Hub control method and device and vehicle

Abstract

The invention discloses a hub control method and device and a vehicle. The method comprises the steps that the looseness value of a target hub is obtained, and the target rotation amount of the target hub is determined based on the looseness value of the target hub; the target hub is controlled based on the target rotation amount. According to the hub control method, the target rotation amount of the target hub can be determined based on the loosening value of the target hub, so that the target hub can rotate based on the target rotation amount, the continuous loosening condition of the target hub is slowed down, and vehicle driving safety is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving, and specifically to a wheel hub control method, device and vehicle. Background Art

[0002] With the development of intelligent driving technology, the application of intelligent driving systems in vehicles has gradually become more widespread. In the prior art, the intelligent driving system can monitor the looseness of the wheel hub bolts of the vehicle in real time and deal with the looseness of the bolts in time, thereby avoiding driving safety problems caused by loose bolts.

[0003] Specifically, the intelligent driving system can determine the looseness of the wheel hub bolts by processing the wheel hub image based on the wheel hub image containing the vehicle wheel hub bolt information acquired by the camera device. However, when the intelligent driving system determines that the wheel hub bolts are loose during vehicle driving, how to ensure the safety of vehicle driving becomes a problem that needs to be solved. Summary of the invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide a wheel hub control method, device and vehicle, wherein the wheel hub control method can determine the target rotation amount of the target wheel hub based on the looseness value of the target wheel hub, so that the target wheel hub can rotate based on the target rotation amount, thereby alleviating the continuous loosening of the target wheel hub and ensuring the driving safety of the vehicle.

[0005] In a first aspect, the present invention provides a wheel hub control method, the method comprising:

[0006] Acquiring a looseness value of a target wheel hub, and determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub;

[0007] The target hub is controlled based on the target rotation amount.

[0008] In a second aspect, the present invention provides a wheel hub control device, the device comprising:

[0009] A detection module is used to obtain looseness data of all bolts of the target wheel hub;

[0010] A looseness value calculation module, used for determining the looseness value of the target wheel hub based on the looseness data;

[0011] A rotation amount calculation module, used for determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub;

[0012] The independent steering module is used to independently control the rotation of the target wheel hub based on the target rotation amount, and the rotation axis of the target wheel hub is along the vertical direction and passes through the center of the target wheel hub.

[0013] According to a third aspect, a vehicle is provided, the vehicle comprising the wheel hub control device according to the second aspect.

[0014] The wheel hub control method, device and vehicle provided in the embodiments of the present application can, on the one hand, obtain the looseness of the vehicle wheel hub in real time according to the looseness value of the target wheel hub, so as to be able to deal with the looseness of the wheel hub in time; on the other hand, can determine the corresponding target rotation amount according to the looseness value of the target wheel hub, so that the target wheel hub can be rotated based on the target rotation amount, thereby slowing down the continuous looseness of the target wheel hub through the rotation of the target wheel hub, so that the vehicle can drive to a safe place when the wheel hub becomes loose, thereby ensuring the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0016] Figure 1 This is an applicable scenario for the embodiments of the present application;

[0017] Figure 2 A schematic flow chart of a wheel hub control method provided in an embodiment of the present application;

[0018] Figure 3 is a schematic diagram of a wheel hub control system 30 provided in an embodiment of the present application;

[0019] Figure 4 A schematic diagram of a process for determining the looseness level of a target wheel hub provided in an embodiment of the present application;

[0020] Figure 5 A schematic diagram of a process for determining a target rotation amount provided in an embodiment of the present application;

[0021] Figure 6 A schematic diagram of the rotation of a wheel hub provided in an embodiment of the present application;

[0022] Figure 7 Another schematic diagram of a process for determining a target rotation amount provided in an embodiment of the present application;

[0023] Figure 8 A schematic diagram of a wheel hub control device 80 provided in an embodiment of the present application. DETAILED DESCRIPTION

[0024] The present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant inventions, rather than to limit the inventions. It should also be noted that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0025] It should be noted that, in the absence of conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments. In addition, the term "and / or" herein is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The terms "first" and "second" in the description and claims of the embodiments of the present application are used to distinguish different objects, rather than to describe a specific order of objects.

[0026] With the development of intelligent driving technology, the application of intelligent driving systems in vehicles has gradually become widespread. In the prior art, the intelligent driving system can monitor the looseness of the vehicle's wheel hub bolts in real time and deal with the looseness of the bolts in a timely manner, thereby avoiding driving safety problems caused by loose bolts. Specifically, the intelligent driving system can determine the looseness of the wheel hub bolts by processing the wheel hub image based on the wheel hub image containing the vehicle's wheel hub bolt information obtained by the camera device. However, during the driving of the vehicle, when the intelligent driving system determines that the wheel hub bolts are loose, how to ensure the safety of the vehicle's driving becomes a problem that needs to be solved.

[0027] Based on this, the embodiments of the present application provide a wheel hub control method, device and vehicle, whose technical principle is: determining the target rotation amount of the target wheel hub based on the looseness value of the target wheel hub, so that the target wheel hub can rotate based on the target rotation amount, thereby reducing the continuous loosening of the target wheel hub and ensuring the safety of vehicle driving.

[0028] Figure 1 This is an applicable scenario provided by the embodiment of this application. Figure 1 The applicable scenario may be, for example, a vehicle network 10. Specifically, the vehicle network 10 may include a vehicle controller 101, a vehicle sensor 102, and a control module 103.

[0029] The vehicle controller 101 is connected to the vehicle sensor 102 and the control module 103 respectively, and is used to receive the vehicle data sent by the vehicle sensor 102 on the one hand; and is used to send corresponding control instructions to the control module 103 based on the vehicle data obtained by the vehicle sensor 102 on the other hand; for example, the vehicle controller 101 may include functional modules such as a battery management system, a motor control system, a power distribution system, and a braking system;

[0030] Vehicle sensor 102: used to obtain vehicle data related to multiple vehicle devices; for example, the vehicle sensor 102 may include a wheel speed sensor, a displacement sensor, a suspension force sensor, etc.;

[0031] The control module 103 is used to receive and execute the control instructions of the vehicle controller 101; for example, the control module 103 can rotate the tires based on the control instructions.

[0032] Exemplarily, the vehicle sensor 102 can send relevant data of the vehicle wheel hub to the vehicle controller 101, and the vehicle controller 101 determines the looseness of the wheel hub based on the wheel hub data, and generates corresponding control instructions based on the specific looseness, so that the control module 103 executes the control instructions to deal with the looseness of the vehicle wheel hub.

[0033] It should be noted that the embodiment of the present application does not specifically limit the vehicle controller 101 and the vehicle sensor 102.

[0034] It should be noted that although the operations of the method of the present invention are described in a particular order in the drawings, this does not require or imply that the operations must be performed in this particular order or that all illustrated operations must be performed to achieve desired results.

[0035] The following will be combined Figure 1 The technical solution of the present application and how the technical solution of the present application solves the above technical problems are described in detail with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0036] The present application provides a wheel hub control method, which can be applied to Figure 1 A vehicle network 10 is shown. Figure 2 is a flow chart of a wheel hub control method provided in an embodiment of the present application, such as Figure 2 As shown, the method specifically comprises the following steps:

[0037] Step 201 : obtaining a looseness value of a target wheel hub, and determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub.

[0038] Exemplarily, the wheel hub motion information, the looseness information of all bolts and the environmental information may be acquired, and the looseness value of the target wheel hub may be obtained based on the wheel hub motion information, the looseness information of all bolts and the environmental information.

[0039] Specifically, the relevant data of the target wheel hub may be acquired through the vehicle sensor 102 .

[0040] Exemplarily, the target wheel hub may be one or more wheel hubs of a vehicle. For example, the target wheel hub may include a first wheel hub and a second wheel hub that are coaxially arranged.

[0041] Step 202: Control the target wheel hub based on the target rotation amount.

[0042] In the embodiment of the present application, the bolts of the target wheel hub can be tightened by turning the target wheel hub, thereby preventing the bolts from falling off, so that the vehicle can be driven to a safe place.

[0043] Exemplarily, the target wheel hub may be rotated based on the target rotation amount. For example, the vehicle controller 101 may send a control instruction to the control module 103 so that the control module 103 controls the target wheel hub to rotate based on the target rotation amount.

[0044] The wheel hub control method provided in the embodiment of the present application can, on the one hand, obtain the looseness of the vehicle wheel hub in real time according to the looseness value of the target wheel hub, so as to be able to deal with the looseness of the wheel hub in time; on the other hand, it can determine the corresponding target rotation amount according to the looseness value of the target wheel hub, so that the target wheel hub can rotate based on the target rotation amount, thereby slowing down the continuous looseness of the target wheel hub through the rotation of the target wheel hub, so that the vehicle can drive to a safe place when the wheel hub becomes loose, thereby ensuring the safety of vehicle driving.

[0045] In another embodiment of the present application, a specific implementation method for determining the target rotation amount of the target wheel hub is also provided. Exemplarily, the "determining the target rotation amount of the target wheel hub based on the looseness value of the target wheel hub" mentioned above includes: if the looseness value of the target wheel hub is greater than the looseness threshold, determining the looseness level of the target wheel hub according to the looseness value; determining the target rotation amount according to the looseness level, and the looseness level is positively correlated with the target rotation amount.

[0046] In the embodiment of the present application, the looseness level of the target wheel hub can be first determined according to the looseness value of the target wheel hub, and then the target rotation amount corresponding to the target wheel hub looseness value can be determined based on the looseness level of the target wheel hub, thereby ensuring the accuracy of the target rotation amount result.

[0047] In a possible implementation, it is possible to determine whether the target wheel hub is loose based on a comparison result between the loose value of the target wheel hub and a preset loose threshold value, wherein the preset loose threshold value may be, for example, zero. The loose threshold value and the loose value may be used to characterize the degree of looseness of the wheel hub bolts.

[0048] Exemplarily, based on the preset loose threshold being zero, when the loose value of the target wheel hub is a non-zero value, it can be determined that the target wheel hub is loose.

[0049] In one possible implementation, Figure 3 is a schematic diagram of a wheel hub control system 30 provided in an embodiment of the present application. The wheel hub control system can be deployed in the vehicle network 10 described above, such as Figure 3 As shown, the wheel hub control system 30 may include a looseness detection module 301 .

[0050] Exemplarily, the looseness detection module 301 may be used to obtain looseness data of the wheel hub bolts of the vehicle in real time. Specifically, the looseness detection module 301 may include a plurality of vehicle sensors 3011 to obtain looseness data of the wheel hub bolts using the vehicle sensors 3011.

[0051] For example, the vehicle sensor 3011 may include different types of sensors such as strain gauges, vibration sensors, ultrasonic sensors, resistance measurement sensors, electromagnetic field sensors, etc.; and each sensor in the vehicle sensor 3011 may be installed near the vehicle wheel hub bolts to collect loosening data of the wheel hub bolts.

[0052] Exemplarily, the looseness detection module 301 may further include a central processing unit 3012. Specifically, the vehicle sensor 3011 may convert the data acquired by each internal sensor into an electronic signal, and transmit the electronic signal to the central processing unit 3012, so that the central processing unit 3012 may determine whether the wheel hub bolts are loosened according to the electronic signal containing the bolt loosening data, and thereby determine the looseness value of the wheel hub when the wheel hub bolts are loosened.

[0053] It should be noted that the central processing unit 3012 can analyze the sensor data transmitted by the vehicle sensor 3011 through a software algorithm to determine whether the wheel hub bolts are loose and the corresponding looseness value of the wheel hub. For example, the software algorithm can involve pattern recognition, signal threshold comparison or other statistical analysis methods. Secondly, the central processing unit 3012 can also implement relevant safety protection measures for the vehicle when a vehicle failure is detected, such as limiting the vehicle speed or suggesting that the driver stop.

[0054] For example, Figure 3 As shown, the wheel hub control system 30 may further include an alarm module 302 and a control module 303. Specifically, in response to the central processing unit 3012 determining that the wheel hub is loose, the loose detection module 301 may utilize the central processing unit 3012 to transmit loose alarm information to the alarm module 302 through the control module 303 to prompt the driver that the wheel hub is loose.

[0055] For example, when the alarm module 302 receives loose alarm information, the alarm module 302 can prompt the driver through sound and light alarms; the loose alarm information can also be displayed on a display device inside the vehicle through the vehicle's communication network, where the display device can be, for example, a dashboard.

[0056] Exemplarily, the loose detection module 301 may further include a redundant component 3013, wherein the redundant component 3013 may be a sensor or other processing unit. Specifically, when any component inside the loose detection module 301 is abnormal, the redundant component 3013 may be used to provide the corresponding function of the abnormal component to ensure that the loose detection module 301 can operate normally.

[0057] In addition, the loose detection module 301 can ensure the normal operation of internal electronic components through its own self-checking function, and can also calibrate the internal electronic components through its own calibration function to maintain the detection accuracy of the electronic components. Secondly, the electronic components in the loose detection module 301 have good durability and environmental adaptability, so that they can adapt to different temperatures, humidity, vibration or pollution environments.

[0058] In a possible implementation, the looseness level of the target hub may be determined according to the looseness value of the target hub. Figure 4 is a schematic diagram of a flow chart for determining the looseness level of a target wheel hub provided in an embodiment of the present application, such as Figure 4 As shown, determining the looseness level of the target hub may include the following steps:

[0059] Step 401, using vehicle sensor 3011 to obtain relevant data.

[0060] Exemplarily, the vehicle wheel speed data, suspension vertical force data, and tire vertical motion data of the vehicle can be obtained by using the vehicle sensor 3011. For example, the wheel speed data can be obtained by a wheel speed sensor, the suspension vertical force data can be obtained by a suspension force sensor, and the tire vertical motion data can be obtained by a displacement sensor or an accelerometer; wherein the wheel speed data can be expressed as v_w; the suspension vertical force data can be expressed as F_s; and the tire vertical motion data can be expressed as z_t.

[0061] Step 402 , preprocessing the data signal obtained in step 401 .

[0062] Exemplarily, the above-mentioned relevant vehicle data can be converted into electronic signals, and the converted electronic signals can be filtered to remove signal noise. For example, a low-pass filter can be used to remove signal noise of wheel speed data signals and suspension vertical force data signals, and a high-pass filter can be used to remove signal noise of tire vertical motion data signals.

[0063] Step 403: extract features from the preprocessed signal.

[0064] Exemplarily, relevant features may be extracted from the filtered signal, for example, the relevant features may be the frequency components, energy distribution, etc. of the signal. Specifically, the frequency domain features may be extracted by Fourier transform.

[0065] Step 404, using the feature extraction data to determine the quantitative result of the looseness of the wheel hub.

[0066] Exemplarily, the looseness of the wheel hub may be evaluated by utilizing the quantitative parameters of the vibration features in the feature extraction data, wherein the vibration features may be, for example, the vibration amplitude, the energy ratio of the frequency components, harmonic distortion, and the like.

[0067] Specifically, the looseness of the wheel hub can be evaluated using a quantification function, which can output a looseness score according to the intensity and mode of the vibration characteristics. For example, the quantification function can be expressed by the following relationship:

[0068] loose_magnitude=Q(FFT_{v_w},FFT_{F_s},FFT_{z_t})

[0069] Among them, Q can be a quantization function; v_w can be wheel speed data; F_s can be frame vertical force data; z_t can be tire vertical motion data; loose_magnitude can be the quantified result of the looseness of the wheel hub.

[0070] Step 405, determining the looseness level of the wheel hub according to the quantified result of the looseness degree of the wheel hub.

[0071] Exemplarily, the looseness level of the wheel hub may be divided into four levels: no looseness, slight looseness, moderate looseness, and severe looseness.

[0072] For example, the looseness level of the wheel hub corresponding to the quantified result of the looseness level of the wheel hub can be determined based on the looseness level function. The looseness level function can be used to represent the mapping relationship between the quantified result of the looseness level of the wheel hub and the looseness level of the wheel hub, which can be specifically represented by the following relationship:

[0073] loose_level=L(loose_magnitude)

[0074] Wherein, loose_level may be the looseness level of the wheel hub; loose_magnitude may be the score of the looseness level in the quantitative result of the looseness level of the wheel hub; and L is the looseness level function.

[0075] In a possible implementation, the target rotation amount of the wheel hub may be determined according to the looseness level of the wheel hub.

[0076] For example, the target rotation amount of the wheel hub can be determined according to the correspondence between the looseness level of the wheel hub and the target rotation amount of the wheel hub. The correspondence between the looseness level of the wheel hub and the target rotation amount of the wheel hub can be obtained according to historical experience, and different vehicle types can correspond to different correspondences.

[0077] Exemplarily, the target rotation amount of the hub can be determined according to the target rotation amount model. Specifically, the target rotation amount can be the rotation amount of the target hub on the target rotation trajectory, wherein the target rotation trajectory can include, for example, a vertical direction and passing through the center of the target hub.

[0078] Exemplarily, when the target rotation amount is greater than a preset maximum rotation amount of the wheel hub, the wheel hub rotation is stopped and the vehicle travel is restricted.

[0079] In another embodiment of the present application, a specific update method of the target rotation amount is also provided. Exemplarily, the method further includes: obtaining vehicle motion state information and environmental state information; and updating the target rotation amount based on the vehicle motion state information and environmental state information.

[0080] In an embodiment of the present application, the target rotation amount can be updated using the vehicle motion state information and the environmental state information, so that the target rotation amount of the vehicle wheel hub is more adapted to the current driving state of the vehicle, further ensuring the driving safety of the vehicle.

[0081] In a possible implementation, vehicle sensors may be used to obtain vehicle motion state information and environmental state information, and the target rotation amount may be updated based on the vehicle motion state information and environmental state information.

[0082] For example, Figure 3 As shown, the wheel hub control system 30 may further include a steering module 304, which may determine and update a target rotation amount of a target wheel hub, and rotate the corresponding wheel hub according to the target rotation amount.

[0083] Specifically, the looseness detection module 301 can send the looseness of the wheel hub to the control module 303, so that the control module 303 can send a steering control instruction to the steering module 304 according to the looseness of the wheel hub, so that the steering module 304 can determine the target steering amount of the wheel hub in response to the steering control instruction.

[0084] For example, Figure 5 is a schematic diagram of a flow chart for determining a target rotation amount provided in an embodiment of the present application, such as Figure 5 As shown, the process specifically includes the following steps:

[0085] Step 501: Acquire vehicle data using multiple vehicle sensors.

[0086] For example, the vehicle's built-in sensors (e.g., speed sensors, accelerometers, gyroscopes, etc.) can be used to obtain the vehicle's motion state data (e.g., vehicle speed, lateral acceleration, longitudinal acceleration, vehicle yaw rate, center of mass sideslip angle, etc.) in real time.

[0087] For example, environmental data (eg, road adhesion coefficient, wind speed, temperature, humidity, etc.) may be acquired using vehicle external sensors or an on-board network (eg, GPS, weather information interface).

[0088] For example, information such as tire temperature and tire wear degree may be acquired using sensors disposed at tire locations, and tire pressure may be acquired using a tire pressure monitoring system.

[0089] Exemplarily, a sensor disposed at the wheel hub position may be used to detect the looseness of the wheel hub screw, wherein the looseness of the wheel hub screw may include the position of the loosened screw and the degree of looseness.

[0090] Step 502: pre-process the vehicle data.

[0091] For example, the vehicle data may be filtered to remove noise and outliers, thereby improving data quality; secondly, the data may be calibrated to ensure the accuracy of sensor readings.

[0092] Step 503, determining the initial target rotation amount of the wheel hub.

[0093] Exemplarily, the first target rotation amount may be determined based on the target rotation amount model. It should be noted that the first target rotation amount may be the target rotation amount determined in step 202 in the above embodiment, that is, the target rotation amount before updating.

[0094] Step 504 , obtaining vehicle motion state information and environmental state information, and determining an updated target rotation amount based on the vehicle motion state information and environmental state information.

[0095] Exemplarily, the vehicle motion state information may include tire state data (eg, tire temperature); the environmental state information may include road adhesion coefficient, wind speed, wind direction, temperature, and humidity.

[0096] It should be noted that the updated target rotation amount can ensure that tire wear and pressure changes will not affect the vehicle's handling performance, optimize grip and handling, and offset the impact of crosswinds.

[0097] In another embodiment of the present application, a specific implementation of controlling the target wheel hub is also provided. Exemplarily, the aforementioned "controlling the target wheel hub based on the target rotation amount" specifically includes: rotating the target wheel hub based on the target rotation amount, obtaining the real-time motion information of the vehicle when the target wheel hub rotates; calibrating the target rotation amount in real time based on the real-time motion information of the vehicle, and rotating the target wheel hub based on the calibrated target rotation amount.

[0098] Exemplarily, the vehicle sensor may be used to acquire the real-time motion information of the vehicle, so as to calibrate the target rotation amount based on the real-time motion information of the vehicle.

[0099] For example, when the vehicle is traveling at a low speed, the target rotation amount can be increased to increase the turning radius of the vehicle by increasing the steering angle of the rear wheels of the vehicle, thereby increasing the stability of the vehicle; when the vehicle is traveling at a high speed, the target rotation amount can be reduced to reduce the turning radius of the vehicle by reducing the steering angle of the rear wheels of the vehicle, thereby improving the vehicle's handling and agility.

[0100] In another embodiment of the present application, a specific adjustment method for the target rotation amount is also provided. Exemplarily, after the target wheel hub rotates the target rotation amount, the looseness value of the target wheel hub is obtained in real time; if the looseness value increases, a second rotation amount is obtained based on the change in the looseness value, and the target wheel hub rotates the second rotation amount; if the increase rate of the looseness value is greater than the looseness threshold, and / or the sum of the target rotation amount and the second rotation amount is greater than the maximum rotation amount, the wheel hub is stopped from rotating and the vehicle is restricted from traveling.

[0101] Exemplarily, the looseness detection module 301 can be used to continuously obtain the looseness of the hub bolts to determine the looseness value of the target hub in real time. Specifically, when the looseness value of the target hub increases, the second rotation amount can be determined according to the change value of the looseness value, so that the hub can rotate the second rotation amount, so that the hub bolts remain in a clamped state.

[0102] Exemplarily, when the increase rate of the loose value is greater than the loose threshold value, and / or the sum of the target rotation amount and the second rotation amount is greater than the maximum rotation amount, the acquisition of the looseness of the hub bolt is stopped, and the driver is restricted from continuing to drive the vehicle, thereby ensuring driving safety. For example, the restriction on the driver can be achieved by limiting the speed or limiting the driving.

[0103] For example, the looseness detection module 301 in the wheel hub control system 30 can be used to obtain the looseness value of the target wheel hub in real time. In addition, the looseness detection module 301 can adjust the frequency of data collection and analysis according to the running speed and conditions of the vehicle to optimize performance and response time.

[0104] In another embodiment of the present application, a specific recording method of historical wheel hub control data is also provided. Exemplarily, the method further includes: obtaining driver operation data when the target wheel hub rotates by a target rotation amount; and recording the corresponding relationship between the loose value, the target rotation amount, and the driver operation data.

[0105] In an embodiment of the present application, by recording the correspondence between the looseness value of the target wheel hub, the target rotation amount of the target wheel hub and the driver's operation data, the target rotation amount of the wheel hub can be quickly determined when the same looseness value appears in the vehicle wheel hub, thereby being able to promptly deal with the looseness of the vehicle wheel hub and ensuring the safety of vehicle driving.

[0106] In another embodiment of the present application, a specific implementation of the target hub is also provided. Exemplarily, the target hub includes a first hub and a second hub arranged coaxially, and the target rotation amount of the first hub is the same as the target rotation amount of the second hub, but in opposite directions.

[0107] In the embodiment of the present application, stable straight-line driving of the vehicle can be achieved by rotating the first wheel hub and the second wheel hub by target amounts that are equal in magnitude and opposite in direction.

[0108] Exemplarily, the direction of the target steering amount of the first wheel hub may be a direction close to the second wheel hub, and the direction of the target steering amount of the second wheel hub may be a direction close to the first wheel hub. The target wheel hub may be a rear wheel hub.

[0109] For example, Figure 6 is a schematic diagram of the rotation of the hub provided in the embodiment of the present application, such as Figure 6 As shown, the target hub may be a first hub 601 and a second hub 602 , wherein the target rotation amount of the first hub 601 and the target rotation amount of the second hub 602 are the same in magnitude but opposite in direction.

[0110] In a possible implementation, the target wheel hub may be rotated by the steering module 304 of the wheel hub control system 30 .

[0111] Exemplarily, the steering module 304 may have an independent steering function. Specifically, the steering module 304 may independently control the steering amount of the target wheel hub, so that the vehicle can more flexibly respond to various road conditions and driving requirements during driving.

[0112] For example, the steering module 304 may have an angle adjustability function. Specifically, when the vehicle is traveling at a low speed, the steering module 304 may increase the steering amount of the target wheel hub, thereby increasing the turning radius of the vehicle and improving the stability of the vehicle; when the vehicle is traveling at a high speed, the steering module 304 may reduce the steering amount of the target wheel hub, thereby improving the handling and agility of the vehicle.

[0113] Exemplarily, the steering module 304 may have a precise control function. Specifically, the steering module 304 may precisely control the steering amount of the target wheel hub, so that the vehicle is more stable and accurate in operations such as turning, merging, and parking. In addition, the steering module 304 also has a high degree of reliability and safety.

[0114] In another embodiment of the present application, other module distributions of the wheel hub control system 30 are also provided. For example, Figure 3 As shown, the wheel hub control system 30 further includes a closed-loop control strategy module 305 and an emergency response operation module 306 .

[0115] Exemplarily, the closed-loop control strategy module 305 can provide a closed-loop control algorithm for the wheel hub control system 30, so that the wheel hub control system 30 can determine the target steering amount of the target wheel hub in real time, thereby ensuring the stability and controllability of the vehicle. The closed-loop control algorithm can be, for example, PID, MPC, sliding mode, etc., which are not specifically limited here.

[0116] Exemplarily, the closed-loop control strategy module 305 may receive the actual steering amount of the target wheel hub to verify whether the driving state of the vehicle has been corrected. Specifically, when the vehicle still fails to achieve straight driving after the target wheel hub rotates based on the target steering amount, the closed-loop control strategy module 305 may continue to adjust the target steering amount according to the feedback data until the expected driving state is achieved.

[0117] Exemplarily, the emergency response operation module 306 may include a user input interface 3061, a physical button or a touch screen 3062, etc. For example, the user input interface 3061 may be integrated into the center console or the driver's instrument panel of the vehicle to ensure that there is an obvious emergency response button or touch command in the interface so that the driver can quickly access it; the physical button or touch screen 3062 may be an easily accessible physical emergency button set on the steering wheel or the center control panel, or an emergency response area provided on the touch screen, which has sufficient sensitivity to ensure that the driver's input can be immediately responded to in an emergency.

[0118] Specifically, when the emergency input is activated, the emergency response operation module 306 can provide immediate feedback, such as a visual signal (flashing lights), an auditory signal (alarm sound) or a tactile signal (vibration feedback); when the emergency response operation module 306 enters the emergency mode, the emergency response operation module 306 can limit or lock certain functions to prevent further operating errors or system damage; when the emergency response operation module 306 detects an emergency situation (such as loose wheel hub bolts), the emergency operation guide is automatically activated to provide visual guidance to the driver.

[0119] For example, the emergency response operation module 306 can show the driver simple operation steps through the vehicle's display screen and provide voice guidance when necessary so that the driver can receive instructions without having to take his eyes off the road.

[0120] Secondly, the emergency response operation module 306 can dynamically update the operation guide according to the real-time status of the vehicle and the driver's response. If the driver fails to follow the guide, the system will provide new instructions to correct the driver's actions. Once the vehicle is safe or has reached the maintenance point, the driver can be provided with steps to end the emergency mode to ensure that the driver can be instructed when and how to restore the vehicle to normal operation mode.

[0121] Exemplarily, the control module 303 , as the core part of the wheel hub control system 30 , can be used to coordinate inputs from different sensors, execute closed-loop control strategies, and drive actuators to achieve desired vehicle behaviors.

[0122] Specifically, the control module 303 may include a microprocessor / microcontroller 3031 and an input / output interface 3032. The microprocessor / microcontroller 3031 may have sufficient computing power to process data from various sensors in real time; the input / output interface 3032 may be used to communicate with external sensors, actuators, and other vehicle systems.

[0123] Exemplarily, in terms of software implementation, the control module 303 can implement a closed-loop control algorithm on a microprocessor, which can calculate the output instructions of the actuator based on the sensor input; it can collect data from various vehicle sensors in real time, such as wheel hub bolt loosening sensors, speed sensors, steering angle sensors, etc.; it can fuse the sensor data to improve the accuracy and reliability of decision-making; based on the sensor data and predetermined control logic, the SCU can decide whether and how to adjust the steering of the target wheel hub to correct the driving path; it can generate appropriate control signals to drive the actuator to adjust the steering amount of the target wheel hub; it can implement fault detection logic to monitor the integrity and performance of the system; when a fault or dangerous situation is detected, the SCU can take emergency response measures, such as putting the vehicle in safety mode.

[0124] Exemplarily, the control module 303 can provide feedback to the driver in terms of user interface and communication, such as dashboard warning lights, sound alarms or other indicators, and exchange data with other vehicle systems through the vehicle's communication network (such as a CAN bus).

[0125] Exemplarily, the alarm module 302 is used to receive a detection signal, verify the detection signal, activate an alarm after verification, perform log recording, and perform testing and maintenance.

[0126] Specifically, the alarm module 302 first receives a signal from the loose detection module 301, and verifies the received signal to ensure that an alarm is not issued due to a false alarm. After the signal verifies that the wheel hub is indeed loose, the alarm module 302 activates the sound alarm and the light alarm, such as issuing a specific alarm sound through the vehicle's horn or internal speaker, and issuing a warning through a warning light on the dashboard or other visual indicators. After completing the alarm work, the alarm module 302 can record the alarm event and the driver's response in the vehicle's log system for subsequent analysis and maintenance. Secondly, the alarm module 302 can regularly test the sound and light alarm system to ensure its reliability, and formulate maintenance procedures to ensure that all components (e.g., sirens and indicator lights) are in good working condition.

[0127] In the above embodiment of the present application, an implementation of the wheel hub control method is provided. In another embodiment of the present application, a method for determining the target rotation amount is also provided.

[0128] For example, Figure 7 is another flow chart of determining the target rotation amount provided in an embodiment of the present application, such as Figure 7 As shown, the process specifically includes the following steps:

[0129] Step 701: Acquire vehicle data using multiple vehicle sensors.

[0130] Exemplarily, multiple vehicle sensors may be used to acquire raw sensor data of the vehicle. For example, the raw sensor data may include vehicle speed (v), lateral acceleration (a_l), longitudinal acceleration (a_t), yaw rate (psi), sideslip angle (beta), road adhesion coefficient (mu), wind speed (w), temperature (T), etc.

[0131] Step 702, performing fusion processing on the vehicle data.

[0132] Exemplarily, the vehicle data may be fused using a Kalman filter or a particle filter, and time-frequency analysis may be performed using a wavelet transform to obtain a data fusion vector (V_f) and an environment information vector (E_f).

[0133] Step 703: extract features from the fused data.

[0134] Exemplarily, for the data fusion vector (V_f) and the environmental information vector (E_f) in step 602, principal component analysis (PCA) is used to extract key features, and nonlinear dynamics theory is used to analyze complex dynamic behaviors to obtain high-level feature vectors (F_V) and (F_E).

[0135] Step 704: Establish a nonlinear dynamic model based on the feature extraction data.

[0136] Exemplarily, a nonlinear dynamic model can be established based on high-level feature vectors (F_V) and (F_E), and prediction can be performed using a recurrent neural network (RNN), the prediction results of which are specifically a predicted vehicle motion state vector (hat{V}) and a predicted environment state vector (hat{E}).

[0137] Step 705, determining the looseness level of the wheel hub.

[0138] For example, the data obtained by the vibration and sound sensors can be used to analyze the vibration characteristics using a deep neural network to evaluate the looseness of the wheel hub screws, thereby determining the looseness level (L) of the wheel hub.

[0139] Step 706, design a control strategy.

[0140] Exemplarily, based on the predicted vehicle motion state vector (hat{V}), the predicted environment state vector (hat{E}) and the looseness level of the wheel hub (L), a preliminary control strategy is formulated in combination with the fuzzy logic control layer and the nonlinear model predictive control (NMPC) to output a preliminary rear wheel steering angle control command (U_{prelim}).

[0141] Step 707: adaptive control.

[0142] Exemplarily, based on a preliminary rear wheel steering angle control command (U_{prelim}) and real-time vehicle feedback, control parameters are dynamically adjusted according to feedback and gain scheduling techniques to output a final rear wheel steering angle control command (U_{final}).

[0143] Step 708, determining the target rotation amount.

[0144] Exemplarily, according to the final rear wheel steering angle control instruction (U_{final}), the rotation amount of the wheel hub is calculated, and the rotation amount is fine-tuned to output the calculated target rotation amount (\delta_r).

[0145] In the foregoing embodiment of the present application, a method for determining the target rotation amount is provided. In another embodiment of the present application, a wheel hub control device is also provided.

[0146] Figure 8 is a schematic diagram of a wheel hub control device 80 provided in an embodiment of the present application, such as Figure 8 As shown, the wheel hub control device 80 specifically includes: a detection module 801 , a looseness value calculation module 802 , a rotation amount calculation module 803 and an independent steering module 804 .

[0147] The detection module 801 is used to obtain the looseness data of all bolts of the target wheel hub;

[0148] A looseness value calculation module 802 is used to determine the looseness value of the target wheel hub based on the looseness data;

[0149] The rotation amount calculation module 803 is used to determine the target rotation amount of the target wheel hub based on the looseness value of the target wheel hub;

[0150] The independent steering module 804 is used to independently control the rotation of the target wheel hub based on the target rotation amount, and the rotation axis of the target wheel hub is along the vertical direction and passes through the center of the target wheel hub.

[0151] Exemplarily, the rotation amount calculation module 803 is specifically used to determine the looseness level of the target wheel hub according to the looseness value; determine the target rotation amount according to the looseness level, and the looseness level is positively correlated with the target rotation amount.

[0152] Exemplarily, the wheel hub control device 80 further includes an emergency response module 805. Specifically, the emergency response module 805 is used to output a prompt message when the looseness value is greater than the looseness threshold.

[0153] Exemplarily, the wheel hub control device 80 further includes a log recording module 806. Specifically, the log recording module 806 is used to record the looseness value, the target rotation amount and the driver's operation data.

[0154] The wheel hub control device provided in the embodiment of the present application can, on the one hand, obtain the looseness of the vehicle wheel hub in real time according to the looseness value of the target wheel hub, so as to be able to deal with the looseness of the wheel hub in time; on the other hand, it can determine the corresponding target rotation amount according to the looseness value of the target wheel hub, so that the target wheel hub can be rotated based on the target rotation amount, thereby slowing down the continuous loosening of the target wheel hub through the rotation of the target wheel hub, so that the vehicle can drive to a safe place when the wheel hub becomes loose, thereby ensuring the safety of vehicle driving.

[0155] In another embodiment of the present application, a vehicle is provided. The vehicle includes the wheel hub control device 80 in the above embodiment.

[0156] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operating instructions of the system, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the aforementioned module, program segment or a part of a code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the box can also occur in a sequence different from that marked in the accompanying drawings. For example, the boxes represented by two connections can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operating instruction, or can be implemented with a combination of dedicated hardware and computer instructions.

[0157] The units or modules involved in the embodiments described in the present application may be implemented by software or by hardware. The described units or modules may also be provided in a processor, for example, may be described as: a processor including a semantic extraction unit, a weight allocation unit, and a determination unit. The names of these units or modules do not, in some cases, constitute limitations on the units or modules themselves.

[0158] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of disclosure involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the aforementioned disclosed concept. For example, the above features are replaced with the technical features with similar functions disclosed in this application (but not limited to) by each other to form a technical solution.

Claims

1. A wheel hub control method, characterized in that: include: Acquiring a looseness value of a target wheel hub, and determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub; The target hub is controlled based on the target rotation amount.

2. The wheel hub control method according to claim 1, characterized in that: The step of determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub comprises: If the looseness value of the target wheel hub is greater than the looseness threshold, determining the looseness grade of the target wheel hub according to the looseness value; The target rotation amount is determined according to the looseness level, and the looseness level is positively correlated with the target rotation amount.

3. The wheel hub control method according to claim 1 or 2, characterized in that: The looseness threshold and the looseness value are used to characterize the looseness degree of the hub bolts; The target rotation amount is the rotation amount of the target wheel hub on the target rotation trajectory.

4. The wheel hub control method according to claim 2, characterized in that: The method further comprises: Obtain vehicle motion state information and environmental state information; The target rotation amount is updated based on the vehicle motion state information and the environmental state information.

5. The wheel hub control method according to claim 1, characterized in that: The controlling the target wheel hub based on the target rotation amount comprises: Rotate the target wheel hub based on the target rotation amount to obtain real-time vehicle motion information when the target wheel hub rotates; The target rotation amount is calibrated in real time based on the real-time vehicle motion information, and the target wheel hub is rotated based on the calibrated target rotation amount.

6. The wheel hub control method according to claim 1, characterized in that: The method further comprises: When the target rotation amount is greater than the preset maximum rotation amount of the wheel hub, the rotation of the wheel hub is stopped and the vehicle travel is restricted.

7. The wheel hub control method according to claim 1, characterized in that: After the target wheel hub rotates by the target rotation amount, obtaining the looseness value of the target wheel hub in real time; If the loose value increases, a second rotation amount is obtained based on the change in the loose value, and the target wheel hub rotates the second rotation amount; If the increasing speed of the loose value is greater than the loose threshold, and / or the sum of the target rotation amount and the second rotation amount is greater than the maximum rotation amount, the wheel hub is stopped from rotating and the vehicle travel is restricted.

8. The wheel hub control method according to claim 1, characterized in that: Get the looseness value of the target hub, including: The wheel hub motion information, the loosening information of all the bolts and the environmental information are acquired, and the loosening value of the target wheel hub is obtained based on the wheel hub motion information, the loosening information of all the bolts and the environmental information.

9. The wheel hub control method according to claim 2, characterized in that: The method further comprises: When the looseness value is greater than the looseness threshold, a prompt message is output; the prompt message is used to indicate the looseness level of the target wheel hub.

10. The wheel hub control method according to any one of claims 1 to 9, characterized in that: The method further comprises: Acquiring driver operation data when the target wheel hub rotates by the target rotation amount; The corresponding relationship between the looseness value, the target rotation amount and the driver operation data is recorded.

11. The wheel hub control method according to any one of claims 1 to 10, characterized in that: The target hub includes a first hub and a second hub that are coaxially arranged. The target rotation amount of the first hub is the same as the target rotation amount of the second hub, but in opposite directions.

12. The wheel hub control method according to claim 11, characterized in that: The direction of the target turning amount of the first wheel hub is a direction close to the second wheel hub, and the direction of the target turning amount of the second wheel hub is a direction close to the first wheel hub.

13. The wheel hub control method according to any one of claims 1 to 10, characterized in that: The target wheel hub is a rear wheel hub.

14. A wheel hub control device, characterized in that: Used to execute the wheel hub control method according to any one of claims 1 to 13, comprising: A detection module is used to obtain looseness data of all bolts of the target wheel hub; A looseness value calculation module, used for determining the looseness value of the target wheel hub based on the looseness data; A rotation amount calculation module, used for determining a target rotation amount of the target wheel hub based on the looseness value of the target wheel hub; The independent steering module is used to independently control the rotation of the target wheel hub based on the target rotation amount, and the rotation axis of the target wheel hub is along the vertical direction and passes through the center of the target wheel hub.

15. The wheel hub control device according to claim 14, characterized in that: The rotation amount calculation module is specifically used for: Determining the looseness level of the target wheel hub according to the looseness value; The target rotation amount is determined according to the looseness level, and the looseness level is positively correlated with the target rotation amount.

16. The wheel hub control device according to claim 14, characterized in that: The wheel hub control device also includes: The emergency response module is used to output a prompt message when the loose value is greater than the loose threshold.

17. The wheel hub control device according to claim 14, characterized in that: The wheel hub control device also includes: The log recording module is used to record the looseness value, the target rotation amount and the driver's operation data.

18. A vehicle, characterized in that: Comprising a wheel hub control device as described in any one of claims 14-17.

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