A Vehicle Torque Distribution Control Method and System Based on Chassis Gravity Buffer Integration

Abstract

This invention belongs to the field of ESP and powertrain technology for pure electric or hybrid new energy vehicles. It provides a vehicle torque distribution control method and system based on chassis gravity buffer integration. The method determines whether the vehicle is turning based on the steering wheel angle and whether the chassis flatness exceeds a preset value. When turning or when the chassis flatness exceeds the preset value, the torque distribution to the corresponding wheels is increased. Furthermore, when increasing the torque distribution to the corresponding wheels, adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on chassis flatness, shock absorption deformation, and the chassis's own weight. These adjustment parameters are used to adjust the preset torque distribution increase. By considering chassis flatness, the adaptability of the drive torque distributor to complex road conditions is improved, enhancing stability. Additionally, by adjusting the parameters, the energy management accuracy of the drive torque distributor during operation is improved, ensuring overall vehicle performance.

Description

Technical Field

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

[0002] The Electronic Stability Program (ESP) analyzes vehicle driving status information and sends corrective commands to relevant systems to maintain vehicle dynamic balance. These systems include Electronic Brake Distribution (EBD), Anti-lock Braking System (ABS), Traction Control System (TCS), and Vehicle Dynamic Control (IVDC).

[0003] Traditional ESP systems typically consist of sensors, control units, and actuators. They maintain vehicle stability by monitoring the vehicle's status and adjusting braking force distribution. However, in emergency braking or on uneven road surfaces, traditional ESP systems suffer from inaccurate energy management and insufficient predictive capabilities. Specifically, they exhibit poor adaptability to complex road conditions, crude energy management, and negatively impact overall vehicle performance. In particular, during driving on uneven and complex road conditions, current drive torque distributors primarily consider factors such as speed, acceleration, and angle when distributing torque, neglecting the influence of the chassis's own weight and the active role of chassis damping devices on stability control. This results in poor vehicle stability and inaccurate energy management. Summary of the Invention

[0004] To address the aforementioned problems, this invention proposes a vehicle torque distribution control method and system based on chassis gravity buffer integration. When cornering or when chassis flatness exceeds a preset value, this invention increases the torque distribution to the corresponding wheels. Furthermore, when increasing the torque distribution to the corresponding wheels, adjustments to the torque distribution increase are determined through multi-factor analysis based on chassis flatness, damping deformation, and the chassis's own weight. These adjustments are then used to adjust the preset torque distribution increase. By considering chassis flatness and the influence of chassis weight and the active role of the chassis's buffer devices on stability control, the adaptability of the drive torque distributor to complex road conditions is improved, stability is enhanced, and the energy management accuracy of the drive torque distributor during operation is improved through parameter adjustments, thus ensuring overall vehicle performance.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

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

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

[0008] The system determines whether the vehicle is turning based on the steering wheel angle and whether the chassis flatness exceeds a preset value. If at least one of turning or chassis flatness exceeds a preset value occurs, the torque distribution to the corresponding wheel is increased; otherwise, the torque distribution remains unchanged.

[0009] Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight; the preset torque distribution increase is then adjusted using these 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, the average height of the first height sensor group located at the center of the chassis is obtained, as well as the average height of the second, third, fourth, and fifth height sensor groups located near the four wheels respectively. The four differences between the average height of the second, third, fourth, and fifth height sensor groups and the average height of the first height sensor group are determined, and it is determined whether the maximum difference exceeds the preset range. If so, the torque distribution of the wheel corresponding to the maximum difference is increased.

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

[0013] M = M0 + C;

[0014]

[0015] Where M0 is the preset torque distribution increase; C is the adjustment parameter; H i H1 is the average height, i is a constant; H1 is the average height of the first height sensor group; Z is the length after shock absorption deformation; Z is the length under normal shock absorption conditions; G is the chassis gravity; G m α represents the total vehicle weight; 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 distance between the chassis and the ground measured by all the height sensors in the height sensor group.

[0017] Furthermore, when the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are the same, the preset torque distribution increase amount is adjusted using the adjustment parameters. When the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are two different wheels, the preset torque distribution increase amount is adjusted for the wheel that needs increased torque distribution by turning using the adjustment parameters, and the other wheel uses the preset torque distribution increase amount for torque distribution.

[0018] Secondly, the present invention also provides a vehicle torque distribution control system based on chassis gravity buffer integration, comprising:

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

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

[0021] Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight; the preset torque distribution increase is then adjusted using these adjustment parameters.

[0022] Thirdly, the present invention also 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] Fourthly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in the first aspect.

[0024] Fifthly, the present invention also provides a computer program product, the computer program product comprising a computer program, 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.

[0025] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0026] This invention determines whether a vehicle is turning based on the steering wheel angle and whether the chassis flatness exceeds a preset value. When turning or when the chassis flatness exceeds the preset value, the torque distribution to the corresponding wheels is increased. Furthermore, when increasing the torque distribution to the corresponding wheels, adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on chassis flatness, shock absorber deformation, and the chassis's own weight. These adjustment parameters are then used to adjust the preset torque distribution increase. By considering chassis flatness and the influence of chassis weight and the active role of the chassis's buffer devices on stability control, the adaptability of the drive torque distributor to complex road conditions is improved, stability is enhanced, and the energy management accuracy of the drive torque distributor during operation is improved through parameter adjustment, ensuring overall vehicle performance. Attached Figure Description

[0027] The accompanying drawings, which form part of this embodiment, are used to provide a further understanding of this embodiment. The illustrative embodiments and their descriptions are used to explain this embodiment and do not constitute an improper limitation of this embodiment.

[0028] Figure 1 This is a flowchart of the method in Embodiment 1 of the present invention;

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

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

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

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

[0033] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0034] EBD: Adjusts brake force distribution to prevent the rear wheels from locking up first. It typically only fails when there is a hardware malfunction. ABS: Prevents wheel lock-up by calculating the vehicle's slip ratio and controlling it near the peak coefficient of friction; this is a passive safety control. TCS: Traction Control System. It typically operates on low-friction surfaces when the drive wheels slip. TCS requests the engine to reduce torque and simultaneously applies slight braking to ensure a smooth start. VDC: Vehicle Dynamics Control System. It primarily corrects understeer and oversteer by actively pressurizing individual wheels. Both TCS and VDC are active pressurization systems, meaning they can apply pressure to the brake lines without requiring brake pedal force.

[0035] Example 1:

[0036] In conventional technologies, or in one embodiment, vehicle dynamic data is collected in real time using sensors such as wheel speed sensors, acceleration sensors, and steering wheel angle sensors. The collected data is then transmitted to a control unit, where a built-in algorithm analyzes the vehicle's real-time status. Based on the analysis results, corresponding control commands are generated to optimize vehicle stability and energy management. Finally, the commands are sent to actuators, such as a drive torque distributor, to achieve vehicle dynamic stability control and optimized energy management.

[0037] When cornering, the torque distributor allocates more torque to the outer rear wheel with higher wheel load, helping the vehicle maintain a better trajectory toward the apex of the curve and significantly reducing the tendency for understeer. However, as described in the background section, current drive torque distributors, when distributing torque on uneven and complex road conditions, primarily consider factors such as speed, acceleration, and angle, without taking into account the impact of the chassis's own weight and the active role of the chassis's damping devices on stability control. This results in poor vehicle stability and inaccurate energy management.

[0038] To address at least one of the aforementioned problems, this embodiment provides a vehicle torque distribution control method based on chassis gravity buffer integration. It determines whether the vehicle is turning based on the steering wheel angle and whether the chassis flatness exceeds a preset value. When turning or when chassis flatness exceeds the preset value, the torque distribution to the corresponding wheels is increased. Furthermore, when increasing the torque distribution to the corresponding wheels, adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on chassis flatness, damping deformation, and the chassis's own weight. These adjustment parameters are then used to adjust the preset torque distribution increase. By considering chassis flatness, the adaptability of the drive torque distributor to complex road conditions is improved, enhancing stability. Additionally, the energy management accuracy of the drive torque distributor during operation is improved through parameter adjustment, ensuring overall vehicle performance. Specifically, as shown... Figure 1 As shown, the method includes:

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

[0040] Optional, such as Figure 2 and Figure 3 As shown, deformation sensors 202 are installed at the shock absorbers 102 of the four wheels 103. The deformation sensors 202 are used to detect the change in length of the corresponding shock absorber 102 to obtain the degree of shock absorber deformation. The shock absorber 102 is a buffer device such as a spring or compression system.

[0041] A height sensor array plate 201 is set in the middle of the chassis 101. A first height sensor group 2021 is set in the middle of the height sensor array plate 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 set at the four corners of the height sensor array plate 201 near the four wheels 103. Each height sensor group has at least two height sensors. The height sensors can be distance sensors. The chassis tilt is determined 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 based on the steering wheel angle, and determine whether the chassis flatness exceeds a preset value. If at least one of turning or chassis flatness exceeds a preset value occurs, increase the torque distribution to the corresponding wheel; otherwise, the torque distribution remains unchanged.

[0043] Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight; the preset torque distribution increase is then adjusted using these 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 going straight, the torque is evenly distributed, thereby providing optimal stability and maximum turning flexibility.

[0045] S2.2 Obtain the average height of the first height sensor group 2021, which is preset at the middle position of the chassis, and the average height 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, which are 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 distance between the chassis and the ground measured by all height sensors in the height sensor group. When determining the height at different locations on the chassis, using the average height measured by all sensors in the height sensor group avoids the inaccuracies that can occur when measuring with a single height sensor. For example, if there are potholes or uneven road surfaces below the height sensor, there may be a discrepancy between the actual environment and that of the wheels and chassis. Measuring using the height sensor group avoids this problem. To further avoid these issues, if the difference between the height sensor reading and the other sensors is significant, such as exceeding a preset value, it indicates that potholes or bumps on the road surface are affecting the overall judgment. In this case, the measurement value of the corresponding height sensor is deleted, and the parameter and average calculation are not performed.

[0047] The system determines four differences between the average height values ​​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, and the average height value of the first height sensor group 2021. It then checks if the maximum difference exceeds a preset range. If so, it increases the torque distribution to the wheel corresponding to the maximum difference. Understandably, if the maximum difference exceeds the preset range, it indicates that the wheel in that position is located on a large pothole or bump, requiring more torque to pass smoothly.

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

[0049] M = M0 + C;

[0050]

[0051] Where M0 is the preset torque distribution increase, which can be determined through traditional techniques or experiments; C is the adjustment parameter; H iThe height is the 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 average height of the first height sensor group; Z is the length after shock absorption deformation; Z is the length under normal shock absorption conditions; G is the chassis gravity; G m α represents the total vehicle weight; α, β, and γ are preset parameters.

[0052] Understandably, while adjusting parameters increases the driving capability during cornering and when the wheels are on uneven surfaces, the increase in wheel torque may inevitably affect stability. Therefore, in this embodiment, the adjustment parameters for the torque distribution increase are determined based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight. This increases the corresponding wheel torque, improving the adaptability of the drive torque distributor to complex road conditions, while avoiding excessive torque increase that could cause wheel instability, thus improving stability.

[0053] Specifically, if the maximum height difference between the chassis wheels and the center of the chassis exceeds the preset value, it indicates that the wheels are in an environment with significant potholes or bumps, requiring an increase in torque distribution to ensure smooth wheel movement. However, excessive torque increase can lead to overall vehicle instability. Therefore, the larger the maximum height difference, the smaller the adjustment parameters should be to avoid instability. Greater damping deformation results in greater energy storage, which, while achieving better damping, can also increase vehicle instability due to the release of stored energy and the interaction of torque with the wheels. Therefore, the adjustment parameters are determined to be smaller for greater damping deformation, minimizing torque increase while maximizing vehicle stability. Simultaneously, a higher chassis weight percentage contributes to greater vehicle stability under all driving conditions. Therefore, the adjustment parameters are increased as the chassis's weight percentage increases, providing more torque for cornering and adapting to uneven road surfaces while maintaining vehicle stability.

[0054] In some embodiments, when the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are the same, the preset torque distribution increase amount is adjusted using the adjustment parameters. When the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are two different wheels, the preset torque distribution increase amount is adjusted for the wheel that needs increased torque distribution by turning using the adjustment parameters, while the other wheel uses the preset torque distribution increase amount for torque distribution, thus avoiding vehicle instability caused by simultaneous torque increases for wheels at different positions.

[0055] Example 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 acquire steering wheel angle, chassis flatness, and the degree of shock absorption deformation of the four wheels.

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

[0059] Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight; the preset torque distribution increase is then adjusted using these adjustment parameters.

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

[0061] Example 3:

[0062] This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in Embodiment 1.

[0063] Example 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, it implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration described in Embodiment 1.

[0065] Example 5:

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

[0067] The above description is merely a preferred embodiment of this practice and is not intended to limit the scope of this practice. Various modifications and variations can be made to this practice by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this practice should be included within the protection scope of this practice.

Claims

1. A vehicle torque distribution control method based on chassis gravity buffer integration, characterized in that, include: Obtain information on steering wheel angle, chassis flatness, and the degree of shock absorption deformation of the four wheels; The system determines whether the vehicle is turning based on the steering wheel angle and whether the chassis flatness exceeds a preset value. If at least one of turning or chassis flatness exceeds a preset value occurs, the torque distribution to the corresponding wheel is increased; otherwise, the torque distribution remains unchanged. Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight. The preset torque distribution increase is adjusted using these adjustment parameters. The average height of the first height sensor group located at the center of the chassis, and the average heights of the second, third, fourth, and fifth height sensor groups located near the four wheels are obtained. Four differences are determined between the average heights of the second, third, fourth, and fifth height sensor groups and the average height of the first height sensor group. It is then determined whether the maximum difference exceeds a preset range; if so, the torque distribution to the wheel corresponding to the maximum difference is increased. The torque distribution increase is... for: in, Increase the preset torque distribution by an amount; To adjust the parameters; This is the average height. i constant; The average height of the first altitude sensor group; This is the length after shock absorption deformation; Length under normal vibration reduction conditions; For chassis gravity; For the weight of the entire vehicle; , and These are preset parameters.

2. The vehicle torque distribution control method based on chassis gravity buffer integration as described 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 described in claim 1, 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 the average distance between the chassis and the ground measured by all the height sensors in the height sensor group.

4. The vehicle torque distribution control method based on chassis gravity buffer integration as described in claim 1, characterized in that, When the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are the same, the preset torque distribution increase amount is adjusted using the adjustment parameters. When the wheel that needs increased torque distribution is determined by turning and the wheel that needs increased torque distribution is determined by chassis flatness are two different wheels, the preset torque distribution increase amount is adjusted for the wheel that needs increased torque distribution by turning using the adjustment parameters, and the other wheel uses the preset torque distribution increase amount for torque distribution.

5. A vehicle torque distribution control system based on chassis gravity buffer integration, characterized in that, include: The data acquisition module is configured to acquire steering wheel angle, chassis flatness, and the degree of shock absorption deformation of the four wheels. The torque distribution control module is configured to: determine whether the vehicle is turning based on the steering wheel angle, and determine whether the chassis flatness exceeds a preset value. If at least one of turning or the chassis flatness exceeds the preset value occurs, the torque distribution to the corresponding wheel is increased; otherwise, the torque distribution remains unchanged. Specifically, when increasing the torque distribution to the corresponding wheels, the adjustment parameters for the torque distribution increase are determined through multi-factor analysis based on the chassis flatness, the degree of shock absorption deformation, and the chassis's own weight. The preset torque distribution increase is adjusted using these adjustment parameters. The average height of the first height sensor group located at the center of the chassis, and the average heights of the second, third, fourth, and fifth height sensor groups located near the four wheels are obtained. Four differences are determined between the average heights of the second, third, fourth, and fifth height sensor groups and the average height of the first height sensor group. It is then determined whether the maximum difference exceeds a preset range; if so, the torque distribution to the wheel corresponding to the maximum difference is increased. The torque distribution increase is... for: in, Increase the preset torque distribution by an amount; To adjust the parameters; This is the average height. i constant; The average height of the first altitude sensor group; This is the length after shock absorption deformation; Length under normal vibration reduction conditions; For chassis gravity; For the weight of the entire vehicle; , and These are preset parameters.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1-4.

7. 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, it implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1-4.

8. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the vehicle torque distribution control method based on chassis gravity buffer integration as described in any one of claims 1-4.

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