A vehicle stability control method, device, equipment and vehicle

Abstract

This invention provides a vehicle stability control method, device, identification system, and vehicle. The method includes: determining the required torque of the vehicle based on vehicle stability control requirements; acquiring the execution reduction ratio of each wheel of the vehicle; determining the execution torque provided for vehicle stability control based on the change in the reduction ratio of each wheel; determining the compensation torque required to achieve vehicle stability control based on the required torque and the execution torque; determining the target drive torque of each motor of the vehicle calculated based on the accelerator pedal opening based on the compensation torque; and controlling the torque change of the vehicle motors based on the target drive torque to perform secondary compensation for the required torque of the vehicle. The vehicle stability control method provided by this invention can improve the stability control performance and accuracy of the vehicle, and improve driving safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle stability control technology, specifically to a vehicle stability control method, device, equipment, and vehicle. Background Technology

[0002] With the continuous depletion of global oil resources, new energy vehicles are constantly developing. In-wheel motors and wheel-side motors are important components of these vehicles. The rear end of an in-wheel motor or wheel-side motor can transmit torque to the wheels via a reducer. Vehicle stability control is a crucial safety control function for vehicles equipped with in-wheel motors.

[0003] In traditional fuel vehicles, the driving torque is transmitted to the wheel ends through the engine, reducer, and differential, and the driving torque cannot be controlled independently. However, the braking torque can be independently controlled by the Electronic Stability Control (ESC) system. When the vehicle becomes unstable during steering, i.e., understeer or oversteer, the ESC will activate and apply braking torque to achieve lateral stability control of the vehicle. However, when ESC is activated, even if the driver does not press the brake pedal, the vehicle may suddenly apply braking force automatically. While the vehicle maintains lateral stability, the applied braking force causes abnormal deceleration in the longitudinal direction, affecting the driver's longitudinal driving intentions. Furthermore, the applied braking force cannot be too large, otherwise tire lock-up or emergency braking may occur (especially dangerous on highways). Conversely, the applied braking force cannot be too small, otherwise the vehicle's lateral stability control will be weak. New energy vehicles still suffer from the same problems as traditional fuel vehicles due to their axle motors. While wheel hub motors or wheel-side motors can achieve consistent longitudinal torque through independent control of each wheel, lateral stability control can be achieved through independent control of the left and right wheel torques. However, when the driver's torque demand is high, the wheel hub motors or wheel-side motors, needing to meet the driver's longitudinal driving torque, may have insufficient remaining torque for lateral stability control, resulting in weak lateral stability control.

[0004] In summary, the vehicle stability control performance of the existing technology is insufficient and the accuracy is not high when the vehicle stability control system (ESC) is working. Summary of the Invention

[0005] In view of this, it is necessary to provide a vehicle stability control method, device, equipment and vehicle to solve the technical problems of insufficient vehicle stability control performance and low accuracy in the prior art when the vehicle stability control system ESC is working.

[0006] To address the aforementioned technical problems, this invention provides a vehicle stability control method, comprising:

[0007] The required torque of the vehicle is determined based on the vehicle stability control requirements.

[0008] The execution reduction ratio of each wheel of the vehicle is obtained, and the execution torque that can be provided to achieve vehicle stability control based on the change of reduction ratio of the reducer is determined according to the execution reduction ratio of each wheel of the vehicle.

[0009] Based on the required torque and the executed torque, the compensation torque required by the motor to achieve vehicle stability control is determined.

[0010] The target drive torque of each motor in the vehicle is determined based on the compensation torque, which is calculated based on the accelerator pedal opening.

[0011] Based on the target driving torque of each motor, the torque change of the vehicle motor is controlled, and secondary compensation is performed on the required torque of the vehicle.

[0012] The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

[0013] In some embodiments, determining the required torque of the vehicle based on vehicle stability control requirements includes:

[0014] Obtain the initial reduction ratio, maximum reduction ratio, minimum reduction ratio, and initial drive torque calculated based on the accelerator pedal opening of the vehicle's continuously variable transmission (CVT).

[0015] Based on vehicle stability control requirements, the total change in torque at the left wheel end, the total change in torque at the right wheel end, and the required torque are determined.

[0016] In some embodiments, obtaining the reduction ratio of each wheel of the vehicle and determining the execution torque for achieving vehicle stability control based on the reduction ratio change of the reducer, includes:

[0017] Based on the total change in torque at the left wheel end and the total change in torque at the right wheel end, combined with the number of motors on both sides, calculate the torque that needs to be changed for each wheel on the left and the torque that needs to be changed for each wheel on the right.

[0018] Based on the torque that needs to change for each wheel on the left and the torque that needs to change for each wheel on the right, combined with the driving torque based on the accelerator pedal opening, the changes in the reduction ratios of each wheel on the left and right are calculated.

[0019] The first theoretical reduction ratio for vehicle control and stability requirements is calculated based on the initial reduction ratio, the changes in the reduction ratios of the left wheels, and the changes in the reduction ratios of the right wheels.

[0020] Based on the first theoretical reduction ratio, the maximum reduction ratio, and the minimum reduction ratio, calculate the reduction ratio of each wheel on the left and the reduction ratio of each wheel on the right.

[0021] The execution torque for achieving vehicle stability control is calculated based on the reduction ratios of the left and right wheels.

[0022] In some embodiments, calculating the reduction ratios of the left wheels and the right wheels based on the first theoretical reduction ratio, the maximum reduction ratio, and the minimum reduction ratio includes:

[0023] When the first theoretical reduction ratio is less than the minimum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the minimum reduction ratio;

[0024] When the first theoretical reduction ratio is greater than the maximum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the maximum reduction ratio;

[0025] When the first theoretical reduction ratio is not less than the minimum reduction ratio and not greater than the maximum reduction ratio, the reduction ratio executed by each wheel of the vehicle is equal to the first theoretical reduction ratio.

[0026] In some embodiments, determining the compensation torque required from the motor to achieve vehicle stability control based on the demand torque and the executed torque includes:

[0027] When the execution torque equals the required torque, vehicle stability control does not require motor torque compensation.

[0028] When the executed torque is less than the required torque, the motor needs to perform torque compensation to achieve vehicle stability control, and the magnitude of the compensation torque is the difference between the required torque and the executed torque.

[0029] In some embodiments, determining the target drive torque of each motor of the vehicle, calculated based on the accelerator pedal opening, according to the compensated torque includes:

[0030] Calculate the torque compensation amount for each motor on the left and the torque compensation amount for each motor on the right based on the compensation torque.

[0031] The target driving torques of the left and right motors are calculated based on the initial driving torque calculated from the accelerator pedal opening, the torque compensation of each motor on the left, and the torque compensation of each motor on the right.

[0032] The target driving torque includes the target driving torque of each motor on the left and the target driving torque of each motor on the right.

[0033] In some embodiments, the target driving torque at the wheel end is equal to the wheel end driving torque corresponding to the torque calculated based on the accelerator pedal opening under normal vehicle driving conditions.

[0034] On the other hand, the present invention also provides a vehicle stability control device, comprising:

[0035] The demand torque acquisition module is used to determine the vehicle's demand torque based on vehicle stability control requirements.

[0036] An execution torque calculation module is used to obtain the execution reduction ratio of each wheel of the vehicle, and determine the execution torque that can be provided to achieve vehicle stability control based on the change of the reduction ratio of the reducer according to the execution reduction ratio of each wheel of the vehicle.

[0037] The compensation torque determination module is used to determine the compensation torque required to achieve vehicle stability control based on the demand torque and the execution torque.

[0038] The target calculation module is used to determine the target driving torque of the vehicle based on the accelerator pedal opening according to the compensation torque;

[0039] The execution control module is used to control the torque change of the vehicle motor based on the target drive torque and to perform secondary compensation on the vehicle torque;

[0040] The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

[0041] On the other hand, the present invention also provides an in-vehicle device, including: a processor and a memory;

[0042] The memory stores a computer-readable program that can be executed by the processor;

[0043] When the processor executes the computer-readable program, it implements the steps in the vehicle stability control method described in the above embodiments.

[0044] Finally, the present invention also provides a vehicle including a vehicle stability control device and / or on-board equipment as described in the above embodiments.

[0045] The beneficial effects of the above embodiments are as follows: The vehicle stability control method provided by the present invention, on the one hand, obtains the required torque for vehicle stability control and determines the execution torque currently provided by the subtraction ratio change, determines the compensation torque required to achieve vehicle stability control based on the magnitude of the required torque and the execution torque, and performs secondary compensation through the vehicle motor, which can improve the vehicle's stability control performance; on the other hand, determining the target drive torque calculated based on the accelerator pedal opening based on the compensation torque can ensure that the accelerator pedal opening is still the same as during normal driving, ensuring compliance with the driver's driving intentions, improving the accuracy of vehicle stability control, and further enhancing driving safety. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 This is a flowchart illustrating an embodiment of the vehicle stability control method provided by the present invention;

[0048] Figure 2 Provided by the present invention Figure 1 A flowchart illustrating an embodiment of step S102;

[0049] Figure 3 This is a schematic diagram of a structure of an embodiment of the vehicle stability control device provided by the present invention;

[0050] Figure 4 This is a schematic diagram of an embodiment of the vehicle-mounted device provided by the present invention. Detailed Implementation

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0052] It should be understood that the illustrative drawings are not drawn to scale. The flowcharts used in this invention illustrate operations implemented according to some embodiments of the invention. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or performed simultaneously. Furthermore, those skilled in the art, guided by the content of this invention, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.

[0053] Some of the block diagrams shown in the accompanying drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor systems and / or microcontroller systems.

[0054] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0055] Before describing the embodiments, the background technology and inventive concept will be explained:

[0056] This invention addresses the problem of insufficient yaw torque in in-wheel motors or wheel-side motors when the longitudinal torque of a vehicle remains constant through independent control of each wheel, while maintaining lateral stability through independent control of the left and right side torques. The proposed method for vehicle stability control in in-wheel motor vehicles addresses this issue by employing a vehicle stability control approach based on reduction ratio variation and secondary motor compensation. The core idea is that new energy vehicles using in-wheel motors or wheel-side motors with continuously variable reducers (CVTs) can first utilize reduction ratio variation to provide the yaw torque required for vehicle stability control. If the reduction ratio variation is insufficient, secondary compensation is performed using torque variation in the in-wheel motors or wheel-side motors. This combination of CVT reduction ratio variation and motor torque compensation significantly improves vehicle stability control performance. Furthermore, the longitudinal driving torque remains unchanged throughout the control process, consistently equal to the driver's intended driving torque, thus enhancing vehicle safety. The application is in automobiles consisting of a hub motor and a continuously variable reducer.

[0057] The specific embodiments are described in detail below. It should be noted that the order of the following descriptions of the embodiments is not intended to limit the preferred order of the embodiments.

[0058] This invention provides a vehicle stability control method, device, equipment, and vehicle.

[0059] like Figure 1 As shown, Figure 1 This is a flowchart illustrating an embodiment of a vehicle stability control method provided by the present invention. The vehicle stability control method includes:

[0060] S101. Determine the required torque of the vehicle based on the vehicle stability control requirements;

[0061] S102. Obtain the execution reduction ratio of each wheel of the vehicle, and determine the execution torque that can be provided to achieve vehicle stability control based on the change in the reduction ratio of the reducer according to the execution reduction ratio of each wheel of the vehicle.

[0062] S103. Based on the required torque and the executed torque, determine the compensation torque that the motor needs to provide to achieve vehicle stability control;

[0063] S104. Determine the target drive torque of each motor of the vehicle based on the accelerator pedal opening according to the compensation torque.

[0064] S105. Based on the target driving torque of each motor, control the torque change of the vehicle motor and perform secondary compensation for the required torque of the vehicle.

[0065] The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

[0066] Compared with existing technologies, the vehicle stability control method provided by this invention improves vehicle stability control performance by acquiring the required torque for vehicle stability control and determining the current execution torque provided through the subtraction ratio change. Based on the magnitudes of the required torque and the execution torque, the compensation torque required to achieve vehicle stability control is determined, and secondary compensation is performed through the vehicle motor. Furthermore, by determining the target drive torque based on the accelerator pedal opening according to the compensation torque, the target drive torque calculated by the vehicle ensures that the accelerator pedal opening remains the same as during normal driving, ensuring compliance with the driver's driving intentions, improving the accuracy of vehicle stability control, and further enhancing driving safety.

[0067] Optionally, in some embodiments of the present invention, step S101 includes obtaining the initial reduction ratio, maximum reduction ratio, minimum reduction ratio, and initial drive torque calculated based on the accelerator pedal opening of the vehicle continuously variable reducer.

[0068] The total change in torque at the left wheel end, the total change in torque at the right wheel end, and the required torque are determined based on the vehicle's stability control requirements.

[0069] In a specific embodiment of the present invention, firstly, the initial reduction ratio of the continuously variable transmission (CVT) at the rear end of the hub motor or wheel-side motor (hereinafter referred to as the motor) is set. The setting method is based on the initial reduction ratio of the hub motor as the reference point. When one side increases to the maximum reduction ratio and the other side decreases to the minimum reduction ratio, the torque changes on both sides of the vehicle are the same. That is, to ensure that the overall vehicle torque remains constant during the change of the CVT reduction ratio, the principle is that when the torque increases on one side, the torque decreases on the other side, and the total torque change is 0. As shown below:

[0070] (imax -i0)*T*n+(i min -i0)**n=0

[0071] Where: i max i is the maximum reduction ratio of the continuously variable transmission (CVT); min is the minimum reduction ratio of the continuously variable transmission (CVT); i0 is the initial reduction ratio; T is the initial driving torque calculated based on the accelerator pedal opening; and is the number of motors on one side, with the same number of motors on both the left and right sides of the vehicle.

[0072] Furthermore, it can be known that:

[0073] Furthermore, the torque required for vehicle longitudinal stability control is the sum of the initial drive torque calculated by the driver based on the accelerator pedal and the initial reduction ratio, i.e.: T h =T*i0*2n.

[0074] Wherein: T h The wheel-end torque is calculated based on the initial drive torque based on the accelerator pedal opening, which is also the torque required for vehicle longitudinal stability control.

[0075] The total change in driving torque on the left and right sides is calculated based on the vehicle's stability control requirements. The sum of the total change in torque at the left wheel end and the right wheel end equals zero, and the torque generated by these two torques at the vehicle center is equal to the torque required for vehicle stability control.

[0076]

[0077] Where: ΔT l ΔT represents the total change in torque at the left wheel end of the vehicle. r ΔM is the total change in torque at the right wheel end of the vehicle; ΔM is the torque required for lateral stability control of the vehicle; r is the wheel radius; and d is the wheelbase.

[0078] Furthermore, it can be known that:

[0079] Furthermore, the required torque ΔM for vehicle lateral stability control can be calculated based on the vehicle yaw two-degree-of-freedom model.

[0080] It should be noted that the torque required to achieve vehicle stability control includes the torque required for lateral stability control ΔM and the torque required for longitudinal stability control T. h Among them, the lateral stability control requirement is to provide the vehicle with a driving torque that meets the vehicle's lateral stability requirements, so as to avoid understeer and oversteer. The longitudinal stability control requirement is to ensure that the longitudinal driving torque is not abnormally changed.

[0081] Furthermore, it can be known that: ΔT l =-ΔT r .

[0082] It should be noted that the torque transmission path for each wheel is as follows: the torque output by the hub / wheel-side motor is transmitted to the wheel via a continuously variable reducer.

[0083] Optionally, in some embodiments of the present invention, such as Figure 2 As shown, Figure 2 Provided by the present invention Figure 1 A flowchart illustrating an embodiment of step S102, which includes:

[0084] S201. Based on the total change in torque at the left wheel end and the total change in torque at the right wheel end, and combined with the number of motors on both sides, calculate the torque that needs to change for each wheel on the left and the torque that needs to change for each wheel on the right.

[0085] S202. Based on the torque that needs to change for each wheel on the left and the torque that needs to change for each wheel on the right, and combined with the driving torque based on the accelerator pedal opening, calculate the change in the reduction ratio of each wheel on the left and the change in the reduction ratio of each wheel on the right.

[0086] S203. Calculate the first theoretical reduction ratio for vehicle control and stability requirements based on the initial reduction ratio, the changes in the reduction ratios of the left wheels, and the changes in the reduction ratios of the right wheels.

[0087] S204. Calculate the reduction ratios of each wheel on the left and each wheel on the right based on the first theoretical reduction ratio, the maximum reduction ratio, and the minimum reduction ratio.

[0088] S205. Calculate the execution torque that can be provided to achieve vehicle stability control based on the reduction ratio of each wheel on the left and the reduction ratio of each wheel on the right.

[0089] Furthermore, step S204 specifically includes:

[0090] When the first theoretical reduction ratio is less than the minimum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the minimum reduction ratio;

[0091] When the first theoretical reduction ratio is greater than the maximum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the maximum reduction ratio;

[0092] When the first theoretical reduction ratio is not less than the minimum reduction ratio and not greater than the maximum reduction ratio, the reduction ratio executed by each wheel of the vehicle is equal to the first theoretical reduction ratio.

[0093] In a specific embodiment of the present invention, the torque that needs to change for each wheel is calculated by dividing the total change in torque at the left and right wheel ends of the vehicle by the number of motors.

[0094]

[0095] Wherein, ΔT1 l The torque that needs to be varied for each wheel on the left side of the vehicle; ΔT1 r This refers to the torque that needs to be varied for each wheel on the right side of the vehicle.

[0096] Furthermore, it can be known that: ΔT1 l =-ΔT1 r

[0097] Calculate the change in reduction ratio for a single wheel. Multiplying the change in reduction ratio for a single wheel by the driving torque equals the torque required to change for each wheel on the left and right sides of the vehicle due to the change in reduction ratio.

[0098]

[0099] Where: Δi l Δi represents the change in the reduction ratio of each wheel on the left side of the vehicle. r This represents the change in the reduction ratio of each wheel on the left side of the vehicle.

[0100] Furthermore, it can be known that Δi l , Δi r :

[0101]

[0102] Furthermore, it can be seen that: Δi l =-Δi r

[0103] The first theoretical reduction ratio is calculated based on the initial reduction ratio and the changes in the reduction ratio of each wheel.

[0104]

[0105] Among them, i1 l i1 represents the theoretical reduction ratio of each wheel on the left side of the vehicle. r This represents the theoretical reduction ratio of each wheel on the right side of the vehicle.

[0106] The reduction ratio for each round is calculated based on the first theoretical reduction ratio and the maximum and minimum reduction ratios. That is, when the first theoretical reduction ratio is less than the minimum reduction ratio i of the continuously variable transmission (CVT). min At that time, the reduction ratio of each wheel is equal to the minimum reduction ratio i of the continuously variable transmission (CVT). min When the first theoretical reduction ratio is greater than the maximum reduction ratio i of the continuously variable transmission (CVT) max At that time, the reduction ratio of each wheel is equal to the maximum reduction ratio i of the continuously variable transmission (CVT).max The first theoretical reduction ratio is not less than the minimum reduction ratio i of the continuously variable transmission (CVT). min Furthermore, the first theoretical reduction ratio is not greater than the maximum reduction ratio i of the continuously variable transmission (CVT). max At that time, the reduction ratio of each wheel is equal to the first theoretical reduction ratio, calculated using the following formula:

[0107]

[0108] Where: i l Apply reduction ratios to the left wheels of the vehicle; r Apply reduction ratios to the right wheels of the vehicle.

[0109] The vehicle stability control torque, i.e. the execution torque, is calculated based on the reduction ratio of each wheel.

[0110]

[0111] Where: ΔM1 is the stable control torque provided to the vehicle by the reduction ratio change, i.e., the execution torque.

[0112] Optionally, in some embodiments of the present invention, step S103 specifically includes:

[0113] When the execution torque equals the required torque, vehicle stability control does not require motor torque compensation.

[0114] When the executed torque is less than the required torque, the motor needs to perform torque compensation to achieve vehicle stability control, and the magnitude of the compensation torque is the difference between the required torque and the executed torque.

[0115] In a specific embodiment of the present invention, the compensation torque, i.e., the torque to be provided by the change in motor torque to the vehicle stability control, is calculated based on the required torque ΔM for vehicle lateral stability control and the stability control torque ΔM1 already provided by the reduction ratio change to the vehicle. When the stability control torque ΔM1 already provided by the reduction ratio change to the vehicle is equal to the required torque ΔM for vehicle lateral stability control, the motor torque does not need to be compensated, and the entire calculation process ends without further calculation steps. When the stability control torque ΔM1 provided by the reduction ratio change to the vehicle is less than the required torque ΔM for vehicle lateral stability control, the motor torque needs to be compensated, and the compensated stability torque is:

[0116] ΔΔM=ΔM-ΔM1

[0117] Wherein: ΔΔM——the stability torque that the motor torque change needs to compensate for in vehicle stability control, i.e., the compensation torque.

[0118] Furthermore, we know that: ΔM = ΔΔM + ΔM1

[0119] Optionally, in some embodiments of the present invention, step S104 specifically includes:

[0120] Calculate the torque compensation amount for each wheel on the left and each wheel on the right based on the compensation torque.

[0121] The target driving torque of each motor on the left and the target driving torque of each motor on the right are calculated based on the initial driving torque calculated based on the accelerator pedal opening, the torque compensation amount of each wheel on the left, and the torque compensation amount of each wheel on the right.

[0122] The target driving torque includes the target driving torque of each wheel on the left and the target driving torque of each wheel on the right.

[0123] It should be noted that the target driving torque at the wheel end is equal to the wheel end driving torque corresponding to the torque calculated based on the accelerator pedal opening under normal vehicle driving conditions.

[0124] In a specific embodiment of the present invention, the change in motor torque is calculated based on the stability torque that needs to compensate for the change in motor torque in vehicle stability control.

[0125]

[0126] Where: ΔΔM l The stabilizing torque provided for the torque variation of the left-side motor of the vehicle; ΔΔM r The stabilizing torque provided for the torque variation of the right-side motor of the vehicle; ΔTb l This refers to the torque compensation amount for each wheel on the left side of the vehicle; ΔTb r The compensation amount for the torque of each wheel on the right side of the vehicle.

[0127] Furthermore, it can be seen that:

[0128]

[0129] Furthermore, it can be seen that:

[0130]

[0131] Wherein: T l T represents the target drive torque for each motor on the left. r This represents the target driving torque for each motor on the right.

[0132] Furthermore, it can be seen that:

[0133]

[0134] Can be converted to:

[0135]

[0136] Can be converted to:

[0137]

[0138] Can be converted to:

[0139]

[0140] Furthermore, it can be converted to:

[0141]

[0142] Furthermore, it can be seen that:

[0143]

[0144] It is understandable that the required torque ΔM for vehicle stability control can be obtained first by changing the reduction ratio of the vehicle's continuously variable transmission (CVT). If the reduction ratio change of the CVT is insufficient, it can be obtained by motor torque compensation. The combined ability of the reduction ratio change and the motor torque change can greatly improve the vehicle's stability control.

[0145] At the same time, the driving torque at the wheel end can be determined:

[0146] (T l * l +T r * r )*=((T+ΔTb l )* l +(T+ΔTb r )* r )*

[0147] Can be converted to:

[0148] (T l * l +T r * r )*=(T*i l +T* r )*

[0149] Can be converted to:

[0150] (T l * l +T r * r )*=(T*(i0+Δi l )+T*(i0+Δi r ))*

[0151] Can be converted to:

[0152] (T l *l +T r * r )*=(T*i0+T*0+T*Δi l +T*Δi r )*

[0153] Can be converted to:

[0154] (T l * l +T r * r )*=(T*i0+T*0+T*Δi l +T*-Δi l ))*

[0155] Furthermore, it can be converted to:

[0156] (T l * l +T r * r )*=T*0*2n=T h

[0157] Understandably, after the required torque for vehicle stability control is obtained through the change of continuously variable reduction ratio and secondary compensation of the motor, the magnitude of the wheel-end drive torque of the whole vehicle is still equal to the magnitude of the wheel-end torque corresponding to the initial drive torque calculated based on the accelerator pedal opening. The entire calculation process maintains the characteristic that the power of the whole vehicle is not abnormally changed, ensuring that there is no abnormal acceleration or deceleration during driving and that the driver's driving intentions are normally realized, further improving driving safety.

[0158] To better implement the vehicle stability control method in this embodiment of the invention, based on the vehicle stability control method, this embodiment of the invention also provides a vehicle stability control device, such as... Figure 3 As shown, a vehicle stability control device 300 includes:

[0159] The demand torque acquisition module 301 is used to determine the demand torque of the vehicle based on the vehicle stability control requirements.

[0160] The execution torque calculation module 302 is used to obtain the execution reduction ratio of each wheel of the vehicle and determine the execution torque that can be provided to achieve vehicle stability control based on the change of reduction ratio of the reducer according to the execution reduction ratio of each wheel of the vehicle.

[0161] The compensation torque determination module 303 is used to determine the compensation torque required to achieve vehicle stability control based on the demand torque and the execution torque.

[0162] Target calculation module 304 is used to determine the target driving torque of the vehicle based on the accelerator pedal opening according to the compensation torque;

[0163] The execution control module 305 is used to control the torque change of the vehicle motor based on the target driving torque and to perform secondary compensation on the vehicle torque.

[0164] The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

[0165] The vehicle stability control method device 300 provided in the above embodiments can realize the technical solution described in the above embodiment of the vehicle stability control method. The specific implementation principle of each module or unit can be found in the corresponding content in the above embodiment of the vehicle stability control method, and will not be repeated here.

[0166] As shown in Figure 400, the present invention also provides an in-vehicle device 400. The in-vehicle device 400 includes a processor 401, a memory 402, and a display 403. Figure 4 Only some components of the vehicle-mounted device 400 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0167] In some embodiments, processor 401 may be a central processing unit (CPU), microprocessor or other data processing chip, used to run program code stored in memory 402 or process data, such as a vehicle stability control program in this invention.

[0168] In some embodiments, processor 401 may be a single server or a group of servers. The server group may be centralized or distributed. In some embodiments, processor 401 may be local or remote. In some embodiments, processor 401 may be implemented on a cloud platform. In one embodiment, the cloud platform may include a private cloud, public cloud, hybrid cloud, community cloud, distributed cloud, intranet, multi-cloud, etc., or any combination thereof.

[0169] In some embodiments, memory 402 may be an internal storage unit of the vehicle device 400, such as a hard disk or memory of the vehicle device 400. In other embodiments, memory 402 may also be an external storage device of the vehicle device 400, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle device 400.

[0170] Furthermore, the memory 402 may include both internal storage units of the vehicle-mounted device 400 and external storage devices. The memory 402 is used to store application software and various types of data installed on the vehicle-mounted device 400.

[0171] In some embodiments, display 403 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 403 is used to display information from the vehicle-mounted device 400 and to display a visual user interface. Components 401-403 of the vehicle-mounted device 400 communicate with each other via a system bus.

[0172] In one embodiment, when processor 401 executes a vehicle stability control program in memory 402, the following steps can be implemented:

[0173] The required torque of the vehicle is determined based on the vehicle stability control requirements.

[0174] The execution reduction ratio of each wheel of the vehicle is obtained, and the execution torque that can be provided to achieve vehicle stability control based on the change of reduction ratio of the reducer is determined according to the execution reduction ratio of each wheel of the vehicle.

[0175] Based on the required torque and the executed torque, the compensation torque required by the motor to achieve vehicle stability control is determined.

[0176] The target drive torque of each motor in the vehicle is determined based on the compensation torque, which is calculated based on the accelerator pedal opening.

[0177] Based on the target driving torque of each motor, the torque change of the vehicle motor is controlled, and secondary compensation is performed on the required torque of the vehicle.

[0178] The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

[0179] It should be understood that when the processor 401 executes a vehicle stability control program in the memory 402, in addition to the functions mentioned above, it can also perform other functions, as detailed in the description of the corresponding method embodiments above.

[0180] Furthermore, this embodiment of the invention does not specifically limit the type of the in-vehicle device 400 mentioned. The in-vehicle device 400 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic devices can also be other portable electronic devices, such as laptop computers with touch-sensitive surfaces (e.g., touch panels). It should also be understood that in some other embodiments of the invention, the in-vehicle device 400 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0181] Accordingly, embodiments of this application also provide a vehicle, including a vehicle stability control device and / or on-board equipment, as well as components such as brakes, accelerators, continuously variable transmissions, hub motors or wheel-side motors.

[0182] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0183] The vehicle stability control method, device, equipment, and vehicle provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle stability control method, characterized in that, include: The required torque of the vehicle is determined based on the vehicle stability control requirements. The execution reduction ratio of each wheel of the vehicle is obtained, and the execution torque that can be provided to achieve vehicle stability control based on the change of reduction ratio of the reducer is determined according to the execution reduction ratio of each wheel of the vehicle. Based on the required torque and the executed torque, the compensation torque required by the motor to achieve vehicle stability control is determined. The target drive torque of each motor in the vehicle is determined based on the compensation torque, which is calculated based on the accelerator pedal opening. Based on the target driving torque of each motor, the torque change of the vehicle motor is controlled, and secondary compensation is performed on the required torque of the vehicle. The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

2. The vehicle stability control method according to claim 1, characterized in that, The determination of the vehicle's required torque based on vehicle stability control requirements includes: Obtain the initial reduction ratio, maximum reduction ratio, minimum reduction ratio, and initial drive torque calculated based on the accelerator pedal opening of the vehicle's continuously variable transmission (CVT). Based on vehicle stability control requirements, the total change in torque at the left wheel end, the total change in torque at the right wheel end, and the required torque are determined.

3. The vehicle stability control method according to claim 2, characterized in that, The step of acquiring the reduction ratio of each wheel of the vehicle and determining the execution torque that can be provided to achieve vehicle stability control based on the reduction ratio change of the reducer, includes: Based on the total change in torque at the left wheel end and the total change in torque at the right wheel end, combined with the number of motors on both sides, calculate the torque that needs to be changed for each wheel on the left and the torque that needs to be changed for each wheel on the right. Based on the torque that needs to change for each wheel on the left and the torque that needs to change for each wheel on the right, combined with the driving torque based on the accelerator pedal opening, the changes in the reduction ratios of each wheel on the left and right are calculated. The first theoretical reduction ratio for vehicle control and stability requirements is calculated based on the initial reduction ratio, the changes in the reduction ratios of the left wheels, and the changes in the reduction ratios of the right wheels. Based on the first theoretical reduction ratio, the maximum reduction ratio, and the minimum reduction ratio, calculate the reduction ratio of each wheel on the left and the reduction ratio of each wheel on the right. Based on the reduction ratios of the left and right wheels, the calculated torque is the torque that enables vehicle stability control based on the change in the reduction ratio of the reducer.

4. The vehicle stability control method according to claim 3, characterized in that, The calculation of the reduction ratios of the left wheels and the right wheels based on the first theoretical reduction ratio, the maximum reduction ratio, and the minimum reduction ratio includes: When the first theoretical reduction ratio is less than the minimum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the minimum reduction ratio; When the first theoretical reduction ratio is greater than the maximum reduction ratio, the reduction ratio performed by each wheel of the vehicle is equal to the maximum reduction ratio; When the first theoretical reduction ratio is not less than the minimum reduction ratio and not greater than the maximum reduction ratio, the reduction ratio executed by each wheel of the vehicle is equal to the first theoretical reduction ratio.

5. The vehicle stability control method according to claim 3, characterized in that, The determination of the compensation torque required by the motor to achieve vehicle stability control based on the demand torque and the execution torque includes: When the execution torque equals the required torque, vehicle stability control does not require motor torque compensation. When the executed torque is less than the required torque, the motor needs to perform torque compensation to achieve vehicle stability control, and the magnitude of the compensation torque is the difference between the required torque and the executed torque.

6. The vehicle stability control method according to claim 5, characterized in that, The step of determining the target drive torque of each motor of the vehicle based on the accelerator pedal opening according to the compensated torque includes: Calculate the torque compensation amount for each motor on the left and the torque compensation amount for each motor on the right based on the compensation torque. The target driving torques of the left and right motors are calculated based on the initial driving torque calculated from the accelerator pedal opening, the torque compensation of each motor on the left, and the torque compensation of each motor on the right. The target driving torque includes the target driving torque of each motor on the left and the target driving torque of each motor on the right.

7. The vehicle stability control method according to claim 6, characterized in that, The target driving torque at the wheel end is equal to the wheel end driving torque corresponding to the torque calculated based on the accelerator pedal opening under normal vehicle driving conditions.

8. A vehicle stability control device, characterized in that, include: The demand torque acquisition module is used to determine the vehicle's demand torque based on vehicle stability control requirements. An execution torque calculation module is used to obtain the execution reduction ratio of each wheel of the vehicle, and determine the execution torque that can be provided to achieve vehicle stability control based on the change of the reduction ratio of the reducer according to the execution reduction ratio of each wheel of the vehicle. The compensation torque determination module is used to determine the compensation torque that the motor needs to provide to achieve vehicle stability control based on the required torque and the executed torque. The target calculation module is used to determine the target driving torque of the vehicle based on the accelerator pedal opening according to the compensation torque; The execution control module is used to control the torque change of the vehicle motor based on the target drive torque and to perform secondary compensation on the vehicle torque; The vehicle stability control requirement is that the total vehicle torque provided by the vehicle based on the reduction ratio change of the reducer plus motor compensation must be equal to the torque required for lateral and longitudinal stability control of the vehicle.

9. A vehicle-mounted device, characterized in that, include: Processor and memory; The memory stores a computer-readable program that can be executed by the processor; When the processor executes the computer-readable program, it implements the steps of a vehicle stability control method as described in any one of claims 1-7.

10. A vehicle, characterized in that, Includes a vehicle stability control device as described in claim 8 and / or an on-board device as described in claim 9.

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