Vehicle torque distribution control method and system based on chassis gravity buffer integration

Abstract

The invention belongs to the technical field of pure electric or hybrid new energy vehicle ESP (electronic stability program) and motor assembly, and provides a vehicle torque distribution control method and system based on chassis gravity buffer integration, which comprises the following steps: judging whether a vehicle turns according to the angle of a steering wheel, judging whether the chassis flatness exceeds a preset value or not, and when the vehicle turns and the chassis flatness exceeds the preset value, controlling the vehicle torque distribution control method and system. Torque distribution of corresponding wheels is increased; when the chassis flatness is adjusted and the torque distribution of the corresponding wheels is increased, according to the chassis flatness, the damping deformation degree and the chassis gravity, adjusting parameters of a torque distribution increase value are determined through multi-factor analysis, and the preset torque distribution increase amount is adjusted through the adjusting parameters; by considering the flatness of the chassis, the adaptability of the driving torque distributor to complex road conditions during working is improved, the stability is improved, the energy management accuracy during working of the driving torque distributor is improved by adjusting parameters, and the overall performance of a vehicle is guaranteed.

Description

Technical Field

[0001] The present invention belongs to the field of ESP and powertrain technology for pure electric or hybrid new energy vehicles, and in particular, relates to a vehicle torque distribution control method and system based on chassis gravity buffer integration. Background Art

[0002] The Electronic Stability Program (ESP) analyzes the vehicle's driving status information and sends correction instructions to related systems to enable the vehicle to maintain dynamic balance. The related systems include the Electronic Brake Distribution (EBD), Anti-lock Brake System (ABS), Traction Control System (TCS) and Vehicle Dynamic Control (LVDC).

[0003] Traditional ESP systems are usually composed of sensors, control units and actuators. They monitor the vehicle status and adjust the braking force distribution to maintain vehicle stability. However, when existing vehicles are in emergency braking or on uneven roads, the traditional ESP system has inaccurate energy management and insufficient failure prediction capabilities. Specifically, it has poor adaptability to complex road conditions and extensive energy management, which affects the overall performance of the vehicle. In particular, when driving on uneven and complex roads, the current driving torque distributor considers factors such as speed, acceleration and angle when distributing torque, but does not consider the impact of the chassis' own gravity and the activeness of the buffer device in the chassis on stability control, resulting in poor vehicle stability and inaccurate energy management. Summary of the invention

[0004] In order to solve the above problems, the present invention proposes a vehicle torque distribution control method and system based on chassis gravity buffer integration. When turning and chassis flatness exceed preset values, the present invention increases the torque distribution of the corresponding wheels; and when increasing the torque distribution of the corresponding wheels, according to the chassis flatness, the degree of shock absorption deformation and the chassis' own gravity, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis, and the preset torque distribution increase is adjusted using the adjustment parameters; by considering the chassis flatness, as well as the influence of the chassis' own gravity and the activeness of the buffer device in the chassis on the stability control, the adaptability of the driving torque distributor to complex road conditions is improved, the stability is improved, and the energy management accuracy of the driving torque distributor when it is working is improved by adjusting the parameters, thereby ensuring the overall performance of the vehicle.

[0005] In order to achieve the above object, the present invention is implemented through the following technical solutions:

[0006] In a first aspect, the present invention provides a vehicle torque distribution control method based on chassis gravity buffer integration, comprising:

[0007] Obtain the steering wheel angle, chassis flatness, and shock absorption deformation of the four wheels;

[0008] Determining whether the vehicle is turning according to the steering wheel angle, and determining whether the chassis flatness exceeds a preset value, if at least one of turning occurs and the chassis flatness exceeds the preset value, increasing the torque distribution of the corresponding wheel, otherwise, the torque distribution remains unchanged;

[0009] When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

[0010] Furthermore, when the vehicle turns left, the torque distribution to the right rear wheel is increased; when the vehicle turns right, the torque distribution to the left rear wheel is increased.

[0011] Furthermore, obtain the average height value of the first height sensor group preset in the middle position of the chassis, and the average height values ​​of the second height sensor group, the third height sensor group, the fourth height sensor group and the fifth height sensor group respectively close to the four wheels; determine the four differences between the average height values ​​corresponding to the second height sensor group, the third height sensor group, the fourth height sensor group and the fifth height sensor group and the average height value corresponding to the first height sensor group, and determine whether the maximum difference exceeds the preset range. If so, increase the torque distribution of the wheel corresponding to the maximum difference.

[0012] Furthermore, the torque distribution increase M is:

[0013] M=M0+C;

[0014]

[0015] Wherein, M0 is the preset torque distribution increase; C is the adjustment parameter; H i is the height average, i is a constant; H1 is the height average of the first height sensor group; Z is the length after shock absorption deformation; Z is the length under normal shock absorption; G is the chassis gravity; G m is the vehicle gravity; α, β and γ are preset parameters.

[0016] Furthermore, the average height of the first height sensor group, the second height sensor group, the third height sensor group, the fourth height sensor group and the fifth height sensor group is the average value of the distance between the chassis and the ground measured by all height sensors in the height sensor group.

[0017] Further, when the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are one, the preset torque distribution increase is adjusted using the adjustment parameters; when the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are two, the preset torque distribution increase is adjusted using the adjustment parameters for the wheel that needs to increase torque distribution based on turning judgment, and the other wheel uses the preset torque distribution increase for torque distribution.

[0018] In a second aspect, the present invention further provides a vehicle torque distribution control system based on chassis gravity buffer integration, comprising:

[0019] The data acquisition module is configured to: obtain the steering wheel angle, chassis flatness and shock absorption deformation degree of the four wheels;

[0020] The torque distribution control module is configured to: determine whether the vehicle is turning according to the steering wheel angle, and determine whether the chassis flatness exceeds a preset value, if at least one of the turning occurs and the chassis flatness exceeds the preset value, increase the torque distribution of the corresponding wheel, otherwise, the torque distribution remains unchanged;

[0021] When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

[0022] In a third aspect, the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in the first aspect.

[0023] In a fourth aspect, the present invention further provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein when the processor executes the program, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in the first aspect are implemented.

[0024] In a fifth aspect, the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in the first aspect are implemented.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] The present invention determines whether the vehicle is turning and whether the chassis flatness exceeds a preset value based on the steering wheel angle, and increases the torque distribution of the corresponding wheels when the vehicle is turning and the chassis flatness exceeds the preset value; and when increasing the torque distribution of the corresponding wheels, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation and the chassis' own gravity, and the preset torque distribution increase is adjusted using the adjustment parameters; by considering the chassis flatness, as well as the influence of the chassis' own gravity and the activeness of the buffer device in the chassis on the stability control, the adaptability of the driving torque distributor to complex road conditions is improved, the stability is improved, and the energy management accuracy of the driving torque distributor when it is working is improved by adjusting the parameters, thereby ensuring the overall performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings in the specification that constitute a part of this embodiment are used to provide a further understanding of this embodiment. The schematic embodiments of this embodiment and their descriptions are used to explain this embodiment and do not constitute improper limitations on this embodiment.

[0028] Figure 1 is a flow chart of the method of embodiment 1 of the present invention;

[0029] Figure 2 This is a schematic diagram of a chassis according to Embodiment 1 of the present invention;

[0030] Figure 3 This is a schematic diagram of a sensor array according to Embodiment 1 of the present invention;

[0031] Among them, 101 is a chassis; 102 is a shock absorber; 103 is a wheel; 201 is a height sensor array plate; 2021 is a first height sensor group; 2022 is a second height sensor group; 2023 is a third height sensor group; 2024 is a fourth height sensor group; 2025 is a fifth height sensor group; 202 is a deformation sensor. DETAILED DESCRIPTION

[0032] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0033] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present application belongs.

[0034] EBD: Adjusts the brake force distribution to prevent the rear wheels of the vehicle from locking first. Generally, it will only fail when the module hardware fails. ABS: Prevents wheel locks by calculating the vehicle slip rate and controlling it near the peak adhesion coefficient. This is passive safety control. TCS: Traction control system. The operating condition is usually a vehicle on a low-adhesion road. When the drive wheel slips, TCS requests the engine to reduce torque and apply the brakes slightly at the same time, allowing the vehicle to start smoothly. VDC: Vehicle dynamic stability control system, mainly through active boosting of a single wheel to correct understeer and oversteer of the wheel. TCS and VDC are active boosts, which means that pressure can be applied to the brake line without applying brake pedal force.

[0035] Embodiment 1:

[0036] In the conventional technology, or in one of the embodiments, the vehicle dynamic data is collected in real time through wheel speed sensors, acceleration sensors, and steering wheel angle sensors. Then, the collected data is transmitted to the control unit, and the real-time state of the vehicle is analyzed through the built-in algorithm; according to the state analysis results, corresponding control instructions are generated to optimize vehicle stability and energy management. Finally, the instructions are sent to the actuator, such as the drive torque distributor, to achieve vehicle dynamic stability control and energy management optimization.

[0037] When turning, the torque distributor will distribute more torque to the outer rear wheel with a higher wheel load, helping the vehicle to better maintain the state of driving towards the center of the curve and significantly reducing the tendency of understeer; however, as recorded in the background technology, when driving on uneven and complex road conditions, the current driving torque distributor takes into account factors such as speed, acceleration and angle when distributing torque, but does not consider the impact of the gravity of the chassis itself and the activeness of the buffer device in the chassis on stability control, resulting in poor vehicle stability and inaccurate energy management.

[0038] In order to solve at least one of the above problems, the present embodiment provides a vehicle torque distribution control method based on chassis gravity buffer integration, which determines whether the vehicle is turning according to the steering wheel angle, and determines whether the chassis flatness exceeds the preset value. When turning and the chassis flatness exceeds the preset value, the torque distribution of the corresponding wheel is increased; and when the torque distribution of the corresponding wheel is increased, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis according to the chassis flatness, the degree of shock absorption deformation and the chassis' own gravity, and the preset torque distribution increase is adjusted using the adjustment parameters; by considering the chassis flatness, the adaptability of the driving torque distributor to complex road conditions is improved, the stability is improved, and the energy management accuracy of the driving torque distributor is improved by adjusting the parameters, thereby ensuring the overall performance of the vehicle. Specifically, Figure 1 As shown, the method includes:

[0039] S1. Obtain the steering wheel angle, chassis flatness, and shock absorption deformation of the four wheels.

[0040] Optional, such as Figure 2 and Figure 3 As shown, deformation sensors 202 are arranged at the shock absorbers 102 of the four wheels 103, and the deformation sensors 202 are used to detect the change in length of the corresponding shock absorbers 102 to obtain the degree of deformation of the shock absorbers; the shock absorbers 102 are buffer devices such as springs or pressure systems.

[0041] A height sensor array board 201 is arranged in the middle position of the chassis 101, and a first height sensor group 2021 is arranged in the middle position of the height sensor array board 201. A second height sensor group 2022, a third height sensor group 2023, a fourth height sensor group 2024 and a fifth height sensor group 2025 are respectively arranged at four corner positions of the height sensor array board 201 close to the four wheels 103; each height sensor group has at least two height sensors, and the height sensor can adopt a distance sensor, which determines whether the chassis is tilted by detecting the distance from different positions of the chassis 101 to the ground, thereby obtaining the flatness of the chassis 101.

[0042] S2. Determine whether the vehicle is turning according to the steering wheel angle, and determine whether the chassis flatness exceeds a preset value. If at least one of turning occurs and the chassis flatness exceeds the preset value, increase the torque distribution of the corresponding wheel; otherwise, the torque distribution remains unchanged.

[0043] When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

[0044] S2.1. When the vehicle turns left, the torque distribution to the right rear wheel is increased; when the vehicle turns right, the torque distribution to the left rear wheel is increased; when driving straight, the torque is evenly distributed, thus providing optimal stability and maximum turning flexibility.

[0045] S2.2. Obtain the average height of the first height sensor group 2021 preset in the middle position of the chassis, and the average heights of the second height sensor group 2022, the third height sensor group 2023, the fourth height sensor group 2024 and the fifth height sensor group 2025 respectively close to the four wheels.

[0046] The average height of the first height sensor group 2021, the second height sensor group 2022, the third height sensor group 2023, the fourth height sensor group 2024 and the fifth height sensor group 2025 is the average of the distance between the chassis and the ground measured by all the height sensors in the height sensor group. When determining the height at different positions of the chassis, the average height measured by all the sensors in the height sensor group avoids the problem of inaccuracy when measuring with a single height sensor. For example, when there is a pothole road under the height sensor itself, there is a gap with the actual environment of the wheel and chassis. At this time, the height sensor group is used to measure, which avoids the above problem. In order to further avoid the above problem, when the difference between one of the height sensors and the other sensors is large, such as exceeding the preset value, it means that the potholes or bumps on the road surface here have affected the overall judgment. At this time, the measurement value of the corresponding height sensor is deleted, and the parameter and mean calculation are not performed.

[0047] Determine the four differences between the average height values ​​corresponding to the second height sensor group 2022, the third height sensor group 2023, the fourth height sensor group 2024 and the fifth height sensor group 2025 and the average height value corresponding to the first height sensor group 2021, and determine whether the maximum difference exceeds the preset range. If so, increase the torque distribution of the wheel corresponding to the maximum difference. It can be understood that if the maximum difference exceeds the preset range, it means that the wheel in the corresponding position is in a larger pothole or convex position, and more torque is needed to achieve smooth passage.

[0048] Optionally, the torque distribution increase M is:

[0049] M=M0+C;

[0050]

[0051] Wherein, M0 is the preset torque distribution increase, which can be determined by traditional technology or experiments; C is the adjustment parameter; H iis the height average value, i is a constant, i=2, 3, 4 and 5 correspond to the second height sensor group 2022, the third height sensor group 2023, the fourth height sensor group 2024 and the fifth height sensor group 2025 respectively; H1 is the height average value of the first height sensor group; Z is the length after shock absorption deformation; Z is the length under shock absorption normal state; G is the chassis gravity; G m is the vehicle gravity; α, β and γ are preset parameters.

[0052] It is understandable that, by adjusting the parameters, the driving ability during cornering and when the wheels are on unstable roads is increased; however, the increase in wheel torque is bound to affect stability. Based on this, in this embodiment, the adjustment parameters of the torque distribution increase value are determined according to the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity. While increasing the corresponding wheel torque and improving the adaptability of the driving torque distributor to complex road conditions, the phenomenon of wheel instability caused by excessive torque increase is avoided, thereby improving stability.

[0053] Specifically, if the maximum height difference of the chassis wheel relative to the middle position of the chassis exceeds the preset difference, it means that the wheel is in an environment with more potholes or bumps, and the increase in torque distribution needs to be increased to make the wheel move smoothly; however, when the torque increases too much, the vehicle as a whole will be unstable. Therefore, the larger the maximum height difference, the smaller the adjustment parameter is to avoid the overall stability of the vehicle. The greater the degree of shock absorption deformation, the greater the stored energy. Although a better shock absorption effect can be achieved, the instability of the vehicle will also be increased under the coordinated effect of the stored energy release process and the torque on the wheel. Based on this, the adjustment parameter is determined. The greater the degree of shock absorption deformation, the smaller the adjustment parameter is. On the basis of satisfying the torque increase, the torque increase is reduced as much as possible to improve the stability of the vehicle. At the same time, the greater the proportion of the chassis in the weight of the whole vehicle, the more stable the vehicle is regardless of the driving condition. Based on this, when determining the adjustment parameter, as the proportion of the chassis to the weight of the whole vehicle increases, the adjustment parameter increases. On the basis of ensuring the stability of the vehicle, more torque is provided for the vehicle to turn and adapt to uneven roads.

[0054] In some embodiments, when the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are one, the preset torque distribution increase is adjusted using the adjustment parameters; when the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are two, the preset torque distribution increase is adjusted using the adjustment parameters for the wheel that needs to increase torque distribution based on turning judgment, and the other wheel uses the preset torque distribution increase for torque distribution, so as to avoid vehicle instability caused by simultaneous increase of torque of wheels in different positions.

[0055] Embodiment 2:

[0056] This embodiment provides a vehicle torque distribution control system based on chassis gravity buffer integration, including:

[0057] The data acquisition module is configured to: obtain the steering wheel angle, chassis flatness and shock absorption deformation degree of the four wheels;

[0058] The torque distribution control module is configured to: determine whether the vehicle is turning according to the steering wheel angle, and determine whether the chassis flatness exceeds a preset value, if at least one of the turning occurs and the chassis flatness exceeds the preset value, increase the torque distribution of the corresponding wheel, otherwise, the torque distribution remains unchanged;

[0059] When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

[0060] The working method of the system is the same as the vehicle torque distribution control method based on chassis gravity buffer integration in Example 1, and will not be repeated here.

[0061] Embodiment 3:

[0062] This embodiment provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in Embodiment 1 are implemented.

[0063] Embodiment 4:

[0064] This embodiment provides an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor. When the processor executes the program, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in Example 1 are implemented.

[0065] Embodiment 5:

[0066] This embodiment provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in Example 1 are implemented.

[0067] The above description is only a preferred embodiment of the present embodiment and is not intended to limit the present embodiment. For those skilled in the art, the present embodiment may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present embodiment shall be included in the protection scope of the present embodiment.

Claims

1. A vehicle torque distribution control method based on chassis gravity buffer integration, characterized in that: include: Obtain the steering wheel angle, chassis flatness, and shock absorption deformation of the four wheels; Determining whether the vehicle is turning according to the steering wheel angle, and determining whether the chassis flatness exceeds a preset value, if at least one of turning occurs and the chassis flatness exceeds the preset value, increasing the torque distribution of the corresponding wheel, otherwise, the torque distribution remains unchanged; When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

2. The vehicle torque distribution control method based on chassis gravity buffer integration as claimed in claim 1, characterized in that: When the vehicle turns left, the torque distribution to the right rear wheel is increased; when the vehicle turns right, the torque distribution to the left rear wheel is increased.

3. The vehicle torque distribution control method based on chassis gravity buffer integration as claimed in claim 1, characterized in that: Obtain an average height value of a first height sensor group preset in the middle of the chassis, and an average height value of a second height sensor group, a third height sensor group, a fourth height sensor group, and a fifth height sensor group respectively close to four wheels; determine four differences between the average height values ​​corresponding to the second height sensor group, the third height sensor group, the fourth height sensor group, and the fifth height sensor group and the average height value corresponding to the first height sensor group, and determine whether the maximum difference exceeds a preset range; if so, increase the torque distribution of the wheel corresponding to the maximum difference.

4. The vehicle torque distribution control method based on chassis gravity buffer integration as claimed in claim 3, characterized in that: The torque distribution increase M is: M=M0+C; Wherein, M0 is the preset torque distribution increase; C is the adjustment parameter; H i is the height average, i is a constant; H1 is the height average of the first height sensor group; Z is the length after shock absorption deformation; Z is the length under normal shock absorption; G is the chassis gravity; G m is the vehicle gravity; α, β and γ are preset parameters.

5. The vehicle torque distribution control method based on chassis gravity buffer integration as claimed in claim 3, characterized in that: The average height of the first height sensor group, the second height sensor group, the third height sensor group, the fourth height sensor group and the fifth height sensor group is an average value of the distance between the chassis and the ground measured by all height sensors in the height sensor group.

6. The vehicle torque distribution control method based on chassis gravity buffer integration as claimed in claim 1, characterized in that: When the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are one, the preset torque distribution increase is adjusted using the adjustment parameters; when the wheel that needs to increase torque distribution based on turning judgment and the wheel that needs to increase torque distribution based on chassis flatness judgment are two, the preset torque distribution increase is adjusted using the adjustment parameters for the wheel that needs to increase torque distribution based on turning judgment, and the other wheel uses the preset torque distribution increase for torque distribution.

7. The vehicle torque distribution control system based on chassis gravity buffer integration is characterized by: include: The data acquisition module is configured to: obtain the steering wheel angle, chassis flatness and shock absorption deformation degree of four wheels; The torque distribution control module is configured to: determine whether the vehicle is turning according to the steering wheel angle, and determine whether the chassis flatness exceeds a preset value, if at least one of the turning occurs and the chassis flatness exceeds the preset value, increase the torque distribution of the corresponding wheel, otherwise, the torque distribution remains unchanged; When increasing the torque distribution of the corresponding wheel, the adjustment parameters of the torque distribution increase value are determined through multi-factor analysis based on the flatness of the chassis, the degree of shock absorption deformation and the chassis' own gravity; and the preset torque distribution increase amount is adjusted using the adjustment parameters.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1 to 6 are implemented.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor executes the program, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1-6 are implemented.

10. A computer program product, characterized in that The computer program product includes a computer program, and when the computer program is executed by a processor, the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1 to 6 are implemented.

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