Remaining mileage determination method and device

Abstract

The invention discloses a remaining mileage determination method and device. The method comprises the steps that a vehicle energy consumption model, the remaining electric quantity of a vehicle, attribute data and driving data are obtained, the driving data comprise the vehicle speed, the axle load and the outer wheel steering angle, and the vehicle energy consumption model is a fusion model obtained by fusing a steering system energy consumption model and a vehicle longitudinal dynamics energy consumption model; calculating steering energy consumption based on the attribute data and the driving data through a steering system energy consumption model; calculating longitudinal energy consumption based on the attribute data and the vehicle speed through a vehicle longitudinal dynamic energy consumption model; calculating the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the whole vehicle; and determining a target remaining mileage corresponding to the whole vehicle energy consumption and the remaining electric quantity according to the corresponding relationship among the whole vehicle energy consumption, the remaining electric quantity and the remaining mileage. According to the remaining mileage determination method provided by the embodiment of the invention, the accuracy of the remaining mileage can be improved.

Description

Technical Field

[0001] The present application belongs to the technical field of vehicle steer-by-wire systems, and in particular, relates to a method and device for determining a remaining mileage. Background Art

[0002] With the continuous development of vehicle technology, the trend of electrification of passenger cars, commercial vehicles and special vehicles is becoming more and more obvious. Usually, electric vehicles can display the remaining mileage through the dashboard or smart display. While driving the vehicle, the driver can adjust the next driving status or trip planning in time according to the remaining mileage. Therefore, the accuracy of the remaining mileage is very important.

[0003] At present, the remaining mileage is usually determined based on the remaining power of the vehicle and the vehicle's energy consumption under standard operating conditions. The vehicle's energy consumption is determined based on the vehicle's longitudinal dynamics energy consumption model.

[0004] However, vehicle dynamics include not only longitudinal dynamics, but also lateral dynamics and vertical dynamics. If the energy consumption of the whole vehicle is determined only based on the energy consumption model of the longitudinal dynamics of the vehicle, the accuracy of the energy consumption of the whole vehicle will be low, which will in turn lead to low accuracy of the remaining mileage. Summary of the invention

[0005] The embodiments of the present application provide a method, apparatus, device, computer-readable storage medium, and computer program product for determining remaining mileage, which can improve the accuracy of remaining mileage.

[0006] In a first aspect, an embodiment of the present application provides a method for determining remaining mileage, the method comprising:

[0007] Acquire a vehicle energy consumption model, the remaining power of the vehicle, attribute data and driving data, wherein the driving data includes vehicle speed, axle load and outer wheel steering angle, and the vehicle energy consumption model is a fusion model obtained by fusing a steering system energy consumption model and a vehicle longitudinal dynamics energy consumption model;

[0008] By using the steering system energy consumption model, the steering energy consumption is calculated based on the attribute data and the driving data to obtain the steering energy consumption;

[0009] By using the vehicle longitudinal dynamics energy consumption model, the longitudinal energy consumption is calculated based on the attribute data and the vehicle speed to obtain the longitudinal energy consumption;

[0010] Calculating the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle;

[0011] A target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power is determined according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

[0012] In a second aspect, an embodiment of the present application provides a device for determining a remaining mileage, the device comprising:

[0013] An acquisition module, used to acquire a vehicle energy consumption model, a remaining power of the vehicle, attribute data and driving data, wherein the driving data includes vehicle speed, axle load and outer wheel steering angle, and the vehicle energy consumption model is a fusion model obtained by fusing a steering system energy consumption model and a vehicle longitudinal dynamics energy consumption model;

[0014] A first calculation module, configured to calculate the steering energy consumption based on the attribute data and the driving data by using the steering system energy consumption model to obtain the steering energy consumption;

[0015] A second calculation module, configured to calculate longitudinal energy consumption based on the attribute data and the vehicle speed by using the vehicle longitudinal dynamics energy consumption model to obtain longitudinal energy consumption;

[0016] A third calculation module is used to calculate the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle;

[0017] The determination module is used to determine a target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

[0018] In a third aspect, an embodiment of the present application provides an electronic device, the device comprising: a processor and a memory storing computer program instructions;

[0019] When the processor executes the computer program instructions, the processor implements any possible implementation method of the first aspect described above.

[0020] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implements a method in any possible implementation method of the first aspect described above.

[0021] In a fifth aspect, an embodiment of the present application provides a computer program product. When instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes a method as any possible implementation method in the first aspect above.

[0022] In the remaining mileage determination method, device, equipment, computer-readable storage medium and computer program product of the embodiment of the present application, since the vehicle energy consumption model is a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model, the steering energy consumption is calculated by the steering system energy consumption model, the longitudinal energy consumption is calculated by the vehicle longitudinal dynamics energy consumption model, and the sum of the steering energy consumption and the longitudinal energy consumption is calculated to obtain the whole vehicle energy consumption, which can ensure the accuracy of the whole vehicle energy consumption. In this way, by determining the target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship between the whole vehicle energy consumption, the remaining power and the remaining mileage, the disadvantage of ignoring the steering system energy consumption when calculating the energy consumption according to the vehicle longitudinal dynamics energy consumption model is compensated, so that the estimated whole vehicle energy consumption is closer to the energy consumption of the actual vehicle, and the accuracy of the whole vehicle energy consumption is improved, thereby improving the accuracy of the remaining mileage. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] Figure 1 It is a flowchart of a method for determining remaining mileage provided in an embodiment of the present application;

[0025] Figure 2 It is a structural schematic diagram of a hydraulic pump station provided in an embodiment of the present application;

[0026] Figure 3 is a structural schematic diagram of a steering system structure provided in an embodiment of the present application;

[0027] Figure 4 This is a schematic diagram of the relationship between multiple moments provided in an embodiment of the present application;

[0028] Figure 5 is a schematic diagram of a method for calculating a vehicle steering resistance torque provided in an embodiment of the present application;

[0029] Figure 6 is a schematic diagram of a method for determining remaining mileage provided in an embodiment of the present application;

[0030] Figure 7 It is a flow chart of a vehicle steering control method provided in an embodiment of the present application;

[0031] Figure 8 It is a flowchart of a method for determining steering energy consumption provided in an embodiment of the present application;

[0032] Fig. 9It is a structural schematic diagram of a device for determining remaining mileage provided in an embodiment of the present application;

[0033] Fig.10 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0035] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0036] As mentioned in the background technology section, the accuracy of the remaining mileage estimation for electric vehicles is crucial. In particular, pure electric commercial vehicles generally have a large weight and load. Therefore, the energy consumption of the steering system of pure electric commercial vehicles is much greater than that of pure electric passenger vehicles. If the energy consumption of the whole vehicle of a pure electric commercial vehicle is determined only based on the vehicle longitudinal dynamics energy consumption model, the accuracy of the energy consumption of the whole vehicle will be lower, which will in turn lead to a lower accuracy of the remaining mileage.

[0037] Thus, in order to solve the problems of the prior art, the embodiments of the present application provide a method, device, apparatus, computer-readable storage medium and computer program product for determining the remaining mileage. The remaining mileage determination method can be executed by a processor in the vehicle or by a cloud server, which is not limited here.

[0038] The following is an introduction to the method for determining the remaining mileage provided in an embodiment of the present application.

[0039] Figure 1 FIG. 1 is a flow chart showing a method for determining remaining mileage provided in an embodiment of the present application. Figure 1 As shown, the method for determining the remaining mileage provided in the embodiment of the present application includes steps S110 to S150.

[0040] S110, obtaining a vehicle energy consumption model, the remaining power of the vehicle, attribute data and driving data. The driving data includes vehicle speed, axle load and outer wheel steering angle. The vehicle energy consumption model is a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model.

[0041] Here, the steering system energy consumption model may include multiple functional relationships for calculating steering energy consumption. The multiple functional relationships may include formulas (1)-(20) described below. The vehicle longitudinal dynamics energy consumption model may be an existing model and will not be described in detail here. In addition, the vehicle energy consumption model may include multiple functional relationships included in the steering system energy consumption model and multiple functional relationships included in the vehicle longitudinal dynamics energy consumption model. That is, if the vehicle longitudinal dynamics energy consumption model includes formula A and formula B, the vehicle energy consumption model may include formulas (1)-(20), formula A and formula B.

[0042] The driving data may be data collected during the driving process of the vehicle. The driving data may include vehicle speed, axle load and outer wheel steering angle. Among them, the axle load may be the load that the axle of the vehicle can bear. The outer wheel steering angle may be the steering angle corresponding to the outer wheel of the vehicle during the steering process. Specifically, if the vehicle turns left, the right wheel may be the outer wheel and the left wheel may be the inner wheel. If the vehicle turns right, the left wheel may be the outer wheel and the right wheel may be the inner wheel. In addition, the driving data may also include lateral acceleration. The lateral acceleration may be collected during the driving process of the vehicle, or it may be calculated based on the vehicle speed, the outer wheel steering angle and relevant attribute data of the vehicle, which is not limited here.

[0043] As an example, by collecting and storing actual vehicle driving data, extracting and analyzing features of the actual driving data, a representative motion condition (i.e., driving data) including vehicle speed, axle load, and outer wheel steering angle can be generated. The representative motion condition can be a simulated condition or an actual condition, which is not limited here.

[0044] The attribute data may include data corresponding to vehicle attributes such as kingpin offset, kingpin inclination angle, kingpin trail, kingpin caster angle, kingpin trail, tire trail, wheel-ground friction coefficient, and tire pressure. In addition, the vehicle may include a hydraulic pump station and a steering system structure, and the hydraulic pump station may be used to drive the steering system structure to control the vehicle steering. Specifically, Figure 2As shown, the hydraulic pump station 200 may include a proportional reversing valve group 21, a steering motor 22 and a fluid storage tank 23. The proportional reversing valve group 21 may include a plurality of proportional reversing valves 211. Figure 3 As shown, the steering system structure 300 may include a hydraulic cylinder 31, a wheel 32 and a steering knuckle arm 33. The hydraulic cylinder 31 and the wheel 32 may be connected via the steering knuckle arm 33. In addition, the hydraulic cylinder 31 may include a hydraulic cylinder piston rod 311. Based on this, the attribute data may also include data corresponding to vehicle attributes such as the length of the steering knuckle arm, the angle between the steering knuckle arm and the hydraulic cylinder piston rod, the steering motor efficiency of the steering motor transferring the oil from the liquid storage tank to the hydraulic cylinder, and the volumetric efficiency of the hydraulic cylinder filling oil.

[0045] After obtaining the vehicle energy consumption model, the energy consumption can be calculated based on the attribute data and driving data through the vehicle energy consumption model to obtain the vehicle energy consumption, which includes steering energy consumption and longitudinal energy consumption.

[0046] Here, since the vehicle energy consumption model can be a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model, and the steering system energy consumption model is used to calculate the steering energy consumption of the vehicle, and the vehicle longitudinal dynamics energy consumption model is used to calculate the longitudinal energy consumption of the vehicle, the vehicle energy consumption model can be used to calculate the energy consumption based on the attribute data and the driving data to obtain the whole vehicle energy consumption including the steering energy consumption and the longitudinal energy consumption. Among them, the longitudinal energy consumption can include the driving energy consumption and the braking energy consumption.

[0047] Specifically, using the vehicle energy consumption model to calculate the energy consumption based on the attribute data and the driving data to obtain the energy consumption of the entire vehicle may include S120 to S140.

[0048] S120, calculating the steering energy consumption based on the attribute data and the driving data using a steering system energy consumption model to obtain the steering energy consumption.

[0049] Here, as mentioned above, the vehicle may include a hydraulic pump station and a steering system structure, and the hydraulic pump station may be used to drive the steering system structure to control the vehicle steering. The vehicle may also include a vehicle controller. Based on this, the principle of calculating the steering energy consumption through the steering system energy consumption can be as follows:

[0050] When the driver turns the steering wheel to steer, the sensor can detect the steering signal (including the steering angle of the outer wheel) and send the steering signal to the steering motor controller through the vehicle controller; when the steering angle of the outer wheel is not zero, the steering motor controller can control the steering motor to transport the oil (i.e. hydraulic oil) in the reservoir to the hydraulic cylinder, and push the hydraulic cylinder piston rod to actuate through the pressure changes and flow changes in the hydraulic cylinder, and finally push the wheel to steer under the force transmission of the hydraulic cylinder piston rod and the steering knuckle arm and other connecting rod mechanisms.

[0051] Based on this, in some embodiments, the above-mentioned calculation of steering energy consumption based on the attribute data and driving data using the steering system energy consumption model to obtain the steering energy consumption may include:

[0052] When the outer wheel steering angle is equal to zero, the standby power of the steering motor is obtained;

[0053] When the outer wheel steering angle is greater than zero, the vehicle steering resistance torque is calculated based on the attribute data and driving data through the steering system energy consumption model;

[0054] The target pressure and target flow rate corresponding to the vehicle steering resistance torque are calculated through the steering system energy consumption model, and the target pressure and target flow rate are used to drive the vehicle to steer;

[0055] calculating the steering power of the steering motor based on the target pressure, the target flow, the steering motor efficiency and the volumetric efficiency;

[0056] The energy consumption of steering power and standby power within the target time is calculated to obtain the steering energy consumption.

[0057] Here, after the vehicle is started, whether the vehicle is stationary or driving, if the outer wheel steering angle is equal to zero, that is, the steering motor controller does not receive a steering signal, the steering motor can be in a standby state. The standby power of the steering motor can be recorded as P d If the outer wheel steering angle is greater than zero, that is, the steering motor controller receives a steering signal, the steering motor controller can control the steering motor to enter the working state. If the steering motor enters the working state, the steering power can be calculated by the steering system energy consumption model. The steering power can be determined based on the torque and hydraulic cylinder stroke calculated from the vehicle speed and the outer wheel steering angle. The steering power can be recorded as P.

[0058] As an example, the target duration may include a first target duration corresponding to the steering power and a second target duration corresponding to the standby power. Since the standby power and the steering power are both instantaneous powers, after determining the steering power and its corresponding first target duration and the standby power and its corresponding second target duration, the steering energy consumption can be obtained by accumulating the steering power of the first target duration and the standby power of the second target duration.

[0059] In addition, the steering power may be determined by first determining the vehicle steering resistance torque, and then determining the steering power based on the target pressure and target flow rate based on the vehicle steering resistance torque. The vehicle steering resistance torque may be a resistance torque that needs to be overcome for the vehicle to turn. Since the vehicle may turn in both a stationary state and a driving state, the vehicle steering resistance torque may include at least one of an in-situ steering resistance torque and a driving steering resistance torque. In addition, when the vehicle is in a driving state and the vehicle speed is less than a preset vehicle speed threshold, the vehicle steering resistance torque may include both an in-situ steering resistance torque and a driving steering resistance torque.

[0060] Based on this, in some embodiments, the above-mentioned calculation of the vehicle steering resistance torque based on the attribute data and the driving data through the steering system energy consumption model may include:

[0061] The vehicle's in-situ steering resistance torque is calculated based on the wheel-ground friction coefficient, tire pressure and axle load through the steering system energy consumption model;

[0062] The vehicle's driving steering resistance torque is calculated based on the attribute data and driving data through the steering system energy consumption model;

[0063] Determine a first weight coefficient corresponding to the stationary steering resistance torque and a second weight coefficient corresponding to the driving steering resistance torque according to the vehicle speed;

[0064] The stationary steering resistance torque and the driving steering resistance torque are weightedly summed according to the first weight coefficient and the second weight coefficient to obtain the vehicle steering resistance torque.

[0065] Here, the energy consumption model of the steering system may include formula (1), and the in-situ steering resistance torque may be calculated by the following formula (1):

[0066]

[0067] In formula (1), M R It can be the stationary steering resistance torque, f can be the wheel-ground friction coefficient, G can be the axle load, and P can be the tire pressure.

[0068] In addition, the driving steering resistance torque may include the driving self-aligning torque and the driving self-aligning resistance torque. Based on this, in some embodiments, the above-mentioned calculation of the driving steering resistance torque of the vehicle based on the attribute data and the driving data through the steering system energy consumption model may include:

[0069] The vehicle's driving return torque and driving return resistance torque are calculated based on the steering system energy consumption model and attribute data and driving data;

[0070] The sum of the vehicle's self-aligning torque and the vehicle's self-aligning resistance torque is calculated to obtain the vehicle's steering resistance torque.

[0071] Here, the driving self-aligning torque may include a kingpin inclination torque, a kingpin castor torque and a kingpin offset torque. Among them, the kingpin inclination torque may be a self-aligning torque caused by the kingpin inclination angle and the kingpin offset. The kingpin castor torque may be a torque caused by the kingpin castor angle. The kingpin offset torque may be a torque caused by the kingpin castor trail and the tire trail.

[0072] Based on this, in some embodiments, the above-mentioned calculation of the vehicle's driving return torque based on the attribute data and the driving data through the steering system energy consumption model may include:

[0073] Calculate the vehicle's kingpin inclination moment based on the kingpin offset, kingpin inclination angle, axle load and outer wheel steering angle;

[0074] Calculate the vehicle's castor moment based on the kingpin trail, kingpin offset, kingpin castor angle, kingpin inclination angle, axle load and outer wheel steering angle;

[0075] Calculate the kingpin offset moment based on axle load, lateral acceleration, castor trail and tire trail;

[0076] The sum of the kingpin inclination moment, the kingpin castor moment and the kingpin offset moment is calculated to obtain the driving return moment.

[0077] Here, the steering system energy consumption model may also include formulas (2)-(7). The kingpin inclination moment may be calculated by the following formula (2):

[0078]

[0079] In formula (2), M A1 It can be the kingpin inclination moment, G can be the axle load, D1 can be the kingpin offset, and r can be the kingpin inclination angle. Can be the outside wheel steering angle.

[0080] The castor moment can be calculated by the following formulas (3)-(5):

[0081]

[0082]

[0083] M A2 =Ghsintcosrcos(θ+δ) (5)

[0084] In formulas (3)-(5), M A2 It can be the castor torque, l can be the kingpin trail, D1 can be the kingpin offset, r can be the kingpin inclination angle, t can be the kingpin castor angle, θ can be the outer wheel steering angle, and δ and h can be intermediate calculation results.

[0085] The kingpin offset moment can be calculated using the following formula (6):

[0086] M A3 =Ga y (d1+d2) (6)

[0087] In formula (6), M A3 It can be the kingpin offset moment, G can be the axle load, a y It can be the lateral acceleration, d1 can be the castor trail, and d2 can be the tire trail.

[0088] The driving return torque M can be calculated by the following formula (7): A :

[0089] M A =M A1 +M A2 +M A3 (7)

[0090] In addition, in formula (6), the lateral acceleration can be collected during the driving process of the vehicle, or can be calculated based on the vehicle speed, the outer wheel steering angle and relevant attribute data of the vehicle.

[0091] Based on this, in order to reduce the data input for energy consumption calculation through the vehicle energy consumption model and reduce the difficulty of generating representative motion conditions, in some embodiments, obtaining the above lateral acceleration may include:

[0092] Get the kingpin center distance and vehicle wheelbase of the vehicle;

[0093] According to Ackerman theory, the inner wheel steering angle corresponding to the outer wheel steering angle is calculated;

[0094] Calculate the turning radius of the vehicle based on the outer wheel steering angle, the inner wheel steering angle and the vehicle wheelbase;

[0095] Calculates lateral acceleration based on vehicle speed and turn radius.

[0096] Here, the steering system energy consumption model may also include formulas (8)-(10). The inner wheel steering angle may be calculated by the following formula (8):

[0097]

[0098] In formula (8), θ 外 It can be θ, that is, θ 外 Can be the outer wheel steering angle, θ 内 It can be the inner wheel steering angle, B can be the kingpin center distance, and I can be the vehicle wheelbase.

[0099] The turning radius R can be calculated using the following formula (9):

[0100]

[0101] The lateral acceleration a can be calculated by the following formula (10): y :

[0102]

[0103] In formula (10), v can be the vehicle speed.

[0104] In this way, by calculating the lateral acceleration based on the existing driving data, the data input for energy consumption calculation through the vehicle energy consumption model can be reduced, and the difficulty of generating representative motion conditions can be reduced.

[0105] In addition, in some embodiments, the above-mentioned calculation of the vehicle's driving return resistance torque based on the attribute data and the driving data through the steering system energy consumption model may include:

[0106] Calculate the rolling resistance torque of the vehicle based on the wheel-ground friction coefficient, axle load and kingpin offset;

[0107] Obtaining the steering friction resistance torque and kingpin friction resistance torque of the vehicle;

[0108] The sum of the rolling resistance torque, steering friction resistance torque and kingpin friction resistance torque is calculated to obtain the driving return resistance torque.

[0109] Here, the steering system energy consumption model may also include formulas (11)-(12). The rolling resistance moment M can be calculated by the following formula (11): B1 :

[0110] M B1 =GfD1 (11)

[0111] If the steering friction torque is recorded as M B2 , the kingpin friction torque is recorded as M B3 , then the driving return resistance torque M can be calculated by the following formula (12): B :

[0112] M B =M B1 +M B2 +M B3 (12)

[0113] Based on this, the steering system energy consumption model can also include formula (13). The driving steering resistance torque M can be calculated by the following formula (13): X :

[0114] M X =MA +M B (13)

[0115] As an example, the relationship between the above multiple moments can be shown as follows: Figure 4 shown.

[0116] After determining the stationary steering resistance torque and the driving steering resistance torque, the first weight coefficient corresponding to the stationary steering resistance torque and the second weight coefficient corresponding to the driving steering resistance torque can be determined according to the vehicle speed, and then the stationary steering resistance torque and the driving steering resistance torque are weightedly summed according to the first weight coefficient and the second weight coefficient to obtain the vehicle steering resistance torque.

[0117] Here, the sum of the first weight coefficient and the second weight coefficient may be 1. If the vehicle speed is 0, the first weight coefficient may be 1, and the second weight coefficient may be 0. If the vehicle speed is greater than a preset vehicle speed threshold, the first weight coefficient may be 0, and the second weight coefficient may be 1. If the vehicle speed is between 0 and the preset vehicle speed threshold, the vehicle steering resistance torque may include both the stationary steering resistance torque and the driving steering resistance torque. Therefore, the first weight coefficient and the second weight coefficient may be allocated.

[0118] Based on this, in order to ensure the rationality of weight coefficient allocation, in some embodiments, the first weight coefficient corresponding to the stationary steering resistance torque and the second weight coefficient corresponding to the driving steering resistance torque determined according to the vehicle speed may include:

[0119] Determine the target vehicle speed range in which the vehicle speed falls;

[0120] A first weight coefficient and a second weight coefficient corresponding to the target vehicle speed interval are determined according to the correspondence between the vehicle speed interval and the weight coefficient.

[0121] Here, the vehicle speed can be divided into different speed intervals according to the size of the vehicle speed. For example, the multiple speed intervals may include [0, 10], [10, 80], [80, 120], [120, +∞]. In addition, there may be a preset correspondence between the speed intervals and the weight coefficients. Therefore, after the vehicle speed is detected, the first weight coefficient and the second weight coefficient corresponding to the vehicle speed can be determined in the above manner to ensure the rationality of the weight coefficient allocation.

[0122] As an example, the steering system energy consumption model may also include formula (14). The vehicle steering resistance torque M may be calculated by the following formula (14):

[0123] M=K i M R +(1-K i ) M X (14)

[0124] In formula (14), K i It can be the first weight coefficient of the i-th speed interval, 1-K i It can be the second weight coefficient of the i-th vehicle speed interval.

[0125] As an example, a schematic diagram of a method for calculating a vehicle steering resistance torque provided in an embodiment of the present application can be as follows: Figure 5 shown.

[0126] After determining the vehicle steering resistance torque, the target pressure and target flow rate can be determined based on the vehicle steering resistance torque. The target pressure can be the oil pressure in the hydraulic cylinder (i.e., steering pressure). Specifically, the hydraulic cylinder can be connected to the steering knuckle arm as a straight tie rod, and the pressure in the cylinder barrel can be transmitted to the steering knuckle arm and the wheel through the hydraulic cylinder piston rod to overcome the resistance torque when the vehicle is turning.

[0127] In addition, the hydraulic cylinder may also include a rod chamber and a rodless chamber. The rod chamber may be the inner chamber of the oil cylinder on one side with the exposed piston rod, and the rodless chamber may be the inner chamber of the oil cylinder on one side without the exposed piston rod.

[0128] Based on this, in some embodiments, the above-mentioned calculation of the target pressure corresponding to the vehicle steering resistance torque by using the steering system energy consumption model may include:

[0129] The tension of the hydraulic cylinder piston rod is calculated based on the vehicle steering resistance torque, the length of the steering knuckle arm, the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and the outer wheel steering angle;

[0130] Calculate the ratio of the pulling force to the piston area with the rod chamber to obtain the oil pressure in the hydraulic cylinder;

[0131] The oil pressure in the hydraulic cylinder is determined as the target pressure.

[0132] Here, the hydraulic rod piston rod can be a hydraulic cylinder piston rod on the same side as the outer wheel. The steering system energy consumption model can also include formulas (15)-(16). The tension of the hydraulic cylinder piston rod can be calculated by the following formula (15):

[0133]

[0134] Among them, F T It can be the pulling force of the hydraulic cylinder piston rod, M can be the vehicle steering resistance torque, L is the length of the steering knuckle arm, u can be the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and θ can be the outer wheel steering angle.

[0135] The oil pressure in the hydraulic cylinder (i.e., target pressure) can be calculated using the following formula (16):

[0136]

[0137] In formula (16), A1 can be the piston area of ​​the rod chamber.

[0138] In addition, the target flow rate may be the flow rate of the proportional reversing valve (ie, the required hydraulic flow rate of the hydraulic cylinder).

[0139] Based on this, in some embodiments, the above-mentioned calculation of the target flow corresponding to the vehicle steering resistance torque through the steering system energy consumption model may include:

[0140] Calculate the difference between the target steering angle and the outer wheel steering angle to obtain the steering angle increment, the target steering angle is the outer wheel steering angle at the previous moment of the outer wheel steering angle;

[0141] Determining a target actuation stroke corresponding to the rotation angle increment according to a corresponding relationship between the rotation angle increment and the actuation stroke of the hydraulic cylinder piston rod;

[0142] Calculating the volume of oil corresponding to the target actuation stroke based on the target actuation stroke, the piston area of ​​the chamber, the piston area of ​​the rodless chamber, and the volumetric efficiency;

[0143] The flow rate of the proportional reversing valve is calculated based on the ratio of the volume change of the oil to the time change;

[0144] The flow rate of the proportional directional valve is determined as the target flow rate.

[0145] Here, the steering system energy consumption model can also include formulas (17)-(19). The target actuation stroke can be calculated by the following formula (17):

[0146] S=Δθ×k z (17)

[0147] In formula (17), S can be the target actuation stroke of the hydraulic cylinder piston rod, Δθ can be the rotation angle increment, and k z It can be a proportionality factor between the rotation angle increment and the actuation stroke of the hydraulic cylinder piston rod.

[0148] The volume of the oil can be calculated according to the following formula (18):

[0149]

[0150] Where V is the volume of the oil, S is the target stroke, A1 is the piston area of ​​the rod chamber, A2 is the piston area of ​​the rodless chamber, η v It could be volumetric efficiency.

[0151] The flow rate (i.e. target flow rate) of the proportional reversing valve can be calculated according to the following formula (19):

[0152]

[0153] In formula (19), q v It can be the flow rate of the proportional reversing valve (ie, the target flow rate), ΔV can be the volume change of the oil, and Δt can be the time change.

[0154] After the target pressure and the target flow rate are determined, the steering power can be determined based on the target pressure and the target flow rate.

[0155] Specifically, the steering system energy consumption model may also include formula (20). In some embodiments, the above calculation of the steering power of the steering motor based on the target pressure, target flow, steering motor efficiency and volumetric efficiency may include:

[0156] The steering power is calculated according to the following formula (20):

[0157]

[0158] Where P can be steering power, P s It can be the target pressure, q v can be the target flow, η m Can be the steering motor efficiency, η v It could be volumetric efficiency.

[0159] As described above, after the steering power is determined, the steering energy consumption can be obtained by accumulating the steering power of the first target duration and the standby power of the second target duration.

[0160] S130, calculating the longitudinal energy consumption based on the attribute data and the vehicle speed using a longitudinal dynamic energy consumption model to obtain the longitudinal energy consumption.

[0161] The process of calculating the longitudinal energy consumption based on the attribute data and the vehicle speed through the longitudinal dynamic energy consumption model can refer to the existing scheme and will not be described in detail here.

[0162] S140, calculating the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle.

[0163] S150, determining a target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

[0164] Here, the vehicle energy consumption may be a standard energy consumption result estimated based on the vehicle energy consumption model. There may be a preset correspondence between the vehicle energy consumption, the remaining power, and the remaining mileage, and the correspondence may be displayed in a table. Therefore, after determining the vehicle energy consumption, the target remaining mileage corresponding to the vehicle energy consumption and the remaining power may be determined by looking up the table.

[0165] As an example, a schematic diagram of a method for determining remaining mileage provided in an embodiment of the present application can be as follows: Figure 6 shown.

[0166] In the method for determining the remaining mileage of the embodiment of the present application, since the vehicle energy consumption model is a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model, the steering energy consumption is calculated by the steering system energy consumption model, the longitudinal energy consumption is calculated by the vehicle longitudinal dynamics energy consumption model, and the sum of the steering energy consumption and the longitudinal energy consumption is calculated to obtain the energy consumption of the whole vehicle, which can ensure the accuracy of the energy consumption of the whole vehicle. In this way, by determining the target remaining mileage corresponding to the energy consumption of the whole vehicle and the remaining power according to the corresponding relationship between the energy consumption of the whole vehicle, the remaining power and the remaining mileage, the disadvantage of ignoring the energy consumption of the steering system when calculating the energy consumption according to the vehicle longitudinal dynamics energy consumption model is compensated, so that the estimated energy consumption of the whole vehicle is closer to the energy consumption of the actual vehicle, the accuracy of the energy consumption of the whole vehicle is improved, and the accuracy of the remaining mileage can be improved.

[0167] In order to better describe the above solution, some specific examples are given based on the above embodiments.

[0168] For example, Figure 7 As shown, a vehicle steering control method provided by an embodiment of the present application may include the following steps:

[0169] S71: The driver turns the steering wheel to generate a turn signal;

[0170] S72, the steering motor controller receives a steering signal input by the driver, where the steering signal includes an outer wheel steering angle greater than zero;

[0171] S73, the steering motor controller delivers the hydraulic oil in the reservoir to the hydraulic cylinder through the steering motor, and drives the hydraulic cylinder piston rod to actuate through the pressure change and flow change of the hydraulic cylinder, and finally drives the wheel to steer under the force transmission of the hydraulic cylinder piston rod and the connecting rod mechanism such as the steering knuckle arm.

[0172] For example, Figure 8 As shown, a method for determining steering energy consumption provided by an embodiment of the present application may include the following steps:

[0173] S81. Collecting driving data during driving of the vehicle;

[0174] S82, calculating lateral acceleration based on the driving data and the attribute data;

[0175] S83, determining whether a turn signal is detected, if so, executing S841, S842, S843 and S862, if not, executing S88;

[0176] S841, determining a target vehicle speed interval within which the vehicle speed falls;

[0177] S842, calculating the driving steering resistance torque based on the lateral acceleration, the driving data and the attribute data;

[0178] S843, calculating the in-situ steering resistance torque based on the driving data and the attribute data;

[0179] S85, calculating the vehicle steering resistance torque according to the weight coefficient corresponding to the target vehicle speed range, the driving steering resistance torque and the stationary steering resistance torque;

[0180] S861, calculating a target pressure based on a steering resistance torque of the vehicle;

[0181] S862, calculating the target flow rate based on the driving data and the attribute data;

[0182] S87, calculating the steering power of the steering motor based on the target pressure and the target flow;

[0183] S88, obtaining the standby power of the steering motor;

[0184] S89, calculating the energy consumption of the steering power and the standby power within the target time length to obtain the steering energy consumption.

[0185] In this way, through the embodiments of the present application, the energy consumption of the steering system can be calculated, filling the current gap in the energy consumption calculation of the steering system; the real-time results of the steering system energy consumption calculation are combined with the drive energy consumption and the vehicle low-pressure system energy consumption, etc., to perform a vehicle energy flow analysis and more clearly understand the energy distribution and usage of the vehicle; the steering system energy consumption calculation model is integrated with the vehicle longitudinal dynamics energy consumption model to be used in the calculation of the vehicle's remaining mileage estimation, thereby improving the accuracy of the remaining mileage estimation.

[0186] In addition, the target duration may be the duration corresponding to the target trip, and the target trip may be a complete trip of the vehicle.

[0187] Based on this, in order to ensure the accuracy of the steering energy consumption calculated by the steering system energy consumption model, in some embodiments, after the steering energy consumption is obtained by calculating the steering energy consumption based on the attribute data and the driving data through the steering system energy consumption model, the following may also be included:

[0188] Obtaining actual energy consumption corresponding to the steering motor;

[0189] Compare the steering energy consumption with the actual energy consumption to obtain a comparison result;

[0190] The accuracy of the steering system energy consumption model is determined based on the comparison results.

[0191] Here, the actual energy consumption may be the energy consumption calculated based on the speed and torque of the steering motor after a complete travel of the vehicle. The process of calculating the actual energy consumption based on the speed and torque of the steering motor can refer to the existing method and will not be described in detail here. After determining the actual energy consumption and the steering energy consumption, the two can be compared to determine the comparison result, and the error between the calculation result of the steering system energy consumption model and the actual steering system energy consumption can be evaluated based on the comparison result to verify the calculation accuracy of the steering system energy consumption calculation method.

[0192] If the accuracy of the steering system energy consumption model is greater than a preset accuracy threshold, the steering system energy consumption model can be optimized until the accuracy of the steering system energy consumption model is less than or equal to the preset accuracy threshold, thereby ensuring the accuracy of the steering energy consumption calculated by the steering system energy consumption model.

[0193] Based on the remaining mileage determination method provided in the above embodiment, the present application also provides a specific implementation of the remaining mileage determination device. Please refer to the following embodiment.

[0194] like Fig. 9 As shown, the remaining mileage determination device 900 provided in the embodiment of the present application includes the following modules:

[0195] The acquisition module 910 is used to acquire the vehicle energy consumption model, the remaining power of the vehicle, attribute data and driving data. The driving data includes vehicle speed, axle load and outer wheel steering angle. The vehicle energy consumption model is a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model.

[0196] A first calculation module 920 is used to calculate the steering energy consumption based on the attribute data and the driving data through the steering system energy consumption model to obtain the steering energy consumption;

[0197] The second calculation module 930 is used to calculate the longitudinal energy consumption based on the attribute data and the vehicle speed through the vehicle longitudinal dynamics energy consumption model to obtain the longitudinal energy consumption;

[0198] The third calculation module 940 is used to calculate the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle;

[0199] The determination module 950 is used to determine the target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

[0200] The remaining mileage determination device 900 is described in detail below, as shown below:

[0201] In some embodiments, the attribute data includes the steering motor efficiency of the steering motor delivering oil from the fluid reservoir to the hydraulic cylinder and the volumetric efficiency of the hydraulic cylinder filling fluid. Based on this, the first calculation module 920 may include:

[0202] An acquisition unit, used for acquiring the standby power of the steering motor when the outer wheel steering angle is equal to zero;

[0203] A first calculation unit is used to calculate the vehicle steering resistance torque based on the attribute data and the driving data through the steering system energy consumption model when the outer wheel steering angle is greater than zero;

[0204] A second calculation unit is used to calculate a target pressure and a target flow rate corresponding to a steering resistance torque of the vehicle through a steering system energy consumption model, wherein the target pressure and the target flow rate are used to drive the vehicle to steer;

[0205] a third calculation unit, configured to calculate a steering power of the steering motor based on the target pressure, the target flow rate, the steering motor efficiency and the volumetric efficiency;

[0206] The fourth calculation unit is used to calculate the energy consumption of the steering power and the standby power within the target time length to obtain the steering energy consumption.

[0207] In some of these embodiments, the third computing unit may include:

[0208] The first calculation subunit is used to calculate the steering power according to the following formula:

[0209]

[0210] Where P is the steering power, P s is the target pressure, q v is the target flow rate, η m is the steering motor efficiency, η v is the volumetric efficiency.

[0211] In some embodiments, the attribute data may also include the length of the steering knuckle arm and the angle between the steering knuckle arm and the hydraulic cylinder piston rod. Based on this, the second calculation unit may include:

[0212] A second calculation subunit is used to calculate the tension of the hydraulic cylinder piston rod based on the vehicle steering resistance torque, the length of the steering knuckle arm, the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and the outer wheel steering angle;

[0213] The third calculation subunit is used to calculate the ratio of the pulling force to the piston area of ​​the rod chamber to obtain the oil pressure in the hydraulic cylinder;

[0214] The first determination subunit is used to determine the oil pressure in the hydraulic cylinder as the target pressure.

[0215] In some of the embodiments, the second computing subunit is specifically configured to:

[0216] Calculate the tension of the hydraulic cylinder piston rod according to the following formula:

[0217]

[0218] Among them, F T is the tension of the hydraulic cylinder piston rod, M is the vehicle steering resistance torque, L is the length of the steering knuckle arm, u is the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and θ is the outer wheel steering angle.

[0219] In some of these embodiments, the second computing unit may include:

[0220] a fourth calculation subunit, configured to calculate a difference between a target steering angle and an outer wheel steering angle to obtain a steering angle increment, wherein the target steering angle is the outer wheel steering angle at a previous moment of the outer wheel steering angle;

[0221] A second determination subunit is used to determine a target actuation stroke corresponding to the rotation angle increment according to a corresponding relationship between the rotation angle increment and the actuation stroke of the hydraulic cylinder piston rod;

[0222] a fifth calculation subunit, for calculating the volume of oil corresponding to the target actuation stroke based on the target actuation stroke, the piston area of ​​the rod chamber, the piston area of ​​the rodless chamber, and the volumetric efficiency;

[0223] a sixth calculation subunit, for calculating the flow rate of the proportional reversing valve according to the ratio of the volume change amount and the time change amount of the oil;

[0224] The third determining subunit is used to determine the flow rate of the proportional reversing valve as the target flow rate.

[0225] In some embodiments, the fifth computing subunit is specifically configured to:

[0226] Calculate the volume of oil according to the following formula:

[0227]

[0228] Where V is the volume of the oil, S is the target actuation stroke, A1 is the piston area of ​​the rod chamber, A2 is the piston area of ​​the rodless chamber, η v is the volumetric efficiency.

[0229] In some embodiments, the attribute data also includes wheel-ground friction coefficient and tire pressure. Based on this, the first calculation unit may include:

[0230] a seventh calculation subunit, configured to calculate the in-situ steering resistance torque of the vehicle based on the wheel-ground friction coefficient, the tire pressure and the axle load through a steering system energy consumption model;

[0231] an eighth calculation subunit, configured to calculate a driving steering resistance torque of the vehicle based on the attribute data and the driving data by using a steering system energy consumption model;

[0232] A fourth determining subunit, configured to determine a first weight coefficient corresponding to the stationary steering resistance torque and a second weight coefficient corresponding to the driving steering resistance torque according to the vehicle speed;

[0233] The ninth calculation subunit is used to perform weighted summation of the stationary steering resistance torque and the driving steering resistance torque according to the first weight coefficient and the second weight coefficient to obtain the vehicle steering resistance torque.

[0234] In some embodiments, the fourth determining subunit is specifically configured to:

[0235] Determine the target vehicle speed range in which the vehicle speed falls;

[0236] A first weight coefficient and a second weight coefficient corresponding to the target vehicle speed interval are determined according to the correspondence between the vehicle speed interval and the weight coefficient.

[0237] In some embodiments, the eighth computing subunit is specifically configured to:

[0238] The vehicle's driving return torque and driving return resistance torque are calculated based on the steering system energy consumption model and attribute data and driving data;

[0239] The sum of the vehicle's self-aligning torque and the vehicle's self-aligning resistance torque is calculated to obtain the vehicle's steering resistance torque.

[0240] In some of the embodiments, the attribute data further includes kingpin offset, kingpin inclination angle, kingpin trail, kingpin caster angle, kingpin caster trail and tire trail, and the driving data further includes lateral acceleration.

[0241] Based on this, the eighth computing subunit is specifically used for:

[0242] Calculate the vehicle's kingpin inclination moment based on the kingpin offset, kingpin inclination angle, axle load and outer wheel steering angle;

[0243] Calculate the vehicle's castor moment based on the kingpin trail, kingpin offset, kingpin castor angle, kingpin inclination angle, axle load and outer wheel steering angle;

[0244] Calculate the kingpin offset moment based on axle load, lateral acceleration, castor trail and tire trail;

[0245] The sum of the kingpin inclination moment, the kingpin castor moment and the kingpin offset moment is calculated to obtain the driving return moment.

[0246] In some embodiments, the eighth computing subunit is specifically configured to:

[0247] Calculate the rolling resistance torque of the vehicle based on the wheel-ground friction coefficient, axle load and kingpin offset;

[0248] Obtaining the steering friction resistance torque and kingpin friction resistance torque of the vehicle;

[0249] The sum of the rolling resistance torque, steering friction resistance torque and kingpin friction resistance torque is calculated to obtain the driving return resistance torque.

[0250] In some embodiments, the eighth computing subunit is specifically configured to:

[0251] Get the kingpin center distance and vehicle wheelbase of the vehicle;

[0252] According to Ackerman theory, the inner wheel steering angle corresponding to the outer wheel steering angle is calculated;

[0253] Calculate the turning radius of the vehicle based on the outer wheel steering angle, the inner wheel steering angle and the vehicle wheelbase;

[0254] Calculates lateral acceleration based on vehicle speed and turn radius.

[0255] In the remaining mileage determination device of the embodiment of the present application, since the vehicle energy consumption model is a fusion model obtained by fusing the steering system energy consumption model and the vehicle longitudinal dynamics energy consumption model, the steering energy consumption is calculated by the steering system energy consumption model, the longitudinal energy consumption is calculated by the vehicle longitudinal dynamics energy consumption model, and the sum of the steering energy consumption and the longitudinal energy consumption is calculated to obtain the whole vehicle energy consumption, which can ensure the accuracy of the whole vehicle energy consumption. In this way, by determining the target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship between the whole vehicle energy consumption, the remaining power and the remaining mileage, the disadvantage of ignoring the steering system energy consumption when calculating the energy consumption according to the vehicle longitudinal dynamics energy consumption model is compensated, so that the estimated whole vehicle energy consumption is closer to the energy consumption of the actual vehicle, the accuracy of the whole vehicle energy consumption is improved, and the accuracy of the remaining mileage can be improved.

[0256] Based on the remaining mileage determination method provided in the above embodiment, the embodiment of the present application also provides a specific implementation of the electronic device. Fig.10 A schematic diagram of an electronic device 1000 provided in an embodiment of the present application is shown.

[0257] The electronic device 1000 may include a processor 1010 and a memory 1020 storing computer program instructions.

[0258] Specifically, the processor 1010 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0259] The memory 1020 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 1020 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. Where appropriate, the memory 1020 may include a removable or non-removable (or fixed) medium. Where appropriate, the memory 1020 may be inside or outside the electronic device 1000. In a particular embodiment, the memory 1020 is a non-volatile solid-state memory.

[0260] The memory may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage medium device, an optical storage medium device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of the present application.

[0261] The processor 1010 implements any one of the remaining mileage determination methods in the above embodiments by reading and executing computer program instructions stored in the memory 1020 .

[0262] In one example, the electronic device 1000 may further include a communication interface 1030 and a bus 1040. Fig.10 As shown, the processor 1010, the memory 1020, and the communication interface 1030 are connected via a bus 1040 and communicate with each other.

[0263] The communication interface 1030 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0264] Bus 1040 includes hardware, software or both, and the parts of electronic equipment are coupled to each other. For example, but not limitation, bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnection (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. In appropriate cases, bus 1040 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the application considers any suitable bus or interconnection.

[0265] Exemplarily, the electronic device 1000 may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA).

[0266] The electronic device can execute the remaining mileage determination method in the embodiment of the present application, thereby realizing the combination Figures 1 to 9 A method and device for determining remaining mileage are described.

[0267] In addition, in combination with the remaining mileage determination method in the above embodiment, the present application embodiment can provide a computer-readable storage medium for implementation. The computer-readable storage medium stores computer program instructions; when the computer program instructions are executed by the processor, any of the remaining mileage determination methods in the above embodiment is implemented.

[0268] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0269] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0270] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0271] The above reference is according to the method of the embodiment of the present application, the flow chart of the device (system) and the computer program product and / or the block diagram described various aspects of the present application.It should be understood that each square box in the flow chart and / or the block diagram and the combination of each square box in the flow chart and / or the block diagram can be realized by computer program instructions.These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer or other programmable data processing device to produce a machine so that these instructions executed by the processor of the computer or other programmable data processing device enable the realization of the function / action specified in one or more square boxes of the flow chart and / or the block diagram.Such a processor can be but is not limited to a general-purpose processor, a special-purpose processor, a special application processor or a field programmable logic circuit.It can also be understood that each square box in the block diagram and / or the flow chart and the combination of the square boxes in the block diagram and / or the flow chart can also be realized by the dedicated hardware that performs the specified function or action, or can be realized by the combination of dedicated hardware and computer instructions.

[0272] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A method for determining remaining mileage, characterized in that: include: Acquire a vehicle energy consumption model, the remaining power of the vehicle, attribute data and driving data, wherein the driving data includes vehicle speed, axle load and outer wheel steering angle, and the vehicle energy consumption model is a fusion model obtained by fusing a steering system energy consumption model and a vehicle longitudinal dynamics energy consumption model; By using the steering system energy consumption model, the steering energy consumption is calculated based on the attribute data and the driving data to obtain the steering energy consumption; By using the vehicle longitudinal dynamics energy consumption model, the longitudinal energy consumption is calculated based on the attribute data and the vehicle speed to obtain the longitudinal energy consumption; Calculating the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle; A target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power is determined according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

2. The method according to claim 1, characterized in that The attribute data includes the steering motor efficiency of the steering motor delivering fluid from the fluid reservoir to the hydraulic cylinder and the volumetric efficiency of the hydraulic cylinder filling fluid; The calculating of the steering energy consumption based on the attribute data and the driving data by using the steering system energy consumption model to obtain the steering energy consumption includes: When the outer wheel steering angle is equal to zero, obtaining the standby power of the steering motor; When the outer wheel steering angle is greater than zero, calculating the vehicle steering resistance torque based on the attribute data and the driving data by using the steering system energy consumption model; Calculating a target pressure and a target flow rate corresponding to the vehicle steering resistance torque by using the steering system energy consumption model, wherein the target pressure and the target flow rate are used to drive the vehicle to steer; calculating the steering power of the steering motor based on the target pressure, the target flow rate, the steering motor efficiency and the volumetric efficiency; Calculating the energy consumption of the steering power and the standby power within a target time to obtain the steering energy consumption; The calculating the steering power of the steering motor based on the target pressure, the target flow, the steering motor efficiency and the volumetric efficiency comprises: The steering power is calculated according to the following formula: Wherein, P is the steering power, P s is the target pressure, q v is the target flow rate, η m is the steering motor efficiency, η v is the volumetric efficiency.

3. The method according to claim 2, characterized in that The attribute data also includes the length of the steering knuckle arm and the angle between the steering knuckle arm and the piston rod of the hydraulic cylinder; the target pressure corresponding to the vehicle steering resistance torque calculated by the steering system energy consumption model includes: Calculating the tension of the hydraulic cylinder piston rod based on the vehicle steering resistance torque, the length of the steering knuckle arm, the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and the outer wheel steering angle; Calculating the ratio of the pulling force to the piston area of ​​the rod chamber to obtain the oil pressure in the hydraulic cylinder; determining the oil pressure in the hydraulic cylinder as the target pressure; The calculating the tension of the hydraulic cylinder piston rod based on the vehicle steering resistance torque, the length of the steering knuckle arm, the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and the outer wheel steering angle comprises: The tension of the hydraulic cylinder piston rod is calculated according to the following formula: Among them, F T is the tension of the hydraulic cylinder piston rod, M is the vehicle steering resistance torque, L is the length of the steering knuckle arm, u is the angle between the steering knuckle arm and the hydraulic cylinder piston rod, and θ is the outer wheel steering angle.

4. The method according to claim 3, characterized in that: Calculating the target flow rate corresponding to the vehicle steering resistance torque by using the steering system energy consumption model includes: Calculating the difference between a target steering angle and the outer wheel steering angle to obtain a steering angle increment, wherein the target steering angle is the outer wheel steering angle at a previous moment of the outer wheel steering angle; Determining a target actuation stroke corresponding to the rotation angle increment according to a corresponding relationship between the rotation angle increment and the actuation stroke of the hydraulic cylinder piston rod; Calculating the volume of oil corresponding to the target actuation stroke based on the target actuation stroke, the piston area of ​​the rod chamber, the piston area of ​​the rodless chamber, and the volumetric efficiency; Calculating the flow rate of the proportional reversing valve according to the ratio of the volume change of the oil to the time change; Determining the flow rate of the proportional reversing valve as the target flow rate; The calculating the volume of the oil corresponding to the target actuation stroke based on the target actuation stroke, the piston area of ​​the rod chamber, the piston area of ​​the rodless chamber and the volumetric efficiency comprises: The volume of the oil is calculated according to the following formula: Wherein, V is the volume of the oil, S is the target actuation stroke, A1 is the piston area of ​​the rod chamber, A2 is the piston area of ​​the rodless chamber, η v is the volumetric efficiency.

5. The method according to claim 2, characterized in that: The attribute data also includes a wheel-ground friction coefficient and a tire pressure. The calculating of the vehicle steering resistance torque based on the attribute data and the driving data by using the steering system energy consumption model includes: Calculating the in-situ steering resistance torque of the vehicle based on the wheel-ground friction coefficient, the tire pressure and the axle load through the steering system energy consumption model; Calculating the driving steering resistance torque of the vehicle based on the attribute data and the driving data by using the steering system energy consumption model; Determining a first weight coefficient corresponding to the stationary steering resistance torque and a second weight coefficient corresponding to the driving steering resistance torque according to the vehicle speed; The vehicle steering resistance torque is obtained by performing a weighted summation of the stationary steering resistance torque and the driving steering resistance torque according to the first weight coefficient and the second weight coefficient.

6. The method according to claim 5, characterized in that The determining, according to the vehicle speed, a first weight coefficient corresponding to the stationary steering resistance torque and a second weight coefficient corresponding to the driving steering resistance torque comprises: Determine a target vehicle speed interval within which the vehicle speed falls; determining the first weight coefficient and the second weight coefficient corresponding to the target vehicle speed interval according to the correspondence between the vehicle speed interval and the weight coefficient; The calculating the driving steering resistance torque of the vehicle based on the attribute data and the driving data by using the steering system energy consumption model includes: Calculating the driving return torque and driving return resistance torque of the vehicle based on the attribute data and the driving data by using the steering system energy consumption model; The sum of the vehicle aligning torque and the vehicle aligning resistance torque is calculated to obtain the vehicle steering resistance torque.

7. The method according to claim 6, characterized in that The attribute data also includes kingpin offset, kingpin inclination angle, kingpin trail, kingpin caster angle, kingpin caster trail and tire trail, and the driving data also includes lateral acceleration; The calculating the driving return torque of the vehicle based on the attribute data and the driving data by using the steering system energy consumption model includes: Calculating the kingpin inclination moment of the vehicle based on the kingpin offset, the kingpin inclination angle, the axle load and the outer wheel steering angle; Calculating the kingpin castor moment of the vehicle based on the kingpin trail, the kingpin offset, the kingpin castor angle, the kingpin inclination angle, the axle load and the outer wheel steering angle; Calculating a kingpin offset moment based on the axle load, the lateral acceleration, the caster trail, and the tire trail; The sum of the kingpin inclination moment, the kingpin caster moment and the kingpin offset moment is calculated to obtain the driving return moment.

8. The method according to claim 6, characterized in that The attribute data also includes a kingpin offset. The driving return resistance torque of the vehicle is calculated based on the attribute data and the driving data by using the steering system energy consumption model, including: Calculating the rolling resistance torque of the vehicle based on the wheel-ground friction coefficient, the axle load and the kingpin offset; Obtaining the steering friction resistance torque and the kingpin friction resistance torque of the vehicle; The sum of the rolling resistance torque, the steering friction resistance torque and the kingpin friction resistance torque is calculated to obtain the driving return resistance torque.

9. The method according to claim 7, characterized in that: Obtaining the lateral acceleration includes: Obtaining the kingpin center distance and vehicle wheelbase of the vehicle; According to the Ackerman theory, calculating the inner wheel steering angle corresponding to the outer wheel steering angle; Calculating a turning radius of the vehicle according to the outer wheel steering angle, the inner wheel steering angle and the vehicle wheelbase; The lateral acceleration is calculated according to the vehicle speed and the turning radius.

10. A device for determining remaining mileage, characterized in that: The device comprises: An acquisition module, used to acquire a vehicle energy consumption model, a remaining power of the vehicle, attribute data and driving data, wherein the driving data includes vehicle speed, axle load and outer wheel steering angle, and the vehicle energy consumption model is a fusion model obtained by fusing a steering system energy consumption model and a vehicle longitudinal dynamics energy consumption model; A first calculation module, configured to calculate the steering energy consumption based on the attribute data and the driving data by using the steering system energy consumption model to obtain the steering energy consumption; A second calculation module, configured to calculate longitudinal energy consumption based on the attribute data and the vehicle speed by using the vehicle longitudinal dynamics energy consumption model to obtain longitudinal energy consumption; A third calculation module is used to calculate the sum of the steering energy consumption and the longitudinal energy consumption to obtain the energy consumption of the entire vehicle; The determination module is used to determine a target remaining mileage corresponding to the whole vehicle energy consumption and the remaining power according to the corresponding relationship among the whole vehicle energy consumption, the remaining power and the remaining mileage.

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