine whether the target slip rate of the tire tolerance compensation is greater than the target slip rate of the ESP control; if not, execute S105: select the larger target slip rate between the target slip rates of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle; if so, execute S104: reduce the target slip rate of the tire tolerance compensation so that the target slip rate of the tire tolerance compensation is lower than the target slip rate of the ESP control, and execute S105: select the larger target slip rate between the target slip rates of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle.

[0017] According to another aspect of the present invention, a control module for a target slip ratio of a vehicle is provided, wherein the control module is configured to execute a control method according to the present invention, wherein the control module comprises a receiving module, a judging module, and an output module, which are communicatively connected to each other, wherein the receiving module obtains a target slip ratio for tire tolerance compensation of the vehicle and a target slip ratio for ESP control of the vehicle, wherein the judging module determines whether the ESP is triggered, and if so, determines whether the target slip ratio for tire tolerance compensation is greater than the target slip ratio for ESP control, and if not, the output module selects the larger target slip ratio between the target slip ratios for ESP control and the target slip ratio for tire tolerance compensation as the target slip ratio of the vehicle; if so, the output module reduces the target slip ratio for tire tolerance compensation so that the target slip ratio for tire tolerance compensation is lower than the target slip ratio for ESP control, and selects the larger target slip ratio between the target slip ratios for ESP control and the target slip ratio for tire tolerance compensation as the target slip ratio of the vehicle.

[0018] According to another aspect of the present invention, the present invention provides a vehicle execution system, wherein the vehicle execution system has any one of the above-mentioned control modules and the central control of the vehicle, wherein the control module and the central control are connected via a bus.

[0019] According to yet another aspect of the present invention, the present invention provides a vehicle, wherein the vehicle includes the vehicle execution system according to the present invention.

[0020] According to another aspect of the present invention, the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the control method according to the present invention when executed by a processor.

[0021] According to another aspect of the present invention, the present invention provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the control method according to the present invention when executing the computer program. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which:

[0023] Figure 1 A flow chart showing an embodiment of a control method according to the present invention is shown;

[0024] Figure 2 A schematic diagram showing an embodiment of a control module according to the present invention is shown. DETAILED DESCRIPTION

[0025] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of the present invention and should not be regarded as the entire invention or as a limitation or restriction of the technical solution of the present invention.

[0026] The terms "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" mentioned or potentially mentioned in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may vary depending on their location or usage. Therefore, these or other directional terms should not be interpreted as restrictive. In addition, the terms "first," "second," "third," and similar expressions are used only for descriptive and distinguishing purposes and should not be understood to indicate or imply the relative importance of the corresponding components.

[0027] refer to Figure 1 , which shows a flow chart of an implementation of a control method according to the present invention.

[0028] The control method is used for a target slip ratio of a vehicle, wherein the control method comprises the following steps:

[0029] S101: Obtaining a target slip ratio for tire tolerance compensation and a target slip ratio for ESP control of the vehicle (eg, from a vehicle body electronic stability system).

[0030] S102: When the ESP is triggered,

[0031] S103: Determine whether the target slip rate of the tire tolerance compensation is greater than the target slip rate of the ESP control. If not 203, execute S105: select the larger target slip rate between the target slip rates of ESP control and tire tolerance compensation as the target slip rate of the vehicle; if yes 202, execute S104: reduce the target slip rate of the tire tolerance compensation so that the target slip rate of the tire tolerance compensation is lower than the target slip rate of ESP control, and execute S105: select the larger target slip rate between the target slip rates of ESP control and tire tolerance compensation as the target slip rate of the vehicle.

[0032] It should be understood that ESP, which stands for Electronic Stability Program, is a general term for systems or programs designed to improve vehicle handling while effectively preventing loss of control when the car reaches its dynamic limits. The Electronic Stability Program enhances vehicle safety and handling. It analyzes vehicle driving status information transmitted by various sensors and then issues corrective commands to the ABS (Anti-lock Brake System) and ASR (Acceleration Slip Regulation) to help the vehicle maintain dynamic balance. ESP ensures optimal vehicle stability in all conditions, and its effectiveness is particularly evident in oversteer and understeer situations.

[0033] In addition, the target slip ratio of ESP control includes the target slip ratio of braking torque control and the target slip ratio of driving torque control. Therefore, the target slip ratio of ESP control mentioned in this article can refer to both or one of the two according to actual conditions.

[0034] During driving, ESP is triggered or intervened to prevent or control skidding / sliding to prevent the tires from losing grip on the road. This can occur when making sharp turns at high speed, turning the steering wheel sharply at low speed, when the left and right tires have uneven grip (especially if the road is wet), or when an all-terrain vehicle is in off-road mode at low speed.

[0035] Therefore, through the design scheme of the present invention, when the vehicle faces the above-mentioned driving conditions, the target slip rate of the vehicle is set to the target slip rate controlled by ESP, that is, ESP is used to take over or assist in the control of the vehicle, eliminating the potential hidden dangers of damaging the vehicle due to insufficient self-learning process / initialization process of the vehicle.

[0036] In particular, the control method is used for a target slip ratio of an all-terrain system of an all-terrain vehicle. It should be understood that an all-terrain vehicle, or an all-terrain off-road vehicle, is equipped with an all-terrain system, tire tolerance compensation, and ESP control. The all-terrain system can include a normal mode (i.e., a mode for driving on typical vehicle terrain, such as roads and slopes, and generally the default mode) and an off-road mode.

[0037] The off-road mode should be understood broadly, and the road conditions it involves include rugged roads, roads with many obstacles that can be climbed, etc., such as grass, gravel and snow mode, mud and rut mode, sand mode, rock mode, etc., and these modes are not completely unrelated, but can overlap or even replace each other according to the definition of the vehicle model or manufacturer; the reason for tire tolerance compensation is that the wheel speed is different from other wheel speeds due to tire wear, air pressure changes, replacement of spare tires, etc., and the wheel speed of the tire needs to be compensated at this time. It will perform self-learning / self-training after each power-on (start-up) of the vehicle, that is, the initialization process is performed, which usually manifests as In order to change its target slip rate from higher to lower, the setting of the tire tolerance compensation will have an impact on the all-terrain system. In particular, when the tire tolerance compensation has not been fully self-learned, the performance of the all-terrain system in non-normal modes (such as off-road mode) will be poor, and even vehicle components (such as transmission, gearbox) may be damaged; ESP control is to control the driving or braking torque of the drive wheels, including torque control based on the wheel speed difference between the drive wheels on both sides, which has the effect of reducing the drive wheel speed and lowering the target vehicle speed; the slip rate is the proportion of the sliding component in the relative motion between the tire and the ground when the tire is subjected to traction or braking force.

[0038] Therefore, for an all-terrain vehicle, step S101 also includes obtaining the vehicle's current driving mode and current speed, and step S103 also includes determining whether the driving mode has been switched to off-road mode. If so, it then determines whether the current vehicle speed is less than a speed threshold (e.g., 20 kph-40 kph). If so, steps S104 and S105 are executed sequentially; if not, S105 is executed. Therefore, the technical solution of the present invention is well-suited for all-terrain vehicles and can similarly achieve the aforementioned technical effects.

[0039] The main reasons for considering the vehicle's current speed are: All-Terrain operating conditions are primarily at low and medium speeds, where slip control is critical. Furthermore, the driver may reach very high speeds while in All-Terrain mode, requiring tire tolerance compensation to be restored. Of course, in addition to All-Terrain system mode and speed, other criteria can also be added.

[0040] It should be understood that there is no absolute order of precedence between the steps mentioned herein, and the numbers corresponding to the steps do not represent the order of the steps, but are merely for ease of reference. Unless there is an obvious conflict or obvious wording indicating a sequence, those skilled in the art will be able to modify the order of implementation of the above steps, and even the implementation objects (including numerical values), according to actual circumstances without departing from the technical concept of the present invention.

[0041] The traversal frequency of the control method can also be set according to specific circumstances. For example, the vehicle continuously and in real time performs the acquisition and judgment steps of the technical solution and completes the corresponding execution steps.

[0042] refer to Figure 2 , which shows a schematic diagram of an embodiment of a control module 1 according to the present invention.

[0043] It should be understood that since the specific shapes and connection methods of each component are not the subject of the present invention, for the sake of clarity and simplicity, all of these components are schematically shown in the form of structural modules. Those skilled in the art can select appropriate module shapes and connection methods based on the structural diagram. Furthermore, the structural diagram provided is only one embodiment of the present invention. Those skilled in the art may make various modifications without departing from the spirit of the present invention after referring to the schematic diagram, and such modifications are also intended to be within the scope of protection of the present invention.

[0044] The present control method can also be executed by a control module 1, which is used for a target slip ratio of a vehicle. The control module 1 is used to execute the control method according to the present invention, wherein the control module 1 has a receiving module 11, a judging module 12, and an output module 13, which are communicatively connected to each other. The receiving module 11 obtains a target slip ratio of the vehicle for tire tolerance compensation and a target slip ratio of the vehicle for ESP control. The judging module 12 judges whether the ESP is triggered. If so, it judges whether the target slip ratio of the tire tolerance compensation is greater than the target slip ratio of the ESP control. If not, the output module 13 selects the larger target slip ratio of the target slip ratios of the ESP control and the tire tolerance compensation as the target slip ratio of the vehicle. If so, the output module 13 reduces the target slip ratio of the tire tolerance compensation so that the target slip ratio of the tire tolerance compensation is lower than the target slip ratio of the ESP control, and selects the larger target slip ratio of the target slip ratios of the ESP control and the tire tolerance compensation as the target slip ratio of the vehicle.

[0045] Regarding the specific implementation and features of the control module 1, please refer to the above description of the control method, which will not be repeated here.

[0046] Optionally, the control module 1 can be integrated into the vehicle's electronic stability control system (i.e., ESP), or the control method can even be written into the ESP as software or algorithmic logic, thereby saving space and improving the compatibility and adaptability of the control module 1 or control method. In this case, the output module 13 can output the results to the ESP, which then performs the actual execution.

[0047] It should be understood that the present invention further relates to a vehicle execution system, wherein the vehicle execution system has any one of the above-mentioned control modules 1 and the central control of the vehicle, wherein the control module 1 and the central control are connected via a bus.

[0048] The vehicle's center console can be understood as the vehicle's main controller (for example, the VCU (Vehicle Control Unit) for electric vehicles). It collects signals and data from the body controller (e.g., the BCM) via a bus and transmits execution decisions to the corresponding controller (e.g., the motor controller). This allows the control module 1 to exchange data with the center console via the bus, including acquiring the various data mentioned above and outputting the final target slip ratio to the center console, which then transmits the corresponding execution decisions. The bus can be a CAN bus, ensuring high-performance, reliable, and real-time data transmission.

[0049] Furthermore, the vehicle execution system of the present invention can be installed on a variety of vehicles, including sedans, trucks, buses, hybrid vehicles, and pure electric vehicles. Therefore, the subject matter of the present invention is also intended to protect various vehicles equipped with the vehicle execution system of the present invention. Such vehicles can, for example, be four-wheel drive electric vehicles, enabling better off-road operation.

[0050] Similarly, the present invention also relates to a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements any one of the above-mentioned control methods when executed by a processor; and a computer device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the processor implements any one of the above-mentioned control methods when executing the computer program.

[0051] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of the present invention should be within the legal protection scope of the present invention.

Claims

1. A method for controlling a target slip ratio of a vehicle, characterized in that: The control method comprises the following steps: S101: Obtaining a target slip ratio for tire tolerance compensation of the vehicle and a target slip ratio for ESP control of the vehicle, S102: When the ESP is triggered, S103: Determine whether the target slip rate of the tire tolerance compensation is greater than the target slip rate of the ESP control. If not (203), execute S105: select the larger target slip rate between the target slip rates of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle; if so (202), execute S104: reduce the target slip rate of the tire tolerance compensation so that the target slip rate of the tire tolerance compensation is lower than the target slip rate of the ESP control, and execute S105: select the larger target slip rate between the target slip rates of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle.

2. The control method according to claim 1, characterized in that: Step S101 also includes obtaining the current driving mode of the vehicle and the current speed of the vehicle. In step S102, the triggering situation of ESP includes that the driving mode is switched to the off-road mode and the current speed is less than the speed threshold.

3. The control method according to claim 2, characterized in that: The vehicle speed threshold is 20kph-40kph.

4. A control module (1) for a target slip ratio of a vehicle, characterized in that: The control module (1) is used to execute the control method according to any one of claims 1 to 3, wherein the control module (1) has a receiving module (11), a judging module (12) and an output module (13) which are communicatively connected to each other, the receiving module (11) obtains the target slip rate of the tire tolerance compensation of the vehicle and the target slip rate of the ESP control of the vehicle, the judging module (12) judges whether the ESP is triggered, and if so, judges whether the target slip rate of the tire tolerance compensation is greater than the target slip rate of the ESP control, and if not, the output module (13) selects the larger target slip rate of the target slip rate of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle; if so, the output module (13) reduces the target slip rate of the tire tolerance compensation so that the target slip rate of the tire tolerance compensation is lower than the target slip rate of the ESP control, and selects the larger target slip rate of the target slip rate of the ESP control and the tire tolerance compensation as the target slip rate of the vehicle.

5. The control module (1) according to claim 4, characterized in that The control module (1) is integrated into the ESP of the vehicle.

6. A vehicle execution system, characterized in that: The vehicle execution system comprises a control module (1) according to claim 4 or 5 and a central control of the vehicle, wherein the control module (1) and the central control are connected via a bus.

7. A vehicle, characterized in that: The vehicle includes the vehicle execution system according to claim 6.

8. The vehicle according to claim 7, characterized in that The vehicle is a four-wheel drive electric vehicle.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the control method according to any one of claims 1 to 3 is implemented.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the control method according to any one of claims 1 to 3 is implemented.

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