Methods, devices, equipment, vehicles, and storage media for determining vehicle weight

Abstract

This invention relates to a method, apparatus, device, vehicle, and storage medium for determining vehicle weight. The method includes: acquiring vehicle data, including transmission gear position, acceleration, speed, and drive torque; determining the equivalent rotational mass and total gear ratio of the transmission system based on the transmission gear position; and determining the vehicle weight based on the equivalent rotational mass, total gear ratio, acceleration, speed, drive torque, and preset calibration parameters. This method, which determines the vehicle weight by identifying the equivalent rotational mass based on the vehicle gear position, more accurately reflects the dynamic behavior of the vehicle under specific operating conditions, and improves the accuracy of vehicle weight calculation by eliminating the direct use of a vehicle weight coefficient.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically to a method, apparatus, equipment, vehicle, and storage medium for determining vehicle weight. Background Technology

[0002] Vehicle weight is one of the most important parameters of a vehicle, affecting its operation in many ways, such as energy consumption and comfort. In assisted driving and autonomous driving vehicles, vehicle weight determines the amount of braking and throttle control; accurate vehicle weight parameters will significantly improve control performance.

[0003] Currently, passenger cars and most commercial vehicles do not have vehicle weight sensors installed, so vehicle weight must be estimated through calculation. Vehicle weight estimation requires calculation based on vehicle parameters or calibration values, sensor parameters, and a dynamic model. In the calculation method for vehicle weight estimation, the equivalent rotational mass of the transmission system is an important parameter. For powertrain structures with gearboxes, the magnitude of the equivalent rotational mass is related to the gear position; simply setting it as a coefficient of vehicle weight will introduce errors into the estimated weight.

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

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

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

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

[0008] Acquire vehicle data, including transmission gear position, acceleration, speed, and drive torque;

[0009] Based on the gearbox gear position, determine the equivalent rotating mass and total transmission ratio of the transmission system;

[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] By using the above-mentioned technical means, the equivalent rotational mass is determined based on the actual gear position of the vehicle, and then the vehicle weight is determined, which no longer uses the vehicle weight coefficient method in the existing technology, thus improving the accuracy of vehicle weight calculation.

[0012] Furthermore, determining the equivalent rotating mass and total transmission ratio of the transmission system based on the gearbox gear position includes:

[0013] Based on the preset mapping relationship between gearbox gears and total gear ratios, the total gear ratio corresponding to the gearbox gear is determined;

[0014] The rotational inertia parameter corresponding to the gearbox gear is determined based on the preset mapping relationship between gearbox gear and rotational inertia parameter.

[0015] The equivalent rotating mass is determined based on the rotational inertia parameter, the overall transmission ratio, the wheel radius, and the preset rear axle transmission ratio.

[0016] By employing the aforementioned technical methods and calculating the equivalent rotating mass through determining the moment of inertia parameters, the dynamic characteristics of a vehicle under different transmission gears can be reflected more accurately. This ensures that vehicle weight can be accurately estimated under various driving conditions.

[0017] Furthermore, the preset calibration parameters include driving resistance calibration parameters and driving resistance acceleration calibration parameters. The step of determining the vehicle weight based on the equivalent rotating mass, the total transmission ratio, the acceleration, the speed, the drive torque, and the preset calibration parameters includes:

[0018] The driving resistance is determined based on the driving resistance calibration parameters and the speed.

[0019] The driving resistance acceleration is determined based on the driving resistance acceleration calibration parameters and the speed.

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

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

[0022] Furthermore, the method also includes:

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

[0024] Accordingly, determining the vehicle weight based on 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 slope angle.

[0026] The above-mentioned technical means can be used to calculate vehicle weight on different types of roads, increasing the applicability of the algorithm.

[0027] Furthermore, the acquisition of vehicle data includes:

[0028] The system acquires the vehicle's current transmission gear, speed, and drive torque, as well as the acceleration after a preset delay, as a set of vehicle data.

[0029] By employing the aforementioned technical means, errors caused by delays in actuators and sensors can be avoided, thereby increasing the accuracy of vehicle weight calculation.

[0030] Furthermore, the moment of inertia parameters include: the moment of inertia parameters of the front of the gearbox, the moment of inertia parameters of the rear of the gearbox, and the moment of inertia parameters of the rear of the reducer;

[0031] Accordingly, determining the equivalent rotating mass based on the moment of inertia parameter, the overall transmission ratio, the rear axle transmission ratio, and the wheel radius includes:

[0032] The first part of the equivalent rotating mass is determined by the gearbox front moment of inertia parameter, the overall gear ratio, and the wheel radius;

[0033] The second part of the equivalent rotating mass is determined by the gearbox's rear rotational inertia parameter, the rear axle transmission ratio, and the wheel radius.

[0034] The third part of the equivalent rotating mass is determined by the wheel radius based on the rotational inertia parameter after the reducer.

[0035] The equivalent rotational mass is determined based on the first part of the equivalent rotational mass, the second part of the equivalent rotational mass, and the third part of the equivalent rotational mass.

[0036] Furthermore, the method also includes:

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

[0038] By employing the aforementioned technical means, and based on a unified dynamic model relationship between target acceleration, vehicle weight, and control commands, and using a unified transformation relationship, adaptive control based on vehicle weight estimation can be obtained, achieving more accurate and high-performance control effects in real time.

[0039] Secondly, the present invention provides a device for determining the weight of a vehicle, the device comprising:

[0040] The acquisition module is used to acquire vehicle data, including transmission gear position, acceleration, speed and drive torque;

[0041] An equivalent rotating mass determination module is used to determine the equivalent rotating mass and total transmission ratio of the transmission system based on the gearbox gear position.

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

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

[0044] Based on the preset mapping relationship between gearbox gears and total gear ratios, the total gear ratio corresponding to the gearbox gear is determined;

[0045] The rotational inertia parameter corresponding to the gearbox gear is determined based on the preset mapping relationship between gearbox gear and rotational inertia parameter.

[0046] The equivalent rotating mass is determined based on the rotational inertia parameter, the overall transmission ratio, the wheel radius, and the preset rear axle transmission ratio.

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

[0048] The driving resistance is determined based on the driving resistance calibration parameters and the speed.

[0049] The driving resistance acceleration is determined based on the driving resistance acceleration calibration parameters and the speed.

[0050] The vehicle weight is determined based on the driving resistance, the driving 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] Obtain 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 slope angle.

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

[0056] The system acquires the vehicle's current transmission gear, speed, and drive torque, as well as the acceleration after a preset delay, as a set of vehicle data.

[0057] Optionally, 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;

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

[0059] The first part of the equivalent rotating mass is determined by the gearbox front moment of inertia parameter, the overall gear ratio, and the wheel radius;

[0060] The second part of the equivalent rotating mass is determined by the gearbox's rear rotational inertia parameter, the rear axle transmission ratio, and the wheel radius.

[0061] The third part of the equivalent rotating mass is determined by the wheel radius based on the rotational inertia parameter after the reducer.

[0062] The equivalent rotational mass is determined based on the first part of the equivalent rotational mass, the second part of the equivalent rotational mass, and the third part of the equivalent rotational mass.

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

[0064] The control module is also used to determine the longitudinal control output signal of the vehicle based on the vehicle weight, the acceleration, and the target acceleration.

[0065] Thirdly, the present invention provides an electronic device, comprising: a memory and a processor;

[0066] The memory stores computer-executed instructions;

[0067] The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any of the first aspects.

[0068] Fourthly, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any of the first aspects.

[0069] The beneficial effects of this invention are:

[0070] (1) The present invention determines the vehicle weight by determining the equivalent rotational mass based on the vehicle gear position, which can more accurately reflect the dynamic behavior of the vehicle under specific working conditions. Instead of directly using the vehicle weight coefficient, it can improve the accuracy of vehicle weight calculation.

[0071] (2) By determining the moment of inertia parameter, this invention calculates the equivalent rotating mass, which can more accurately reflect the characteristics of the vehicle under different gearbox gears. This ensures 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 inaccuracy of vehicle weight estimation. Therefore, 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 vehicle weight estimation. Attached Figure Description

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

[0074] Figure 1 A flowchart illustrating the method for determining the vehicle weight provided in this application;

[0075] Figure 2 A schematic diagram of the vehicle control process provided for this application;

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

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

[0078] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0079] The embodiments of the present invention will be described below 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 content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed 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 and 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 representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0081] In vehicle weight estimation methods, obtaining the equivalent rotational mass of the transmission system is a crucial parameter. For powertrain structures with gearboxes, simply setting it as a coefficient proportional to the vehicle weight without precise calculation will result in significant errors. In commercial vehicles, due to the larger rotational inertia of components and the larger overall transmission ratio, the difference in equivalent rotational mass between different gears is even more pronounced. Therefore, obtaining a more accurate equivalent rotational mass is essential for accurate vehicle estimation.

[0082] Furthermore, for autonomous driving and assisted driving, vehicle weight estimation and longitudinal control algorithms are often independent. In fact, a unified dynamic model relationship can be applied between target acceleration, vehicle weight, and control commands. By using a unified transformation relationship, adaptive control based on vehicle weight estimation can be obtained, achieving more accurate and high-performance control effects in real time.

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

[0084] The application scenarios of this application can be applied to new energy vehicles powered by electricity, as well as fuel vehicles, and also to vehicle types that can obtain vehicle driving torque.

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

[0086] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0087] Figure 1 Flowchart of the method for determining the vehicle weight provided in this application Figure 1 ,like Figure 1 As shown, it includes the following steps:

[0088] S101. Obtain vehicle data, including transmission gear, acceleration, speed, and drive torque.

[0089] S102. Determine the equivalent rotating mass and total transmission ratio of the transmission system based on the gearbox gear position.

[0090] In one implementation, the rotational inertia parameters corresponding to the equivalent rotating mass are divided into three parts: 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, namely, the first part of the equivalent rotating mass, the second part of the equivalent rotating mass, and the third part of the equivalent rotating mass. The first part of the equivalent rotating mass is determined using the rotational inertia parameters before the gearbox, the overall gear ratio, and the wheel radius; the second part of the equivalent rotating mass is determined using the rotational inertia parameters after the gearbox, the rear axle gear ratio, and the wheel radius; the third part of the equivalent rotating mass is determined using the rotational inertia parameters after the reducer and the wheel radius; and the equivalent rotating mass is determined based on the first, second, and third parts of the equivalent rotating mass.

[0091] Specifically, when calculating the equivalent rotational mass, J1 needs to be calculated by combining the square of the total gear ratio (i.e., the total transmission ratio, in this application, gear ratio and transmission ratio are the same term) with the wheel radius to obtain the first part of the equivalent rotational mass. J2 needs to be calculated by combining the square of the rear axle gear ratio with the wheel radius to obtain the second part of the equivalent rotational mass. J3 only needs to consider the tire radius to obtain the third part of the equivalent rotational mass. These three moments of inertia need to be calibrated according to the vehicle's motion performance. 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 For equivalent rotating mass, J1 is the front rotational inertia parameter of the gearbox, J2 is the rear rotational inertia parameter of the gearbox, J3 is the rear rotational inertia parameter of the reducer, and i total For the overall transmission ratio, i rear R is the rear axle transmission ratio, and R is the wheel radius.

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

[0095] Total transmission ratio i totalThe overall gear ratio is the ratio between the output speed and the input speed of the transmission, representing the relationship between engine speed and wheel speed at a specific gear. The overall gear ratio changes with the transmission gears; different gears have different gear ratios. Generally, in lower gears (such as first and second gear), the overall gear ratio is larger, which helps with starting and acceleration, while in higher gears (such as fourth and fifth gear), the overall gear ratio is smaller, suitable for high-speed cruising. This parameter requires pre-calibrating the mapping relationship between the transmission gears and the overall gear ratio. After obtaining the transmission gears, the corresponding gear ratio is determined.

[0096] For the front rotational inertia parameter J1 of the transmission, the rear rotational inertia parameter J2 of the transmission, and the rear rotational inertia parameter J3 of the reducer, the operating response of a certain vehicle under different conditions is measured in advance using rotational inertia measuring instruments (such as torque sensors, speed sensors, etc.) for calibration.

[0097] In one implementation, the mapping relationship between the gearbox gear and the equivalent rotating mass can be determined in advance based on the gearbox gear's forward rotational inertia parameter J1, the gearbox gear's rear rotational inertia parameter J2, the reducer gear's rear rotational inertia parameter J3, and the overall gear ratio. After obtaining the gearbox gear, the equivalent rotating mass can be directly determined.

[0098] S103. Determine the vehicle weight based on the equivalent rotating mass, total transmission ratio, acceleration, speed, drive torque, and preset calibration parameters.

[0099] When the vehicle is determined to be traveling on flat ground based on sensors such as the vehicle's gyroscope, the vehicle weight is calculated using the following formula after considering the equivalent rotating mass and overall 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, and i total For the overall transmission ratio, T engine For driving torque, M equiv For equivalent rotating mass, drag _f For driving resistance, drag _acc This is the acceleration due to resistance during travel.

[0102] For driving resistance and driving resistance acceleration, coefficients need to be calibrated beforehand for subsequent calculations. Theoretically, it is assumed that a portion of the driving resistance has a linear relationship with vehicle weight, while another portion is only related to vehicle speed; therefore, a 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] Preliminary tests were conducted, including coasting calibration under both empty and heavy load conditions, to obtain c. _a1 c _a2 c _a3 c _F1 c _F2 c _F3 There are a total of 6 calibration parameters, where M is the vehicle weight during the preliminary test, F... _drag This is the total driving resistance during the preliminary test. Six calibration parameters can be determined by changing different loads, among which c... _F1 c _F2 c _F3 For the calibration parameters of driving resistance, c _a1 c _a2 c _a3 Calibrate parameters for driving resistance and acceleration.

[0105] When vehicle weight estimation is required, the driving resistance drag_f can be determined based on the driving resistance calibration parameters and speed, and the driving resistance acceleration drag can be determined based on the driving resistance acceleration calibration parameters and speed. _acc Based on drag_f and drag _acc The vehicle weight is determined by substituting the numerical value into the above vehicle weight calculation formula.

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

[0107] Additionally, when calculating vehicle weight, it is necessary to filter the data required for this time step calculation. Specifically, the data in the divisor of the vehicle weight calculation needs to be filtered. _acc The absolute value is greater than a preset threshold (e.g., 0.2 m / s). 2 0.3m / s 2 0.15m / s 2The calculation and update are only performed when the threshold requirement is met; otherwise, even a small change in the divisor can cause a large change in the calculated vehicle weight, amplifying the calculation error and affecting the accuracy of the vehicle weight estimate. If the threshold requirement is not met, the process returns to the first step to collect data for the next time step; if the threshold requirement is met, the calculation continues to obtain the vehicle weight estimate for that single step.

[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 where the vehicle is located. In one approach, a tilt sensor (or accelerometer) can be used to directly measure the vehicle's tilt angle. In another approach, a gyroscope can be used to measure the vehicle's angular velocity, and the tilt angle can be obtained by integration. Combining this with the accelerometer data can provide a more accurate slope angle.

[0109] When determining vehicle weight, the slope angle is taken into account, and 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] Where g is the acceleration due to gravity, and a is the slope angle of the road where the vehicle is located.

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

[0113] Similarly, the data required for this time step calculation also needs to be filtered. Specifically, the data in the divisor of the vehicle weight calculation needs to be filtered. _acc The absolute value of [-gsin(a)] is greater than a preset threshold (e.g., 0.2 m / s). 2 0.3m / s 2 0.15m / s 2 Only when the divisor is small should the calculation be updated; otherwise, even a small change in the divisor will cause a large change in the calculated vehicle weight, which will amplify the calculation error and affect the accuracy of the vehicle weight estimate.

[0114] This embodiment provides a method for determining vehicle weight. The method includes: acquiring vehicle data, including transmission gear position, acceleration, speed, and drive torque; determining the equivalent rotational mass and total gear ratio of the transmission system based on the transmission gear position; and determining the vehicle weight based on the equivalent rotational mass, total gear ratio, acceleration, speed, drive torque, and preset calibration parameters. By estimating the equivalent rotational mass to determine the vehicle weight, this method can more accurately reflect the dynamic behavior of the vehicle under specific operating conditions, thus improving the accuracy of vehicle weight calculation.

[0115] Based on the above embodiment one, further consideration is given to the factors affecting the vehicle weight calculation process. The accuracy and consistency of vehicle data are also among the reasons for inaccurate vehicle weight estimation. For example, the delay between the actuator and the sensor. The acceleration obtained by the sensor generally needs to be calculated internally by the sensor, and its delay is often greater than that of the directly read driving torque. Therefore, a delay time T_delay needs to be introduced. The specific delay time needs to be obtained in advance by calibration. The specific calibration can be further subdivided into the execution delay of the braking phase and the execution delay of the acceleration phase.

[0116] Therefore, the acceleration or braking phase is first determined based on the acceleration, and then the delay time is obtained. The vehicle's current transmission gear, speed, and drive torque, along with the acceleration after the preset delay time, are used as a set of vehicle data for subsequent vehicle weight calculation. Alternatively, the current acceleration, along with the transmission gear, speed, and drive torque before the delay time, are used 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 operating conditions for vehicle weight estimation, that is, the operating conditions need to be screened. If the braking condition is engaged, but the deceleration command and torque under braking conditions have not been calibrated, then the braking condition is not suitable for vehicle weight estimation, and data for the next time step is collected; if the braking condition is not engaged, or the deceleration command and torque values ​​under braking conditions have been calibrated, then the subsequent steps can still be executed.

[0118] Furthermore, vehicle weight is estimated in real time. For a single-step vehicle weight estimate, filtering is required, specifically low-pass filtering. The purpose is to combine the current measurement with previous measurements through a weighted average, thereby obtaining a more stable output. In a 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 smooth the data better because it considers more historical data, helping to reduce the impact of random noise. However, using a longer window introduces a certain delay; the output value lags behind the input data, and the calculation result has some error. However, vehicle weight estimation does not require particularly high real-time performance; it is generally considered sufficient to obtain accurate updates within a time frame of about 10 seconds, corresponding to hundreds of time steps. Therefore, a longer filter window can be used.

[0119] After obtaining the vehicle weight, the vehicle weight parameters need to be updated in the control model, and the longitudinal control output for the current time step is performed based on the target acceleration calculation result at the current time step. By applying a unified dynamic model relationship between the target acceleration, vehicle weight, and control commands, and using a unified transformation relationship, adaptive control based on vehicle weight estimation can be obtained, achieving more accurate and high-performance control effects in real time.

[0120] Using the currently determined vehicle weight and other dynamic parameters, the target acceleration for the current time step is calculated using a dynamic model. Based on the target acceleration and the current vehicle weight, control commands are calculated using control algorithms (such as PID controllers, fuzzy control, etc.). These control commands typically include acceleration commands (throttle control) or braking commands (brake control). The calculated control commands are then translated into actual operating signals to control the vehicle's acceleration or deceleration. This method, based on updated vehicle weight and real-time calculated target acceleration, employs an adaptive control strategy, enabling the control system to dynamically adjust its response to adapt to changes in vehicle load.

[0121] The following is a specific example.

[0122] When a vehicle is driving on a flat road, its weight needs to be estimated in real time, and appropriate control commands need to be output based on the target acceleration to ensure the vehicle's driving performance and safety on slopes. Figure 2 The flowchart of vehicle control provided for this application includes:

[0123] Step 1: Data Collection

[0124] The torque sensor reads the current drive torque as 300 Nm, the speed sensor reads the current vehicle speed as 10 m / s, and the transmission is in gear 2 (assuming a manual transmission). The current braking percentage is 0% (no braking). The acceleration sensor reads the current acceleration as 3.0 m / s². 2 The slope is 0 degrees.

[0125] Step 2: Handling execution delays

[0126] Assuming a delay of 0.1 seconds, the acceleration becomes 2.0 m / s² after 0.1 seconds. 2 If other data remain unchanged, then 2.0 m / s 2 The acceleration and other data together form the data for a 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. Therefore, continue with the next steps.

[0129] Step 4: Calculate the drag coefficient

[0130] Assuming the drag coefficient was 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] Based on the speed, the driving resistance and the acceleration due to driving resistance can then be determined.

[0134] Step 5: Calculate the equivalent mass

[0135] Assume the calibration yielded J1 = 0.4 kg m 2 J2 = 0.3 kg m 2 J3 = 0.2 kg m 2 .

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

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

[0138] Step Six: 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 calculation.

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

[0141] The vehicle weight can be calculated by substituting the parameters into the vehicle weight calculation formula.

[0142] Step 8: Filtering

[0143] By setting the window step size and an appropriate smoothing factor, smooth updates can be achieved within 10 seconds. Adjusting the smoothing factor value allows for different levels of smoothing to suit various application needs.

[0144] Step Nine: Output Single-Step Control Commands

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

[0146] The above parameters are just an example. The parameters can be changed as needed, and the calculation formula can be used as described in the formula in Example 1 above.

[0147] Figure 3 The schematic diagram of the vehicle weight determination device provided in this application shows that the vehicle weight determination device 300 includes:

[0148] The acquisition module 301 is used to acquire vehicle data, including transmission gear position, acceleration, speed and drive torque;

[0149] The equivalent rotational mass determination module 302 is used to determine the equivalent rotational mass and total transmission ratio of the transmission system based on the gearbox gear position.

[0150] The vehicle weight determination module 303 is used to determine the vehicle weight based on 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 used for:

[0152] Based on the preset mapping relationship between gearbox gears and total gear ratios, the total gear ratio corresponding to the gearbox gear is determined;

[0153] The rotational inertia parameter corresponding to the gearbox gear is determined based on the preset mapping relationship between gearbox gear and rotational inertia parameter.

[0154] The equivalent rotating mass is determined based on the rotational inertia parameter, the overall transmission ratio, the wheel radius, and the preset rear axle transmission ratio.

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

[0156] The driving resistance is determined based on the driving resistance calibration parameters and the speed.

[0157] The driving resistance acceleration is determined based on the driving resistance acceleration calibration parameters and the speed.

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

[0159] Optionally, the acquisition module 301 is further configured to:

[0160] Obtain 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 slope angle.

[0163] Optionally, the acquisition module 301 is further configured to:

[0164] The system acquires the vehicle's current transmission gear, speed, and drive torque, as well as the acceleration after a preset delay, as a set of vehicle data.

[0165] Optionally, 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;

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

[0167] The first part of the equivalent rotating mass is determined by the gearbox front moment of inertia parameter, the overall gear ratio, and the wheel radius;

[0168] The second part of the equivalent rotating mass is determined by the gearbox's rear rotational inertia parameter, the rear axle transmission ratio, and the wheel radius.

[0169] The third part of the equivalent rotating mass is determined by the wheel radius based on the rotational inertia parameter after the reducer.

[0170] The equivalent rotational mass is determined based on the first part of the equivalent rotational mass, the second part of the equivalent rotational mass, and the third part of the equivalent rotational mass.

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

[0172] The control module 304 is also used to determine the longitudinal control output signal of the vehicle based on 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 will not be described in detail here.

[0174] Figure 4 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 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0175] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

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

[0177] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0178] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0179] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0180] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0181] This application also provides a vehicle including a controller capable of performing the methods of the above embodiments.

[0182] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0183] The aforementioned 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0184] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0185] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

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

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

[0188] If a function is implemented as 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 this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0189] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0190] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for determining the weight of a vehicle, characterized in that, The method includes: Acquire vehicle data, including transmission gear position, acceleration, speed, and drive torque; Based on the gearbox gear position, determine the equivalent rotating mass and total transmission ratio of the transmission system; 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. The step of determining the equivalent rotating mass and total transmission ratio of the transmission system based on the gearbox gear position includes: Based on the preset mapping relationship between gearbox gears and total gear ratios, the total gear ratio corresponding to the gearbox gear is determined; The rotational inertia parameter corresponding to the gearbox gear is determined based on the preset mapping relationship between gearbox gear and rotational inertia parameter. The equivalent rotating mass is determined based on the rotational inertia parameter, the overall transmission ratio, the wheel radius, and the preset rear axle transmission ratio. The rotational inertia parameters include: the rotational inertia parameters of the front of the gearbox, the rotational inertia parameters of the rear of the gearbox, and the rotational inertia parameters of the rear of the reducer; Accordingly, determining the equivalent rotating mass based on the moment of inertia parameter, the overall transmission ratio, the rear axle transmission ratio, and the wheel radius includes: The first part of the equivalent rotating mass is determined by the gearbox front moment of inertia parameter, the overall gear ratio, and the wheel radius; The second part of the equivalent rotating mass is determined by the gearbox's rear rotational inertia parameter, the rear axle transmission ratio, and the wheel radius. The third part of the equivalent rotating mass is determined by the wheel radius based on the rotational inertia parameter after the reducer. The equivalent rotational mass is determined based on the first part of the equivalent rotational mass, the second part of the equivalent rotational mass, and the third part of the equivalent rotational mass.

2. The method according to claim 1, characterized in that, The preset calibration parameters include driving resistance calibration parameters and driving resistance acceleration calibration parameters. Determining the vehicle weight based on the equivalent rotating mass, the total transmission ratio, the acceleration, the speed, the drive torque, and the preset calibration parameters includes: The driving resistance is determined based on the driving resistance calibration parameters and the speed. The driving resistance acceleration is determined based on the driving resistance acceleration calibration parameters and the speed. The vehicle weight is determined based on the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, and the driving torque.

3. The method according to claim 2, characterized in that, The method further includes: Obtain the slope angle of the road where the vehicle is located; Accordingly, determining the vehicle weight based on 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 based on the driving resistance, the driving resistance acceleration, the equivalent rotational mass, the total transmission ratio, the acceleration, the driving torque, and the slope angle.

4. The method according to claim 1, characterized in that, The acquisition of vehicle data includes: The system acquires the vehicle's current transmission gear, speed, and drive torque, as well as the acceleration after a preset delay, as a set of vehicle data.

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

6. A device for determining the weight of a vehicle, characterized in that, The device includes: The acquisition module is used to acquire vehicle data, including transmission gear position, acceleration, speed and drive torque; An equivalent rotating mass determination module is used to determine the equivalent rotating mass and total transmission ratio of the transmission system based on the gearbox gear position. The vehicle weight determination module is used to determine the vehicle weight based on the equivalent rotational mass, the total transmission ratio, the acceleration, the speed, the drive torque, and preset calibration parameters. The equivalent rotational mass determination module is specifically used to determine the total transmission ratio corresponding to the gearbox gear according to a preset mapping relationship between gearbox gear and total transmission ratio; determine the rotational inertia parameter corresponding to the gearbox gear according to a preset mapping relationship between gearbox gear and rotational inertia parameter; and determine the equivalent rotational mass according to the rotational inertia parameter, the total transmission ratio, the wheel radius and the preset rear axle transmission ratio. The rotational inertia parameters include: the rotational inertia parameters of the front of the gearbox, the rotational inertia parameters of the rear of the gearbox, and the rotational inertia parameters of the rear of the reducer; The equivalent rotational mass determination module is further specifically used to determine a first part of the equivalent rotational mass using the front rotational inertia parameter of the gearbox, the overall transmission ratio, and the wheel radius; to determine a second part of the equivalent rotational mass using the rear rotational inertia parameter of the gearbox, the rear axle transmission ratio, and the wheel radius; to determine a third part of the equivalent rotational mass using the rear rotational inertia parameter of the reducer and the wheel radius; and to determine the equivalent rotational mass based on the first part, the second part, and the third part.

7. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-5.

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