Vehicle weight determination method, device and equipment, vehicle and storage medium

Abstract

The invention relates to a vehicle weight determination method, device and equipment, a vehicle and a storage medium, and the method comprises the steps: obtaining vehicle data which comprises a gearbox gear, an acceleration, a speed and a driving torque; according to the gear of the gearbox, the equivalent rotation mass and the total transmission ratio of a transmission system are determined; and determining the weight of the vehicle according to the equivalent rotation mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters. According to the method, the equivalent rotation mass is determined according to the vehicle gear so as to determine the vehicle weight, the dynamic behavior of the vehicle under the specific working condition can be reflected more accurately, the mode of directly using the vehicle weight coefficient is not needed any more, and the vehicle weight calculation accuracy can be improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device, equipment, vehicle and storage medium for determining vehicle weight. Background Art

[0002] Vehicle weight is one of the important parameters of a vehicle, which affects the operation of the vehicle in many aspects, such as energy consumption and comfort. In assisted driving and autonomous driving vehicles, the vehicle weight parameter will determine the control amount of the brake and throttle values. Accurate vehicle weight parameters will significantly improve the control effect.

[0003] As for the acquisition of vehicle weight values, currently passenger cars and most commercial vehicles are not equipped with vehicle weight sensors, and vehicle weight values ​​need to be obtained through estimation calculations. Vehicle weight estimation needs to be based on vehicle parameters or calibration values, sensor parameters, and obtained through dynamic model calculations. In the calculation method of vehicle weight estimation, the equivalent rotational mass of the transmission system is an important parameter. For a powertrain structure with a gearbox, the size of the equivalent rotational mass is related to the gear position. Simply setting it as a coefficient of the vehicle weight will cause errors in the estimated vehicle weight.

[0004] Therefore, how to improve the accuracy of vehicle weight estimation is an urgent problem to be solved. Summary of the invention

[0005] One of the purposes of the present invention is to provide a method for determining vehicle weight to solve the problem of low accuracy of vehicle weight estimation in the prior art; a second purpose is to provide a device for determining vehicle weight; a third purpose is to provide an electronic device; a fourth purpose is to provide a vehicle; and a fifth purpose is to provide a storage medium.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] In a first aspect, the present invention provides a method for determining a vehicle weight, comprising:

[0008] Acquiring vehicle data, the vehicle data including transmission gear, acceleration, speed and driving torque;

[0009] Determining the equivalent rotational mass and the total transmission ratio of the transmission system according to the gearbox gear position;

[0010] The vehicle weight is determined based on the equivalent rotating mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters.

[0011] Through the above technical means, the equivalent rotational mass is determined according to the actual gear position of the vehicle, and then the vehicle weight is determined. The method of using the vehicle weight coefficient in the prior art is no longer used, thereby improving the accuracy of vehicle weight calculation.

[0012] Further, determining the equivalent rotational mass and the total transmission ratio of the transmission system according to the gearbox gear position includes:

[0013] Determining the total transmission ratio corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the total transmission ratio;

[0014] Determine the moment of inertia parameter corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the moment of inertia parameter;

[0015] The equivalent rotational mass is determined according to the rotational inertia parameter, the total transmission ratio, the wheel radius and a preset rear axle transmission ratio.

[0016] Through the above technical means, the equivalent rotating mass can be calculated by determining the moment of inertia parameters, which can more accurately reflect the dynamic characteristics of the vehicle under different gearbox gears, ensuring that the vehicle weight can be accurately estimated under different driving conditions.

[0017] Further, the preset calibration parameters include a driving resistance calibration parameter and a driving resistance acceleration calibration parameter, and the determining of the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and the preset calibration parameters includes:

[0018] determining the driving resistance according to the driving resistance calibration parameter and the speed;

[0019] determining a driving resistance acceleration according to the driving resistance acceleration calibration parameter and the speed;

[0020] The vehicle weight is determined based on the running resistance, the running resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, and the driving torque.

[0021] Through the above technical means, the driving resistance is directly related to the vehicle's driving state. Based on the actual driving resistance, a more accurate vehicle weight estimation can be obtained, reducing the error of traditional static measurement.

[0022] Furthermore, the method further comprises:

[0023] Get the slope angle of the road where the vehicle is located;

[0024] Accordingly, determining the vehicle weight according to the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration and the driving torque includes:

[0025] The vehicle weight is determined based on the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, the driving torque and the ramp angle.

[0026] Through the above technical means, the vehicle weight can be calculated on different types of driving roads, increasing the applicability of the algorithm.

[0027] Further, the obtaining of vehicle data includes:

[0028] The current gear position, speed and driving torque of the vehicle, as well as the acceleration after a preset delay time, are obtained as a set of vehicle data.

[0029] Through the above technical means, the errors caused by delays in actuators and sensors can be avoided, and the accuracy of vehicle weight calculation can be increased.

[0030] Further, the moment of inertia parameters include: a moment of inertia parameter before the gearbox, a moment of inertia parameter after the gearbox and a moment of inertia parameter after the reducer;

[0031] Accordingly, determining the equivalent rotational mass according to the moment of inertia parameter, the total transmission ratio, the rear axle transmission ratio and the wheel radius includes:

[0032] Determine the first part equivalent rotating mass by the gearbox front moment of inertia parameter, the total transmission ratio and the wheel radius;

[0033] Determine the second part equivalent rotation mass by the gearbox rear moment of inertia parameter, the rear axle transmission ratio and the wheel radius;

[0034] The third part equivalent rotation mass is determined by the wheel radius, a parameter of the moment of inertia after the reducer;

[0035] The equivalent rotating mass is determined according to the first portion of the equivalent rotating mass, the second portion of the equivalent rotating mass and the third portion of the equivalent rotating mass.

[0036] Furthermore, the method further comprises:

[0037] A longitudinal control output signal of the vehicle is determined based on the vehicle weight, the acceleration and the target acceleration.

[0038] Through the above-mentioned technical means, based on the unified dynamic model relationship between the target acceleration, vehicle weight, and control instructions, and using a unified conversion relationship, adaptive control based on vehicle weight estimation can be obtained, and more accurate and high-performance control effects can be obtained in real time.

[0039] In a second aspect, the present invention provides a device for determining a vehicle weight, the device comprising:

[0040] An acquisition module, used to acquire vehicle data, wherein the vehicle data includes a gear position of a transmission, acceleration, speed and driving torque;

[0041] An equivalent rotational mass determination module, used to determine the equivalent rotational mass and the total transmission ratio of the transmission system according to the gear position of the gearbox;

[0042] The vehicle weight determination module is used to determine the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters.

[0043] Further, the equivalent rotational mass determination module is specifically used for:

[0044] Determining the total transmission ratio corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the total transmission ratio;

[0045] Determine the moment of inertia parameter corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the moment of inertia parameter;

[0046] The equivalent rotational mass is determined according to the rotational inertia parameter, the total transmission ratio, the wheel radius and a preset rear axle transmission ratio.

[0047] Furthermore, the preset calibration parameters include a driving resistance calibration parameter and a driving resistance acceleration calibration parameter, and the vehicle weight determination module is specifically used for:

[0048] determining the driving resistance according to the driving resistance calibration parameter and the speed;

[0049] determining a driving resistance acceleration according to the driving resistance acceleration calibration parameter and the speed;

[0050] The vehicle weight is determined based on the running resistance, the running resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, and the driving torque.

[0051] Furthermore, the acquisition module is also used for:

[0052] Get the slope angle of the road where the vehicle is located;

[0053] Accordingly, the vehicle weight determination module is also used for:

[0054] The vehicle weight is determined based on the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, the driving torque and the ramp angle.

[0055] Furthermore, the acquisition module is also used for:

[0056] The current gear position, speed and driving torque of the vehicle, as well as the acceleration after a preset delay time, are obtained as a set of vehicle data.

[0057] Optionally, the moment of inertia parameters include: a moment of inertia parameter before the gearbox, a moment of inertia parameter after the gearbox and a moment of inertia parameter after the reducer;

[0058] Accordingly, the equivalent rotation mass determination module is also used for:

[0059] Determine the first part equivalent rotating mass by the gearbox front moment of inertia parameter, the total transmission ratio and the wheel radius;

[0060] Determine the second part equivalent rotation mass by the rear moment of inertia parameter of the gearbox, the rear axle transmission ratio and the wheel radius;

[0061] Determine the equivalent rotating mass of the third part by the wheel radius, a parameter of the moment of inertia after the reducer;

[0062] The equivalent rotating mass is determined according to the first portion of the equivalent rotating mass, the second portion of the equivalent rotating mass and the third portion of the equivalent rotating mass.

[0063] Furthermore, the device also includes a control module:

[0064] The control module is further used to determine a longitudinal control output signal of the vehicle according to the vehicle weight, the acceleration and the target acceleration.

[0065] In a third aspect, the present invention provides an electronic device, comprising: a memory, a processor;

[0066] The memory stores computer-executable instructions;

[0067] The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method as described in any one of the first aspects.

[0068] In a fourth aspect, the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the method as described in any one of the first aspects.

[0069] Beneficial effects of the present invention:

[0070] (1) The method of determining the equivalent rotational mass and then the vehicle weight according to the vehicle gear position of the present invention can more accurately reflect the dynamic behavior of the vehicle under specific working conditions, and no longer directly uses the vehicle weight coefficient, which can improve the accuracy of vehicle weight calculation.

[0071] (2) The present invention can more accurately reflect the characteristics of the vehicle under different gearbox positions by determining the moment of inertia parameters to calculate the equivalent rotational mass, ensuring that the vehicle weight can be accurately estimated under different driving conditions.

[0072] (3) The present invention takes into account that the delay of the actuator and the acceleration sensor is one of the reasons for the inaccurate vehicle weight estimation, so it is necessary to introduce a delay time to process the data to ensure the accuracy of the data when calculating the vehicle weight, thereby improving the accuracy of the vehicle weight estimation. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0074] Figure 1 A schematic diagram of a flow chart of a method for determining vehicle weight provided in this application;

[0075] Figure 2 A flow chart of the vehicle control provided for this application;

[0076] Figure 3 A schematic diagram of the structure of a vehicle weight determination device provided in the present application;

[0077] Figure 4 A schematic diagram of the structure of the electronic device provided in this application.

[0078] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0079] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0080] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0081] In the calculation method of vehicle weight estimation, the acquisition of the equivalent rotational mass of the transmission system is a relatively important parameter. For the powertrain structure with a gearbox, simply setting it as a coefficient ratio of the vehicle weight without accurate calculation will cause a large error; in commercial vehicles, due to the large rotational inertia of the components and the large total transmission ratio, the difference in equivalent rotational mass between different gears is more obvious. Therefore, obtaining a relatively accurate equivalent rotational mass is very important for accurate vehicle estimation.

[0082] In addition, for autonomous driving and assisted driving, vehicle weight estimation and the vehicle's longitudinal control algorithm are often independent. In fact, a unified dynamic model relationship applies to the target acceleration, vehicle weight, and control instructions. By using a unified conversion relationship, adaptive control based on vehicle weight estimation can be obtained, and more accurate and high-performance control effects can be obtained in real time.

[0083] In view of the above problems, this application obtains a more accurate real-time vehicle weight estimation value through a more accurate equivalent rotational mass and an improved dynamic model without installing a vehicle weight sensor, and improves the vehicle's operating performance, such as energy consumption and comfort, in assisted driving and autonomous driving through an integrated control dynamics model.

[0084] The application scenarios of the present application can be applicable to new energy vehicles powered by electricity, fuel vehicles, and vehicle types that can obtain vehicle driving torque.

[0085] The execution subject of this application may be a vehicle controller, or a chip or processor in the controller.

[0086] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below 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. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0087] Figure 1 The process diagram of the vehicle weight determination method provided in this application is as follows: Figure 1 ,like Figure 1 As shown, the following steps are included:

[0088] S101. Acquire vehicle data, where the vehicle data includes transmission gear, acceleration, speed, and driving torque.

[0089] S102: Determine the equivalent rotational mass and total transmission ratio of the transmission system according to the gear position of the transmission.

[0090] In one implementation, the moment of inertia parameters corresponding to the equivalent rotating mass are divided into three parts, namely J1 before the gearbox, J2 after the gearbox, and J3 after the rear axle reducer. Therefore, the equivalent rotating mass also corresponds to three parts, including the first part equivalent rotating mass, the first part equivalent rotating mass, and the first part equivalent rotating mass. The first part equivalent rotating mass is determined by the moment of inertia parameters before the gearbox, the total transmission ratio and the wheel radius; the second part equivalent rotating mass is determined by the moment of inertia parameters after the gearbox, the rear axle transmission ratio and the wheel radius; the third part equivalent rotating mass is determined by the moment of inertia parameters after the reducer, the wheel radius; the equivalent rotating mass is determined according to the first part equivalent rotating mass, the second part equivalent rotating mass and the third part equivalent rotating mass.

[0091] Specifically, when calculating the equivalent rotational mass, J1 needs to be converted according to the ratio of the square of the total speed ratio (i.e. the total transmission ratio, in this application, the speed ratio and the transmission ratio are the same) combined with the wheel radius to obtain the first part of the equivalent rotational mass, J2 needs to be converted according to the ratio of the square of the rear axle speed ratio combined with the wheel radius to obtain the second part of the equivalent rotational mass, and J3 only needs to consider the tire radius value to obtain the third part of the equivalent rotational mass. These three rotational inertia values ​​need to be calibrated according to the sports performance of the vehicle model. The specific formula for calculating the equivalent rotational mass is shown below:

[0092] M equiv =(J1*i total 2 +J2*i rear 2 +J3) / R 2

[0093] Among them, M equiv is the equivalent rotating mass, J1 is the moment of inertia parameter before the gearbox, J2 is the moment of inertia parameter after the gearbox, J3 is the moment of inertia parameter after the reducer, i total is the total transmission ratio, i rear is the rear axle transmission ratio, and R is the wheel radius.

[0094] In the above formula, i rear The rear axle ratio is usually fixed, depending on the gear design of the rear axle. In most cases, the rear axle ratio does not change with the transmission gear. For example, if the vehicle is designed with a 3.73:1 rear axle ratio, then this ratio will be the same regardless of the gear. The wheel radius is also fixed and pre-stored.

[0095] Total transmission ratio i totalIt is the ratio between the output speed and the input speed of the gearbox, which indicates the relationship between the engine speed and the wheel speed in a specific gear. The total speed ratio will change with the change of the gearbox gear. Different gears have different gear ratios. Usually, in low gears (such as first and second gears), the total speed is relatively large, which is helpful for starting and acceleration, while in high gears (such as fourth and fifth gears), the total speed is relatively small, which is suitable for high-speed cruising. This parameter requires the mapping relationship between the gearbox gear and the total transmission ratio to be calibrated in advance. After obtaining the gearbox gear, determine the corresponding transmission ratio.

[0096] For the gearbox front moment of inertia parameter J1, gearbox rear moment of inertia parameter J2, reducer rear moment of inertia parameter J3, use moment of inertia measuring instruments (such as torque sensor, speed sensor, etc.) to measure the running response of a certain vehicle model under different conditions for calibration.

[0097] In one implementation, the mapping relationship between the gearbox position and the equivalent rotational mass can be determined in advance based on the gearbox front moment of inertia parameter J1, the gearbox rear moment of inertia parameter J2, the reducer rear moment of inertia parameter J3, and the total transmission ratio corresponding to the gearbox position. After the gearbox position is obtained, the equivalent rotational mass can be directly determined.

[0098] S103, determining the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and the preset calibration parameters.

[0099] When it is determined that the vehicle is traveling on flat ground based on sensors such as the vehicle gyroscope, the vehicle weight is calculated using the following formula based on the above-mentioned equivalent rotational mass and total transmission ratio.

[0100] drag _f +T engine *i total / R–M equiv *accel=[accel-drag _acc ]*M

[0101] Where M is the vehicle weight, accel is the acceleration, R is the wheel radius, i total is the total transmission ratio, T engine is the driving torque, M equiv is the equivalent rotating mass, drag _f is the driving resistance, drag _acc is the driving resistance acceleration.

[0102] For driving resistance and driving resistance acceleration, the coefficients need to be calibrated in advance for subsequent calculations. In theory, it is believed that part of the driving resistance has a linear relationship with the vehicle weight, and the other part is only related to the vehicle speed, so the dynamic formula is established:

[0103] F _drag =drag _acc *M+drag _f =(c _a1 *v 2 +c _a2 *v+c _a3 )*M+c _F1 *v 2 +c _F2 *v+c _F3

[0104] Conduct tests in advance and perform coasting calibration under empty and loaded conditions to obtain c _a1 、c _a2 、c _a3 、c _F1 、c _F2 、c _F3 There are 6 calibration parameters in total, M is the vehicle weight during the preliminary test, F is _drag It is the total driving resistance during the preliminary test. By changing different loads for calibration, 6 calibration parameters can be determined, among which c _F1 、c _F2 、c _F3 is the driving resistance calibration parameter, c _a1 、c _a2 、c _a3 Calibrate the parameters for driving resistance acceleration.

[0105] When vehicle weight estimation is required, the driving resistance drag_f can be determined according to the driving resistance calibration parameters and speed, and the driving resistance acceleration drag can be determined according to the driving resistance acceleration calibration parameters and speed. _acc . According to drag_f and drag _acc Substitute the value of into the above vehicle weight calculation formula to determine the vehicle weight.

[0106] Driving resistance is directly related to the vehicle's driving state. Based on the actual driving resistance determined according to the vehicle speed, a more accurate vehicle weight estimation can be obtained, reducing the error of traditional static measurement.

[0107] In addition, when calculating the vehicle weight, it is necessary to filter the data required for the calculation at this time step. Specifically, the dividend item [accel-drag _acc ]The absolute value is greater than the preset threshold (for example, 0.2m / s 2 , 0.3m / s 2 , 0.15m / s 2), otherwise a small change in the divided term will cause a large change in the calculated vehicle weight, resulting in a magnified calculation error and affecting the accuracy of the vehicle weight estimation. If the threshold requirement is not met, return to the first step to collect the data of the next time step; if the threshold requirement is met, continue the calculation to obtain the single-step vehicle weight estimation result.

[0108] In some embodiments, considering that the vehicle may be traveling on a slope, it is necessary to obtain the slope angle of the road on which the vehicle is located. In one embodiment, a tilt sensor (or accelerometer) can be used to directly measure the tilt angle of the vehicle. In another embodiment, a gyroscope can be used to measure the angular velocity of the vehicle, and the tilt angle can be obtained by integration. The slope angle can be obtained more accurately by combining the data of the accelerometer.

[0109] Taking the slope angle into account when determining the vehicle weight, the above formula for calculating vehicle weight becomes:

[0110] drag _f +T engine *i total / R–M equiv *accel=[accel-drag _acc -gsin(a)]*M

[0111] Among them, g is the acceleration due to gravity, and a is the slope angle of the road on which the vehicle is located.

[0112] The estimated vehicle weight M can be obtained by solving the above formula.

[0113] Similarly, it is also necessary to filter the data required for the calculation of this time step, specifically, the dividend item [accel-drag _acc -gsin(a)] absolute value is greater than the preset threshold (for example, 0.2m / s 2 , 0.3m / s 2 , 0.15m / s 2 ), otherwise a small change in the divided term will cause a large change in the calculated vehicle weight, resulting in a magnified calculation error and affecting the accuracy of the vehicle weight estimate.

[0114] This embodiment provides a method for determining vehicle weight, the method comprising: obtaining vehicle data, the vehicle data including gear position, acceleration, speed and driving torque; determining the equivalent rotational mass and total transmission ratio of the transmission system according to the gear position; determining the vehicle weight according to the equivalent rotational mass, total transmission ratio, acceleration, speed, driving torque and preset calibration parameters. By estimating the equivalent rotational mass and then determining the vehicle weight in this method, the dynamic behavior of the vehicle under specific working conditions can be more accurately reflected, and the accuracy of vehicle weight calculation can be improved.

[0115] On the basis of the above-mentioned embodiment 1, the factors affecting the vehicle weight calculation process are further considered. The accuracy and consistency of the vehicle data is also one of the reasons for inaccurate vehicle weight estimation. For example, there is a delay between the actuator and the sensor. The acceleration obtained by the sensor is generally calculated inside the sensor, and its delay is often greater than the driving torque directly read. Therefore, it is necessary to introduce a delay time T_delay. The specific delay time needs to be obtained in advance by calibration. The specific calibration can be further divided into the execution delay of the braking stage and the execution delay of the acceleration stage.

[0116] Therefore, first determine the acceleration or braking stage according to the acceleration, and then obtain the delay time. Obtain the vehicle's current gearbox gear, speed and drive torque, as well as the acceleration after the preset delay time, as a set of vehicle data for subsequent vehicle weight calculation. Alternatively, obtain the current acceleration, as well as the gearbox gear, speed and drive torque before the delay time as a set of vehicle data for subsequent vehicle weight calculation.

[0117] In some cases, it is also necessary to determine whether the vehicle meets the working conditions for vehicle weight estimation, that is, it is necessary to screen the working conditions. If the working condition brake is set, but the deceleration command and torque under braking are not calibrated, the braking condition is not suitable for vehicle weight estimation, and the data of the next time step is collected; if the brake is not set, or the deceleration command and torque value under the braking condition are calibrated, the subsequent steps can still be executed.

[0118] In addition, the vehicle weight is estimated in real time. For the single-step vehicle weight estimate, it needs to be filtered, specifically low-pass filtering; the purpose is to combine the current measurement value with the previous measurement value by weighted averaging to obtain a more stable output. In the low-pass filter, the filter window length refers to the number of past data points or time periods used when calculating the current output value. A longer filter window can better smooth the data because it takes into account more historical data and helps to reduce the impact of random noise. However, using a longer window will introduce a certain delay, the output value will lag behind the input data, and there will be a certain error in the calculation result. However, the vehicle weight estimate does not require particularly high real-time performance. It is generally believed that it is sufficient to get an accurate update at a time level of about 10s, and the corresponding time step can reach hundreds of steps, so the filter window can be longer.

[0119] After obtaining the vehicle weight, it is necessary to update the vehicle weight parameter to the control model, and perform the longitudinal control output of the current time step based on the target acceleration calculation result of the current time step. Based on the unified dynamic model relationship between the target acceleration, vehicle weight, and control instructions, and using a unified conversion relationship, adaptive control based on vehicle weight estimation can be obtained, and more accurate and high-performance control effects can be obtained in real time.

[0120] Using the currently determined vehicle weight and other dynamic parameters, the dynamic model is used to calculate the target acceleration for the current time step. Based on the target acceleration and the current vehicle weight, the control instructions are calculated through the control algorithm (such as PID controller, fuzzy control, etc.), and the control instructions usually include: acceleration instructions (throttle control) or braking instructions (brake control). The calculated control instructions are converted into actual operating signals to control the acceleration or deceleration of the vehicle. In this way, based on the updated vehicle weight and the target acceleration calculated in real time, an adaptive control strategy is adopted, so that the control system can dynamically adjust its response to adapt to changes in vehicle load.

[0121] The following is an introduction using a specific example.

[0122] When a vehicle is driving on a flat road, it is necessary to estimate the vehicle weight in real time and output appropriate control instructions based on the target acceleration to ensure the vehicle's driving performance and safety on the slope. Figure 2 The flow chart of the whole vehicle control provided for this application includes:

[0123] Step 1: Collect data

[0124] The current driving torque is 300Nm read by the torque sensor, the current vehicle speed is 10m / s read by the speed sensor, and the gear position of the transmission is 2 (assuming a manual transmission); the current braking percentage is 0% (not braking); the current acceleration is 3.0m / s read by the acceleration sensor 2 , the slope is 0 degrees.

[0125] Step 2: Execute delayed processing

[0126] Assume the delay time is 0.1 seconds, and the acceleration becomes 2.0 m / s after 0.1 seconds. 2 , other data remain unchanged, then 2.0m / s 2 The acceleration and other data constitute the data of one time step.

[0127] Step 3: Screening acceleration and deceleration conditions

[0128] Check the brake status. The current brake percentage is 0% and the acceleration is greater than 0.2, which meets the conditions for vehicle weight estimation, so continue to the next step.

[0129] Step 4: Calculate the drag coefficient

[0130] Assume that the driving resistance coefficient is obtained in the previous calibration:

[0131] c a1 =0.15; c a2 =0.02; c a3 =0.005; cF1 =0.03; c F2 =0.002; c F3 =0.0005

[0132] The slope resistance coefficient is 0.

[0133] According to the speed, the driving resistance and driving resistance acceleration can be determined

[0134] Step 5: Calculate the equivalent mass

[0135] Assume that the calibration result is J1 = 0.4 kg m 2 , J2=0.3kg m 2 , J3=0.2kg m 2 .

[0136] The total speed ratio itotal=3, the rear axle speed ratio irear=2, and the tire radius r=0.35 m.

[0137] The calculated equivalent rotational mass is 40.82 kg.

[0138] Step 6: Calculate the single-step calculation threshold

[0139] The calculated value of [accel-drag_acc–gsin(a)] is greater than 0.2 m / s 2 , then proceed with the subsequent vehicle weight.

[0140] Step 7: Single-step vehicle weight calculation

[0141] Substituting the parameters into the vehicle weight calculation formula can calculate the vehicle weight.

[0142] Step 8: Filtering

[0143] Setting the window step size and the appropriate smoothing factor can smoothly update within 10 seconds. By adjusting the value of the smoothing factor, different degrees of smoothing effect can be achieved to suit different application requirements.

[0144] Step 9: Single-step control instruction output

[0145] The newly estimated vehicle weight parameters are updated to the control model, and the corresponding driving torque is output through the control system to ensure that the vehicle can accelerate smoothly.

[0146] The above parameters are only examples, and the parameters can be changed as needed. The calculation formula can be calculated using the formula in the above-mentioned embodiment 1.

[0147] Figure 3 This is a schematic diagram of the structure of a vehicle weight determination device provided in the present application. The vehicle weight determination device 300 includes:

[0148] An acquisition module 301 is used to acquire vehicle data, wherein the vehicle data includes a gear position, acceleration, speed and driving torque of a transmission;

[0149] An equivalent rotational mass determination module 302 is used to determine the equivalent rotational mass and the total transmission ratio of the transmission system according to the gear position of the transmission;

[0150] The vehicle weight determination module 303 is used to determine the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters.

[0151] Optionally, the equivalent rotational mass determination module 302 is specifically configured to:

[0152] Determining the total transmission ratio corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the total transmission ratio;

[0153] Determine the moment of inertia parameter corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the moment of inertia parameter;

[0154] The equivalent rotational mass is determined according to the rotational inertia parameter, the total transmission ratio, the wheel radius and a preset rear axle transmission ratio.

[0155] Optionally, the preset calibration parameters include a driving resistance calibration parameter and a driving resistance acceleration calibration parameter, and the vehicle weight determination module 303 is specifically used for:

[0156] determining the driving resistance according to the driving resistance calibration parameter and the speed;

[0157] determining a driving resistance acceleration according to the driving resistance acceleration calibration parameter and the speed;

[0158] The vehicle weight is determined based on the running resistance, the running resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, and the driving torque.

[0159] Optionally, the acquisition module 301 is further used for:

[0160] Get the slope angle of the road where the vehicle is located;

[0161] Accordingly, the vehicle weight determination module 303 is also used for:

[0162] The vehicle weight is determined based on the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, the driving torque and the ramp angle.

[0163] Optionally, the acquisition module 301 is further used for:

[0164] The current gear position, speed and driving torque of the vehicle, as well as the acceleration after a preset delay time, are obtained as a set of vehicle data.

[0165] Optionally, the moment of inertia parameters include: a moment of inertia parameter before the gearbox, a moment of inertia parameter after the gearbox and a moment of inertia parameter after the reducer;

[0166] Accordingly, the equivalent rotational mass determination module 302 is further used for:

[0167] Determine the first part equivalent rotating mass by the gearbox front moment of inertia parameter, the total transmission ratio and the wheel radius;

[0168] Determine the second part equivalent rotation mass by the gearbox rear moment of inertia parameter, the rear axle transmission ratio and the wheel radius;

[0169] The third part equivalent rotation mass is determined by the wheel radius, a parameter of the moment of inertia after the reducer;

[0170] The equivalent rotating mass is determined according to the first portion of the equivalent rotating mass, the second portion of the equivalent rotating mass and the third portion of the equivalent rotating mass.

[0171] Optionally, the device further includes a control module 304:

[0172] The control module 304 is further configured to determine a longitudinal control output signal of the vehicle according to the vehicle weight, the acceleration and the target acceleration.

[0173] The vehicle weight determination device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and this embodiment will not be described in detail here.

[0174] Figure 4 This is a schematic diagram of the structure of the electronic device provided in this application. Figure 4 As shown, the electronic device 50 provided in this embodiment includes: at least one processor 501 and a memory 502. Optionally, the device 50 also includes a communication component 503. The processor 501, the memory 502 and the communication component 503 are connected via a bus 504.

[0175] In a specific implementation process, at least one processor 501 executes the computer-executable instructions stored in the memory 502, so that at least one processor 501 executes the above method.

[0176] The specific implementation process of the processor 501 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0177] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0178] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0179] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0180] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0181] The present application also provides a vehicle, including a controller, wherein the controller is capable of executing the method of the above embodiment.

[0182] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0183] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0184] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0185] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0186] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0187] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0188] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0189] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0190] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A method for determining vehicle weight, characterized in that: The method comprises: Acquiring vehicle data, the vehicle data including transmission gear, acceleration, speed and driving torque; Determining the equivalent rotational mass and the total transmission ratio of the transmission system according to the gearbox gear position; The vehicle weight is determined based on the equivalent rotating mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters.

2. The method according to claim 1, characterized in that Determining the equivalent rotational mass and the total transmission ratio of the transmission system according to the gearbox gear position includes: Determining the total transmission ratio corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the total transmission ratio; Determine the moment of inertia parameter corresponding to the gearbox gear according to a preset mapping relationship between the gearbox gear and the moment of inertia parameter; The equivalent rotational mass is determined according to the rotational inertia parameter, the total transmission ratio, the wheel radius and a preset rear axle transmission ratio.

3. The method according to claim 1 or 2, characterized in that: The preset calibration parameters include a driving resistance calibration parameter and a driving resistance acceleration calibration parameter, and the determining of the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and the preset calibration parameters includes: determining the driving resistance according to the driving resistance calibration parameter and the speed; determining a driving resistance acceleration according to the driving resistance acceleration calibration parameter and the speed; The vehicle weight is determined based on the running resistance, the running resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, and the driving torque.

4. The method according to claim 3, characterized in that The method further comprises: Get the slope angle of the road where the vehicle is located; Accordingly, determining the vehicle weight according to the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration and the driving torque includes: The vehicle weight is determined according to the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, the driving torque and the ramp angle.

5. The method according to claim 1 or 2, characterized in that: The obtaining of vehicle data comprises: The current gear position, speed and driving torque of the vehicle, as well as the acceleration after a preset delay time, are obtained as a set of vehicle data.

6. The method according to claim 2, characterized in that The moment of inertia parameters include: the moment of inertia parameters before the gearbox, the moment of inertia parameters after the gearbox and the moment of inertia parameters after the reducer; Accordingly, determining the equivalent rotational mass according to the moment of inertia parameter, the total transmission ratio, the rear axle transmission ratio and the wheel radius includes: Determine the first part equivalent rotating mass by the gearbox front moment of inertia parameter, the total transmission ratio and the wheel radius; Determine the second part equivalent rotation mass by the gearbox rear moment of inertia parameter, the rear axle transmission ratio and the wheel radius; The third part equivalent rotation mass is determined by the wheel radius, a parameter of the moment of inertia after the reducer; The equivalent rotating mass is determined according to the first portion of the equivalent rotating mass, the second portion of the equivalent rotating mass and the third portion of the equivalent rotating mass.

7. The method according to claim 1 or 2, characterized in that: The method further comprises: A longitudinal control output signal of the vehicle is determined based on the vehicle weight, the acceleration and the target acceleration.

8. A device for determining vehicle weight, characterized in that: The device comprises: An acquisition module, used to acquire vehicle data, wherein the vehicle data includes a gear position of a transmission, acceleration, speed and driving torque; An equivalent rotational mass determination module, used to determine the equivalent rotational mass and the total transmission ratio of the transmission system according to the gear position of the gearbox; The vehicle weight determination module is used to determine the vehicle weight according to the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the driving torque and preset calibration parameters.

9. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 7 when executed by a processor.

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