Main control system for distributed reconfigurable drive-by-wire chassis

Abstract

The invention discloses a master control system for a distributed reconfigurable drive-by-wire chassis, which relates to the technical field of vehicle chassis control and comprises a road surface information parameter analysis module, a vehicle parameter analysis module, a switching boundary value acquisition module, a vehicle state evaluation index acquisition module and an operation mode judgment module. By analyzing the historical road surface information parameters and the historical vehicle parameters of the vehicle in the two-wheel drive mode and the four-wheel drive mode, the switching boundary value corresponding to the road surface information coefficient and the vehicle attachment coefficient is determined, so that the system can intelligently switch the operation mode according to the real-time road surface condition and the vehicle parameters, the burden of a driver is reduced, and the driving safety is improved. The condition of poor performance or energy waste under some conditions is reduced, and the performance and economical efficiency of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle chassis control, and in particular to a master control system for a distributed reconfigurable wire-controlled chassis. Background Art

[0002] With the advancement of science and technology, intelligent vehicles have become the key direction of the development of the automotive industry. The development of intelligent vehicle technology mainly focuses on improving the level of vehicle automation, enhancing vehicle safety, improving driving experience and improving energy efficiency. As a key component of intelligent vehicles, the chassis-by-wire technology (including brake-by-wire, steering-by-wire and drive-by-wire) is widely used in the design and manufacture of intelligent vehicles. It replaces traditional mechanical connections with electronic signals to achieve precise control of vehicle movement, providing the necessary hardware support for the intelligence of vehicles. With the development of autonomous driving and electric vehicle technology, the performance and flexibility requirements of vehicle chassis are getting higher and higher. The chassis-by-wire has become a key technology. The chassis-by-wire allows the dynamic characteristics of the vehicle to be controlled electronically instead of traditional mechanical connections. The distributed reconfigurable chassis-by-wire is based on the chassis-by-wire, and by integrating multiple independent modules, it can be quickly reconfigured according to different working conditions and task requirements.

[0003] However, in practical applications, traditional automobile chassis cannot accurately perceive the various complex conditions of the road, resulting in the inability to switch between two-wheel drive and four-wheel drive modes under different road conditions and make the best operating mode selection. For example, on a rough and slippery road, if the system cannot accurately obtain the roughness and slipperiness of the road surface, it may not be able to adjust the driving mode and braking strategy in time, increasing the risk of vehicle driving. Based on this, a master control system for a distributed reconfigurable wire-controlled chassis is proposed. Summary of the invention

[0004] The purpose of the present invention is to provide a master control system for a distributed reconfigurable wire-controlled chassis, which solves the technical problem of being unable to accurately perceive various complex conditions of the road surface, resulting in the inability to switch between two-wheel drive and four-wheel drive modes under different road conditions and making the best operating mode selection.

[0005] The purpose of the present invention can be achieved through the following technical solutions: The master control system for the distributed reconfigurable wire-controlled chassis includes: The road surface information parameter analysis module acquires and analyzes the road surface roughness, slipperiness, road surface inclination angle and road surface slope to obtain the road surface information coefficient; The vehicle's own parameter analysis module analyzes the tire's response time, slip rate, and driving power to obtain the vehicle's adhesion coefficient; The switching threshold value acquisition module analyzes the historical road information parameters and historical vehicle parameters corresponding to the vehicle in the two-wheel drive mode and the four-wheel drive mode, respectively, to obtain the switching threshold values ​​corresponding to the road information coefficient and the vehicle adhesion coefficient respectively; The vehicle status evaluation index acquisition module obtains the vehicle status evaluation index by analyzing the real-time acquired road information parameters and the vehicle's own parameters; The operation mode determination module determines the operation mode of the chassis according to the vehicle state evaluation index.

[0006] As a further solution of the present invention: the specific method of obtaining the road surface information coefficient is: Through the road adhesion coefficient acquisition unit, the road surface roughness and slipperiness are marked as A1 and A2 respectively, and the road adhesion coefficient KA is calculated through the formula KA=A1×θ1+A2×θ2. Through the road condition coefficient acquisition unit, the road surface inclination angle and the road surface slope are marked as B1 and B2 respectively, and the road condition coefficient KB is calculated through the formula KB=B1×θ3+B2×θ4. Through the road surface information coefficient acquisition unit, the sum of the products of the road surface adhesion coefficient and the road condition coefficient with the preset parameter coefficients β1 and β2 respectively is defined as the road surface information coefficient HA, wherein θ1, θ2, θ3 and θ4 are all preset coefficients, satisfying 1=θ1+θ2, θ1>θ2 and 1=θ3+θ4, θ3>θ4, and the preset parameter coefficients β1 and β2 satisfy 1=β1+β2, β1≥β2.

[0007] As a further solution of the present invention: the specific method of obtaining the vehicle adhesion coefficient is: The time interval Tn from when the tire receives the control signal to when it actually responds is obtained continuously for a preset number of times n, and the discrete value of Tn is analyzed to obtain the response time of the tire, and then the driving power transmitted to the tire is obtained from the vehicle's power system, and the sum of the products of the tire's response time and the driving power and the parameter coefficients β3 and β4 are defined as the vehicle adhesion coefficient HB, where n is the preset number of times, n is a positive integer, and n≥1.

[0008] As a further solution of the present invention, the specific method of analyzing the discrete values ​​of Tn to obtain the tire response time is: The discrete value U of Tn is calculated. When the discrete value U is less than the preset value Y1, the mean value Tp of Tn is used as the tire response time C1. When U is greater than or equal to the preset value Y1, the mean of the maximum and minimum values ​​in Tn is used as the tire response time C1.

[0009] As a further solution of the present invention: the specific method of obtaining the switching threshold values ​​corresponding to the road surface information coefficient and the vehicle adhesion coefficient is: e times to obtain the historical road adhesion coefficient GAe and historical vehicle adhesion coefficient GBe corresponding to the vehicle in the four-wheel drive mode, and obtain the maximum value RAe in RAe max and the minimum value GA in GAe min , when RA max >GA min When GA min The value of the road information coefficient is used as the switching threshold MA. max ≤GA min When RA max The value of is used as the switching limit MA corresponding to the road surface information coefficient, and RBe and GBe are analyzed in the same way to obtain the switching limit MB corresponding to the vehicle adhesion coefficient, where e is the preset number and is a positive integer, satisfying e≥1.

[0010] As a further solution of the present invention: a specific method of obtaining the vehicle state evaluation index is: The real-time road surface information coefficient SA and the real-time vehicle adhesion coefficient SB are obtained. When SA>MA, 1 is used as the road surface comparison value XA. When SA≤MA, 0 is used as the road surface comparison value XA. The vehicle comparison value XB is obtained in the same way. The sum of the road surface comparison value XA and the vehicle comparison value XB is used as the vehicle state evaluation index Z.

[0011] As a further solution of the present invention: the specific method of determining the operating mode of the chassis is: When the evaluation index Z≥1, the operating mode of the chassis is determined to be the four-wheel drive mode, and when the evaluation index Z<1, the operating mode of the chassis is determined to be the two-wheel drive mode.

[0012] Beneficial effects of the present invention: The present invention determines the switching thresholds corresponding to the road surface information coefficient and the vehicle adhesion coefficient by analyzing the historical road surface information parameters and the historical vehicle parameters in the two-wheel drive mode and the four-wheel drive mode, so that the system can intelligently switch the operation mode according to the real-time road conditions and the vehicle parameters, thereby reducing the burden on the driver, reducing the situation of poor performance or energy waste in certain situations, and improving the performance and economy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The present invention will be further described below in conjunction with the accompanying drawings.

[0014] Figure 1 It is a schematic diagram of the system framework structure of the master control system for the distributed reconfigurable wire-controlled chassis of the present invention; Figure 2 It is a schematic diagram of the method framework structure of the master control system for the distributed reconfigurable wire-controlled chassis of the present invention. DETAILED DESCRIPTION

[0015] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0016] See also Figure 1 - Figure 2 As shown, the present invention is a master control system for a distributed reconfigurable wire-controlled chassis, comprising: The road surface information parameter analysis module is used to obtain and analyze the road surface roughness, slipperiness, road surface inclination angle and road surface slope, and then obtain the road surface information coefficient. The specific method is as follows: The road surface roughness and slipperiness are acquired through the road surface adhesion coefficient acquisition unit, and the road surface roughness and slipperiness are marked as A1 and A2 respectively. The road surface adhesion coefficient KA is calculated through the formula KA=A1×θ1+A2×θ2, where θ1 and θ2 are both preset coefficients, and here, 1=θ1+θ2, θ1>θ2; The specific method of obtaining the road surface roughness is: using a laser roughness meter or a texture depth measuring device to obtain the microscopic texture characteristics of the road surface, and comparing the measured texture data with a known roughness standard to determine the road surface roughness; The specific method of obtaining the road surface slipperiness is as follows: the moisture content of the road surface is detected by a humidity sensor installed on the chassis, and the moisture content of the road surface is used as the road surface slipperiness. The higher the moisture content, the higher the road surface slipperiness, and vice versa. The road condition coefficient acquisition unit acquires the road inclination angle and road slope, and the road inclination angle and road slope are marked as B1 and B2 respectively. The road condition coefficient KB is calculated by the formula KB=B1×θ3+B2×θ4, where θ3 and θ4 are both preset coefficients, and here, 1=θ3+θ4, θ3>θ4; The specific method of obtaining the road inclination angle is: using a gyroscope or a tilt sensor to measure the inclination angle of the chassis relative to the horizontal plane. The greater the inclination angle, the higher the difficulty and risk of the vehicle driving; The specific method of obtaining the road slope is: using a height sensor to measure the elevation change of the chassis in the driving direction, and calculating the road slope. The greater the slope, the greater the driving force required by the vehicle, and the greater the braking difficulty; Through the road surface information coefficient acquisition unit, the sum of the products of the road surface adhesion coefficient and the road condition coefficient with the preset parameter coefficients β1 and β2 is defined as the road surface information coefficient HA, wherein the specific values ​​of the preset parameter coefficients β1 and β2 are formulated by relevant personnel according to actual needs, where 1=β1+β2, β1≥β2; The vehicle's own parameter analysis module obtains the vehicle's adhesion coefficient by comprehensively analyzing the tire's response time, slip rate, and driving power. The specific method is as follows: The specific method for obtaining the tire response time is: According to the preset number n, the time interval Tn from when the tire receives the control signal to when it actually responds is obtained for n consecutive times. Here, a special time measuring instrument can be used or the response time can be recorded in the tire control system. The shorter the response time, the better the dynamic performance of the tire. The formula , calculate and obtain the discrete value U of Tn, where Tp is the mean value of Tn, n≥a≥1, when the discrete value U is less than the preset value Y1, the mean value Tp of Tn is used as the tire response time C1, when U is greater than or equal to the preset value Y1, the mean of the maximum and minimum values ​​in Tn is used as the tire response time C1, where the specific value of Y1 is set by relevant personnel according to specific application scenarios and requirements, n is the preset number of times, n is a positive integer, n≥1; The driving power transmitted to the tire is obtained from the vehicle's power system and marked as C2. The sum of the product of the tire's response time C1 and the driving power C2 and the parameter coefficients β3 and β4 is defined as the vehicle adhesion coefficient HB. The specific values ​​of the parameter coefficients β3 and β4 are formulated by relevant personnel according to actual needs. Here, 1=β1+β2, β1≥β2; The switching threshold acquisition module acquires and analyzes the historical road information parameters and historical vehicle parameters corresponding to the vehicle in the two-wheel drive mode and the four-wheel drive mode, and then obtains the switching threshold values ​​corresponding to the road information coefficient and the vehicle adhesion coefficient, respectively. The specific method is as follows: The historical road information parameters and the historical vehicle parameters of the vehicle e times in the two-wheel drive mode are analyzed by the road information parameter analysis module and the vehicle parameter analysis module, and the historical road information coefficient RAe and the historical vehicle adhesion coefficient RBe corresponding to the vehicle e times in the two-wheel drive mode are obtained according to the analysis results; Similarly, the historical road information parameters and historical vehicle parameters of the vehicle e times in the four-wheel drive mode are analyzed by the road information parameter analysis module and the vehicle parameter analysis module, and the historical road adhesion coefficient GAe and the historical vehicle adhesion coefficient GBe corresponding to the vehicle e times in the four-wheel drive mode are obtained according to the analysis results; Get the maximum value RA in RAe max and the minimum value GA in GAe min , when RA max >GA min When GA min The value of the road information coefficient is used as the switching threshold MA. max ≤GA min When RA max The value of is used as the switching threshold MA corresponding to the road information coefficient. The same method is used to analyze RBe and GBe to obtain the switching threshold MB corresponding to the vehicle adhesion coefficient, where e is the preset number and is a positive integer, satisfying e≥1: The vehicle status evaluation index acquisition module obtains the real-time road information parameters and vehicle parameters for analysis, obtains the real-time road information coefficient and the real-time vehicle adhesion coefficient, and performs a comprehensive analysis on the switching threshold values ​​corresponding to the road information coefficient and the vehicle adhesion coefficient, and obtains the vehicle status evaluation index. The specific method is as follows: The real-time acquired road information parameters and vehicle parameters are analyzed by the road information parameter analysis module and the vehicle parameter analysis module to obtain the real-time road information coefficient SA and the real-time vehicle adhesion coefficient SB, and the real-time road information coefficient SA is compared with the switching boundary value MA corresponding to the vehicle adhesion coefficient to obtain the road comparison value XA. Specifically, when SA>MA, 1 is used as the road comparison value XA, and when SA≤MA, 0 is used as the road comparison value XA. In the same way, the real-time vehicle adhesion coefficient SB is compared with the switching boundary value MB corresponding to the vehicle adhesion coefficient to obtain the vehicle comparison value XB, and the sum of the road comparison value XA and the vehicle comparison value XB is used as the vehicle state evaluation index Z; The operation mode determination module determines the operation mode of the chassis according to the vehicle state evaluation index. The specific method is as follows: When the evaluation index Z ≥ 1, the operating mode of the chassis is determined to be the four-wheel drive mode; when the evaluation index Z < 1, the operating mode of the chassis is determined to be the two-wheel drive mode; The operating mode of the chassis is switched accordingly through the control center; By analyzing the historical road information parameters and historical vehicle parameters in two-wheel drive mode and four-wheel drive mode, the switching thresholds corresponding to the road information coefficient and the vehicle adhesion coefficient are determined, so that the system can intelligently switch the operating mode according to the real-time road conditions and the vehicle's own parameters, reducing the burden on the driver, reducing poor performance or energy waste in certain situations, and improving the performance and economy of the vehicle.

[0017] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters and thresholds in the formula are set by technicians in this field according to actual conditions.

[0018] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A master control system for a distributed reconfigurable wire-controlled chassis, characterized in that: include: The road surface information parameter analysis module acquires and analyzes the road surface roughness, slipperiness, road surface inclination angle and road surface slope to obtain the road surface information coefficient; The vehicle's own parameter analysis module analyzes the tire's response time, slip rate, and driving power to obtain the vehicle's adhesion coefficient; The switching threshold value acquisition module analyzes the historical road information parameters and historical vehicle parameters corresponding to the vehicle in the two-wheel drive mode and the four-wheel drive mode, respectively, to obtain the switching threshold values ​​corresponding to the road information coefficient and the vehicle adhesion coefficient respectively; The vehicle status evaluation index acquisition module obtains the vehicle status evaluation index by analyzing the real-time acquired road information parameters and the vehicle's own parameters; The operation mode determination module determines the operation mode of the chassis according to the vehicle state evaluation index.

2. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 1, characterized in that: The specific method of obtaining the road surface information coefficient is: Through the road adhesion coefficient acquisition unit, the road surface roughness and slipperiness are marked as A1 and A2 respectively, and the road adhesion coefficient KA is calculated through the formula KA=A1×θ1+A2×θ2. Through the road condition coefficient acquisition unit, the road surface inclination angle and the road surface slope are marked as B1 and B2 respectively, and the road condition coefficient KB is calculated through the formula KB=B1×θ3+B2×θ4. Through the road surface information coefficient acquisition unit, the sum of the products of the road surface adhesion coefficient and the road condition coefficient with the preset parameter coefficients β1 and β2 respectively is defined as the road surface information coefficient HA, wherein θ1, θ2, θ3 and θ4 are all preset coefficients, satisfying 1=θ1+θ2, θ1>θ2 and 1=θ3+θ4, θ3>θ4, and the preset parameter coefficients β1 and β2 satisfy 1=β1+β2, β1≥β2.

3. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 2, characterized in that: The specific method of obtaining the vehicle adhesion coefficient is: The time interval Tn from when the tire receives the control signal to when it actually responds is obtained continuously for a preset number of times n, and the discrete value of Tn is analyzed to obtain the response time of the tire, and then the driving power transmitted to the tire is obtained from the vehicle's power system, and the sum of the products of the tire's response time and the driving power and the parameter coefficients β3 and β4 are defined as the vehicle adhesion coefficient HB, where n is the preset number of times, n is a positive integer, and n≥1.

4. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 3 is characterized in that: The specific method of analyzing the discrete values ​​of Tn to obtain the tire response time is: The discrete value U of Tn is calculated. When the discrete value U is less than the preset value Y1, the mean value Tp of Tn is used as the tire response time C1. When U is greater than or equal to the preset value Y1, the mean of the maximum and minimum values ​​in Tn is used as the tire response time C1.

5. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 4, characterized in that: The specific method of obtaining the switching threshold values ​​corresponding to the road surface information coefficient and the vehicle adhesion coefficient is as follows: e times to obtain the historical road adhesion coefficient GAe and historical vehicle adhesion coefficient GBe corresponding to the vehicle in the four-wheel drive mode, and obtain the maximum value RAe in RAe max and the minimum value GA in GAe min , when RA max >GA min When GA min The value of the road information coefficient is used as the switching threshold MA. max ≤GA min When RA max The value of is used as the switching limit MA corresponding to the road surface information coefficient, and RBe and GBe are analyzed in the same way to obtain the switching limit MB corresponding to the vehicle adhesion coefficient, where e is the preset number and is a positive integer, satisfying e≥1.

6. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 5, characterized in that: The specific method of obtaining the vehicle condition assessment index is as follows; The real-time road surface information coefficient SA and the real-time vehicle adhesion coefficient SB are obtained. When SA>MA, 1 is used as the road surface comparison value XA. When SA≤MA, 0 is used as the road surface comparison value XA. The vehicle comparison value XB is obtained in the same way. The sum of the road surface comparison value XA and the vehicle comparison value XB is used as the vehicle state evaluation index Z.

7. The master control system for a distributed reconfigurable wire-controlled chassis according to claim 6, characterized in that: The specific method for determining the operating mode of the chassis is: When the evaluation index Z≥1, the operating mode of the chassis is determined to be the four-wheel drive mode, and when the evaluation index Z<1, the operating mode of the chassis is determined to be the two-wheel drive mode.

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