Control method, device and equipment for executing mechanism of vehicle and storage medium

Abstract

The invention provides a control method and device for an executing mechanism of a vehicle, equipment and a storage medium. The control method comprises the steps that whether a vehicle automatic control instruction is received or not is determined; and if the vehicle self-control instruction is received, a control strategy is formed based on the rotor angle of the vehicle driving motor, the first communication detection signal, the second communication detection signal or the battery remaining capacity, and a specific execution mechanism of the vehicle is controlled to operate based on the control strategy. By adopting the technical scheme provided by the invention, the problem that the vehicle possibly stops due to non-driver expected actions or false alarm faults in a strong electromagnetic interference environment such as an electrolytic aluminum factory is solved, and the vehicle can stably run at a low speed under a strong electromagnetic interference working condition, so that the reliability and the safety of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a control method, device, equipment and storage medium for an actuator of a vehicle. Background Art

[0002] New energy vehicles use clean energy, do not emit harmful gases, and can effectively reduce air pollution and greenhouse gas emissions. At the same time, they have the advantages of high energy conversion efficiency, low charging costs, and operating cost savings. With the support of national policies, they are being used in more and more scenarios, especially in short-term operation conditions such as electrolytic aluminum plants. New energy vehicles are equipped with a large number of precision electronic equipment such as sensors, signal acquisition circuits, signal transmission circuits, and controllers. In a strong electromagnetic interference environment, it is easy to cause actions that are not expected by the driver or false faults, resulting in parking, which limits the promotion of new energy vehicles in strong electromagnetic interference conditions such as electrolytic aluminum plants. At present, a small number of new energy vehicles operating in electrolytic aluminum plants have invested a lot of money to take additional electromagnetic protection measures for the wiring harness and controller in order to deal with the electromagnetic interference problem, such as sealing the controller in an electromagnetic shielding box and adding metal bellows to the wiring harness.

[0003] However, although additional electromagnetic protection measures can alleviate the electromagnetic interference problem to a certain extent, they also increase the overall cost and maintenance difficulty of the vehicle, making the widespread application of new energy vehicles in strong electromagnetic interference environments still challenging. Summary of the invention

[0004] In view of this, the embodiments of the present application provide a control method, device, equipment and storage medium for a vehicle's actuator, which solves the problem of the vehicle stopping due to non-driver expected actions or false alarms in strong electromagnetic interference environments such as aluminum electrolytic plants, and enables the vehicle to run stably at a low speed under strong electromagnetic interference conditions, thereby improving the reliability and safety of the vehicle.

[0005] This application mainly includes the following aspects:

[0006] In a first aspect, an embodiment of the present application provides a method for controlling an actuator of a vehicle, the control method comprising:

[0007] Determine whether a vehicle automatic control command is received;

[0008] If a vehicle self-control command is received, a control strategy is formed based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and the operation of a specific actuator of the vehicle is controlled based on the control strategy.

[0009] Furthermore, the control strategy is formed based on the rotor angle of the vehicle drive motor to control the operation of a specific actuator of the vehicle, including:

[0010] Obtaining the stator current and stator voltage of the vehicle drive motor;

[0011] Inputting the stator current and stator voltage of the vehicle drive motor into the motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model;

[0012] determining a control voltage of the vehicle drive motor based on a rotor angle of the vehicle drive motor;

[0013] Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed; wherein the vehicle drive motor is used to drive the wheels.

[0014] Further, forming a control strategy based on the first communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, includes:

[0015] Acquire a first communication detection signal;

[0016] If the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas tank;

[0017] If the first communication detection signal is normal, a vehicle air pump motor control instruction is obtained; and in response to the vehicle air pump motor control instruction, the vehicle air pump motor is controlled to operate.

[0018] Further, the forming of a control strategy based on the second communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, includes:

[0019] Acquire a second communication detection signal;

[0020] If the second communication detection signal is abnormal, it is determined that the vehicle steering motor control instruction cannot be obtained, and whether the vehicle speed is greater than the upper limit of the abnormal driving speed range is determined; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle steering motor is controlled to run at a rated speed; wherein the vehicle steering motor is used for vehicle steering;

[0021] If the second communication detection signal is normal, a vehicle steering motor control instruction is obtained; and in response to the vehicle steering motor control instruction, the vehicle steering motor is controlled to operate.

[0022] Furthermore, the control strategy is formed based on the remaining battery power to control the operation of a specific actuator of the vehicle, including:

[0023] Determine the remaining battery capacity based on a preset battery constant output current;

[0024] If the remaining battery power is less than the preset charging threshold, the charging device is controlled to charge the battery.

[0025] In a second aspect, an embodiment of the present application further provides a control device for an actuator of a vehicle, the control device comprising:

[0026] A command receiving and determining module, for determining whether a vehicle automatic control command has been received;

[0027] The execution module, if receiving a vehicle self-control instruction, forms a control strategy based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and controls the operation of a specific actuator of the vehicle based on the control strategy.

[0028] Furthermore, when the execution module is used to form a control strategy based on the remaining battery power to control the operation of a specific execution mechanism of the vehicle, it is also specifically used to:

[0029] Obtaining the stator current and stator voltage of the vehicle drive motor;

[0030] Inputting the stator current and stator voltage of the vehicle drive motor into the motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model;

[0031] determining a control voltage of the vehicle drive motor based on a rotor angle of the vehicle drive motor;

[0032] Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed; wherein the vehicle drive motor is used to drive the wheels.

[0033] Furthermore, when the execution module is used to form a control strategy based on the first communication detection signal and control the operation of a specific execution mechanism of the vehicle based on the control strategy, it is also specifically used to:

[0034] Acquire a first communication detection signal;

[0035] If the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas tank;

[0036] If the first communication detection signal is normal, a vehicle air pump motor control instruction is obtained; and in response to the vehicle air pump motor control instruction, the vehicle air pump motor is controlled to operate.

[0037] In a third aspect, an embodiment of the present application further provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the method for controlling the actuator of the vehicle described in the first aspect or any possible implementation manner of the first aspect.

[0038] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of controlling the actuator of the vehicle as described in the first aspect or any possible implementation manner of the first aspect are executed.

[0039] The embodiments of the present application provide a control method, device, equipment and storage medium for an actuator of a vehicle. First, it is determined whether a vehicle self-control command is received; then, if a vehicle self-control command is received, a control strategy is formed based on the rotor angle of the vehicle drive motor, a first communication detection signal, a second communication detection signal or the remaining battery power, and the operation of a specific actuator of the vehicle is controlled based on the control strategy.

[0040] In this way, the problem of vehicle stopping due to non-driver expected actions or false alarms in strong electromagnetic interference environments such as aluminum smelters is solved, and the vehicle can run stably at a low speed under strong electromagnetic interference conditions, thereby improving the reliability and safety of the vehicle.

[0041] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0043] Figure 1 One of the flow charts of a method for controlling an actuator of a vehicle provided in an embodiment of the present application is shown;

[0044] Figure 2 A second flowchart of a method for controlling an actuator of a vehicle provided in an embodiment of the present application is shown;

[0045] Figure 3A third flowchart of a method for controlling an actuator of a vehicle provided in an embodiment of the present application is shown;

[0046] Figure 4 A fourth flowchart of a method for controlling an actuator of a vehicle provided in an embodiment of the present application is shown;

[0047] Figure 5 A fifth flowchart of a method for controlling an actuator of a vehicle provided in an embodiment of the present application is shown;

[0048] Figure 6 A schematic diagram showing the structure of a control device for an actuator of a vehicle provided in an embodiment of the present application is shown;

[0049] Figure 7 A schematic structural diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0050] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art, under the guidance of the content of the present application, can add one or more other operations to the flowchart, or remove one or more operations from the flowchart.

[0051] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0052] The following methods, devices, electronic devices or computer-readable storage media of the embodiments of the present application can be applied to any scenario requiring vehicle control. The embodiments of the present application are not limited to specific application scenarios. Any control method and device scheme of the actuator of the vehicle provided by the embodiments of the present application is within the scope of protection of the present application.

[0053] It is worth noting that new energy vehicles use clean energy, do not emit harmful gases, can effectively reduce air pollution and greenhouse gas emissions, and have the advantages of high energy conversion efficiency, low charging costs, and operating cost savings. With the support of national policies, they are being used in more and more scenarios, especially in short-term working conditions such as electrolytic aluminum plants, where they have significant potential. New energy vehicles are equipped with a large number of precision electronic equipment such as sensors, signal acquisition circuits, signal transmission circuits, and controllers. In a strong electromagnetic interference environment, they are prone to cause actions that are not expected by the driver or false alarms of faults, resulting in parking, which limits the promotion of new energy vehicles in strong electromagnetic interference conditions such as electrolytic aluminum plants. At present, a small number of new energy vehicles operating in electrolytic aluminum plants have invested a lot of money to take additional electromagnetic protection measures for wiring harnesses and controllers in order to deal with electromagnetic interference problems, such as sealing the controller in an electromagnetic shielding box and adding metal bellows to the wiring harness. However, although additional electromagnetic protection measures have alleviated the electromagnetic interference problem to a certain extent, they have also increased the overall cost and maintenance difficulty of the vehicle, making the widespread application of new energy vehicles in strong electromagnetic interference environments still face challenges.

[0054] In response to the above problems, the embodiments of the present application propose a control method, device, equipment and storage medium for a vehicle's actuator, which solves the problem of the vehicle stopping due to non-driver expected actions or false alarms in strong electromagnetic interference environments such as aluminum electrolytic plants, and enables the vehicle to run stably at a low speed under strong electromagnetic interference conditions, thereby improving the reliability and safety of the vehicle.

[0055] To facilitate the understanding of the present application, the technical solution provided by the present application is described in detail below in conjunction with specific embodiments.

[0056] See also Figure 1 , Figure 1 This is one of the flow charts of a method for controlling an actuator of a vehicle provided in an embodiment of the present application.

[0057] New energy vehicles are equipped with a large number of controllers, and the normal operation of these controllers depends on the signals collected by various sensors. For example, the vehicle controller needs to collect signals from the accelerator pedal and the brake pedal to calculate the driver's demand for driving and braking; the drive motor controller controls the output torque by collecting resolver signals; the battery management system estimates the remaining battery power by collecting current signals, etc. However, in a strong electromagnetic interference environment, sensors, signal acquisition circuits, and signal transmission circuits are easily interfered with, resulting in offset or distortion of the collected signals, especially analog signals. This electromagnetic interference may cause the vehicle to take actions that the driver does not expect, or falsely report faults such as electronic control overtemperature and electronic control overcurrent, causing the vehicle to stop. Therefore, in a strong electromagnetic interference environment (such as an aluminum smelter), new energy vehicles cannot operate.

[0058] like Figure 1 As shown in the figure, the control method of the actuator of the vehicle provided in the embodiment of the present application includes the following steps:

[0059] Step S101, determining whether a vehicle automatic control instruction is received.

[0060] Here, when the driver determines that the vehicle is about to enter a strong electromagnetic interference environment, the driver can press the automatic control mode switch to put the vehicle into automatic control mode. After entering the automatic control mode, the system assumes that the vehicle is in a strong electromagnetic interference environment and starts the corresponding control strategy to ensure the safe operation of the vehicle in a harsh electromagnetic environment. Strong electromagnetic interference can have a significant impact on the acquisition of analog and digital quantities, which may cause the vehicle to have unexpected actions or trigger a fault stop. In the automatic control mode, the system optimizes the control strategy to minimize the application of analog and digital quantities in vehicle operation, thereby reducing the negative impact of strong electromagnetic interference on the vehicle control system and ensuring the stable operation of the vehicle in a harsh electromagnetic environment.

[0061] In the non-autonomous control mode, the vehicle controller collects signals from the accelerator pedal and the brake pedal to analyze the driver's acceleration and deceleration requirements, and then sends a target torque command to the drive motor controller. Under driving conditions, a positive target torque is output; under braking conditions, a negative target torque is output to achieve motor braking. The vehicle drive motor controller accurately controls the output of the motor according to the instructions of the vehicle controller, thereby completing the driving and braking of the vehicle. In addition, the vehicle controller will also control the steering power controller according to the state of the high-voltage system to provide power for the steering system; at the same time, it controls the air pump motor controller based on the vehicle air pressure data to ensure the normal operation of the air pressure system. Among them, the vehicle controller, as the control core of the vehicle, is responsible for collecting the driver's operation information and coordinating and controlling the vehicle's driving, braking, steering power and other functions. However, in a strong electromagnetic interference environment, the signals of the brake pedal and the accelerator pedal may be interfered with and cannot accurately reflect the driver's true operating intentions; at the same time, signals such as air pressure acquisition may also be distorted, resulting in the vehicle controller being unable to obtain the true state of the vehicle, thereby affecting the normal operation of the control system.

[0062] Step S102, if a vehicle self-control instruction is received, a control strategy is formed based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and the operation of a specific actuator of the vehicle is controlled based on the control strategy.

[0063] Here, the specific actuator may include but is not limited to: a vehicle drive motor, a vehicle air pump motor, a vehicle steering motor and a charging device. Among them, the vehicle drive motor is used to drive the wheels; the vehicle steering motor is used for vehicle steering; and the vehicle air pump motor is used to deliver gas to the vehicle gas tank.

[0064] In the self-control mode, the vehicle controller will no longer respond to the driver's throttle and brake signals. Specifically, it will cancel the drive and braking torque commands sent to the drive motor controller and instead autonomously coordinate the vehicle's power output and braking behavior based on the control strategy or environmental conditions.

[0065] Regarding step S102, forming a control strategy based on the rotor angle of the vehicle drive motor, and controlling the operation of the specific actuator of the vehicle based on the control strategy is an automatic control strategy for the vehicle under driving conditions. When the vehicle is under driving conditions and not in self-control mode, the drive motor controller receives the vehicle drive motor command sent by the vehicle controller, responds to the vehicle drive motor command, and realizes precise control of the motor. However, in a strong electromagnetic interference environment, the resolver sensor signal received by the drive motor controller may be interfered, resulting in the inability to accurately obtain the actual speed and angle of the motor, thereby causing the motor control to fail, which is specifically manifested as the motor failing to operate normally or falsely reporting a fault. In addition, key parameters such as the collected temperature signal may also be distorted due to interference, falsely reporting an over-temperature fault, triggering a protection mechanism, and causing the motor to stop working. Therefore, the drive motor controller no longer responds to the vehicle drive motor command in the self-control mode, and the vehicle controller will send a prohibition shift command to the gearbox controller to prevent interference during shifting and causing shift failure. The drive motor controller outputs torque autonomously by setting a preset constant vehicle speed and using a PID algorithm to ensure that the vehicle runs smoothly in a low-speed creep state. As an example, the preset constant vehicle speed is 15km / h. The signals that are susceptible to interference in the drive motor controller mainly include temperature acquisition signals and resolver signals. After entering the automatic control mode, the vehicle is in a low-speed creeping state. At this time, the vehicle load is small, the output power of the drive motor controller is lower than the rated value and is relatively stable, the heat generated by the motor is less, and there will be no overheating. Therefore, temperature faults are shielded to avoid vehicle parking due to false triggering of overtemperature faults. In addition, the resolver signal collected by the drive motor controller is also susceptible to interference, so the controller switches the control mode from vector control with resolver sensor to vector control without resolver sensor to ensure stable operation in a strong electromagnetic interference environment.

[0066] The following will be combined Figure 2 To illustrate how to form a control strategy based on the rotor angle of the vehicle drive motor, and control the operation of specific actuators of the vehicle based on the control strategy.

[0067] See also Figure 2 , Figure 2 This is a second flowchart of a method for positioning a mobile device provided in an embodiment of the present application.

[0068] like Figure 2As shown in , regarding forming a control strategy based on the rotor angle of the vehicle drive motor, and controlling the operation of a specific actuator of the vehicle based on the control strategy, in a specific implementation, as an example, the following steps may be included:

[0069] Step S201, obtaining the stator current and stator voltage of the vehicle drive motor.

[0070] Here, the stator current and stator voltage of the vehicle drive motor are obtained by converting the original stator current and original stator voltage in a two-phase fixed coordinate system (α-β coordinate system).

[0071] Step S202 , inputting the stator current and stator voltage of the vehicle drive motor into a motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model.

[0072] Here, the stator current and stator voltage of the vehicle drive motor are input into the motor estimation model, and the rotor angle of the vehicle drive motor is obtained using the Kalman filter algorithm.

[0073] Step S203 : determining a control voltage of the vehicle drive motor based on the rotor angle of the vehicle drive motor.

[0074] Here, the three-phase stator current is converted into two-phase current components in the α-β coordinate system through coordinate transformation; then, based on the rotor angle of the vehicle drive motor, the current components in the two-phase fixed coordinate system are further converted into the rotating coordinate system (dq axis coordinate system), thereby decoupling the stator current into the excitation current component and the torque current component. By controlling the excitation current component, the rotor flux can be precisely adjusted; by controlling the torque current component, the electromagnetic torque can be controlled. Finally, the PID algorithm is used to convert the control of the excitation current component and the torque current component into the control of the voltage, and the voltage control in the rotating coordinate system is converted into the control of the three-phase voltage through the inverse coordinate transformation, thereby completing the closed-loop control of the vehicle drive motor. The above steps realize the vector control without rotary transformer sensor.

[0075] Since the rotary sensorless vector control has problems such as low signal-to-noise ratio, proportional relationship between back electromotive force and speed, and insufficient sampling accuracy in the low-speed starting area, the estimated rotor angle may have errors, which in turn affects the smoothness of the torque output. Therefore, after entering the automatic control mode, the rotary sensor vector control method is first used to ensure the control accuracy and stability under low-speed conditions. Here, the rotor angle of the vehicle drive motor in the rotary sensor vector control method is collected by the rotary sensor; after the vehicle reaches the target speed, it is switched to the rotary sensorless vector control to take into account both control efficiency and system reliability.

[0076] Step S204: Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed.

[0077] Here, the target vehicle speed is a preset constant vehicle speed.

[0078] Regarding step S102, forming a control strategy based on the first communication detection signal and controlling the operation of the specific actuator of the vehicle based on the control strategy is an automatic control strategy for the vehicle under braking conditions. In the self-control mode, when the brake pedal is stepped on, the pull rod will move the brake valve pull arm downward, so that the air inlet of the upper chamber of the brake valve is connected to the outlet of the upper chamber, and the air inlet of the lower chamber of the brake valve is connected to the outlet of the lower chamber, thereby triggering the air brake. However, since the vehicle controller does not respond to the brake pedal signal in the self-control mode, stepping on the brake pedal at this time will not trigger the electric brake, and the electric brake function is in an invalid state. Deep braking will be intervened by the air brake to achieve vehicle braking, where deep braking means that the brake pedal is stepped on more than 30%.

[0079] The following will be combined Figure 3 To illustrate how to form a control strategy based on the first communication detection signal, and control the operation of a specific actuator of the vehicle based on the control strategy.

[0080] See also Figure 3 , Figure 3 This is a third flowchart of a method for positioning a mobile device provided in an embodiment of the present application.

[0081] like Figure 3 As shown in , regarding forming a control strategy based on the first communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, in specific implementation, as an example, the following steps may be included:

[0082] Step S301: Acquire a first communication detection signal.

[0083] Here, the first communication detection signal is a life signal for confirming the communication status between the vehicle controller and the air pump motor controller.

[0084] Step S302: if the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range.

[0085] Here, the abnormality of the first communication detection signal indicates that the communication status between the vehicle controller and the air pump motor controller is abnormal, and the vehicle air pump motor control instruction cannot be obtained, and the air pump motor controller starts the safety redundancy strategy. The air pump motor controller determines that the first communication detection signal is abnormal, and the air pump motor controller no longer responds to the vehicle air pump motor control instruction.

[0086] The vehicle controller sends the vehicle air pump motor control command to the air pump motor controller through CAN communication, driving the air pump motor controller to work and supply air to the vehicle air tank to meet the needs of air braking. Due to the high reliability of CAN communication, the air pump motor controller can stably respond to the instructions of the vehicle controller in the automatic control mode, ensuring the normal operation of the vehicle air pump motor and the reliable air supply of the braking system.

[0087] As an example, the abnormal driving speed range is less than 3 km / h.

[0088] Step S303: If the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule.

[0089] Among them, if the vehicle speed is less than or equal to the upper limit of the abnormal driving speed range, the vehicle is determined to be driving abnormally. Here, abnormal driving includes: parking, low-speed driving and starting, etc. The time rule is that the vehicle air pump motor runs for two minutes, stops for four minutes, and runs in a cycle. In order to prevent the air pump motor controller and the vehicle air pump motor from being damaged due to overheating caused by long working time, the system adopts the following protection measures: through the cyclic start-stop strategy, the air pump motor is controlled to run at the rated speed for two minutes, then stop for four minutes, and repeat the cycle. Since the vehicle has an air tank, the cyclic start-stop will not affect the braking of the entire vehicle.

[0090] Step S304: if the first communication detection signal is normal, obtaining a vehicle air pump motor control instruction; and controlling the vehicle air pump motor to operate in response to the vehicle air pump motor control instruction.

[0091] Regarding step S102, forming a control strategy based on the second communication detection signal and controlling the operation of a specific actuator of the vehicle based on the control strategy is an automatic control strategy for the vehicle under a steering condition.

[0092] The following will be combined Figure 4 To illustrate how to form a control strategy based on the second communication detection signal, and control the operation of a specific actuator of the vehicle based on the control strategy.

[0093] See also Figure 4 , Figure 4 This is a fourth flowchart of a method for positioning a mobile device provided in an embodiment of the present application.

[0094] like Figure 4 As shown in , regarding forming a control strategy based on the second communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, in specific implementation, as an example, the following steps may be included:

[0095] Step S401: Acquire a second communication detection signal.

[0096] Here, the second communication detection signal is a life signal for confirming the communication status between the vehicle controller and the steering motor controller.

[0097] Step S402: if the second communication detection signal is abnormal, it is determined that the vehicle steering motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range.

[0098] Here, the abnormality of the second communication detection signal indicates that the communication status between the vehicle controller and the steering motor controller is abnormal, and the vehicle steering motor control command cannot be obtained, and the steering motor controller starts the safety redundancy strategy. The air pump motor controller determines that the second communication detection signal is abnormal, and the steering motor controller no longer responds to the vehicle steering motor control command.

[0099] The vehicle controller sends control instructions to the steering motor controller through CAN communication, driving the steering power motor controller to work and provide steering assistance for the vehicle steering system to meet the vehicle's steering needs. Due to the high reliability of CAN communication, the steering motor controller can stably respond to the instructions of the vehicle controller in the self-control mode, ensuring the precise control of the vehicle's steering assistance and the stable operation of the steering system.

[0100] Step S403: If the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle steering motor is controlled to run at a rated speed.

[0101] Step S404: if the second communication detection signal is normal, obtaining a vehicle steering motor control instruction; and controlling the vehicle steering motor to operate in response to the vehicle steering motor control instruction.

[0102] Regarding step S102, forming a control strategy based on the remaining battery power, and controlling the operation of specific actuators of the vehicle based on the control strategy is an automatic control strategy for vehicle charging equipment. Here, the power battery is the power source of the whole vehicle, and its normal operation depends on the real-time collection and monitoring of the battery cell temperature, current, voltage and other information by the battery management system (BMS). However, in a strong electromagnetic interference environment, the temperature, voltage and current acquisition signals of the battery cell are susceptible to serious interference, which may lead to false alarms of over-temperature, over-current, over-voltage and battery remaining power (SOC) jumps and other faults, thereby affecting the normal operation of the vehicle. In order to ensure the stability of the vehicle in a harsh electromagnetic environment, in the self-control mode, the battery management system will shield over-temperature, over-voltage, over-current and other related faults to avoid vehicle parking or performance degradation due to false triggering of faults, and at the same time ensure the safe operation of the power battery by optimizing the control strategy.

[0103] The following will be combined Figure 5 To illustrate how to form a control strategy based on the remaining battery power, and control the operation of specific actuators of the vehicle based on the control strategy.

[0104] See also Figure 5 , Figure 5 This is a fifth flow chart of a method for positioning a mobile device provided in an embodiment of the present application.

[0105] like Figure 5 As shown in , regarding forming a control strategy based on the remaining battery power, and controlling the operation of a specific actuator of the vehicle based on the control strategy, in specific implementation, as an example, the following steps may be included:

[0106] Step S501, determining the remaining battery power based on a preset constant battery output current.

[0107] Here, the preset constant output current of the battery is the average value of the constant current. The battery management system needs to accurately collect the current value when calculating the SOC, and the current is easily disturbed, which will cause faults such as SOC jump and discharge over-limit. Therefore, the output current average value is obtained by testing the power battery output power under the preset constant speed condition. When entering the automatic control mode, the power battery estimates the SOC based on the constant current average value obtained from the test, which reduces the probability of failure and will not cause parking due to SOC jump. In this application, if the automatic control mode is canceled, the actual SOC is calibrated according to the normal voltage, current, and temperature signals after the automatic control mode is canceled.

[0108] Step S502: If the remaining power of the battery is less than a preset charging threshold, the charging device is controlled to charge the battery.

[0109] In this application, in the automatic control mode, when the vehicle reverses, the vehicle controller controls the motor to reverse. At the same time, when entering the automatic control mode, all controllers cancel analog faults such as overtemperature, and shield analog acquisition faults such as temperature, to avoid false alarms that cause system abnormalities.

[0110] A control method for a vehicle's actuator is provided in an embodiment of the present application. Through the method, the problem of the vehicle stopping due to non-driver expected actions or false alarms in strong electromagnetic interference environments such as aluminum electrolytic plants is solved, and the vehicle can be allowed to run stably at a low speed under strong electromagnetic interference conditions, thereby improving the reliability and safety of the vehicle.

[0111] Based on the same application concept, the embodiments of the present application also provide a control device for the actuator of the vehicle corresponding to the control method for the actuator of the vehicle provided in the above embodiments. Since the principle of solving the problem by the device in the embodiments of the present application is similar to the control method for the actuator of the vehicle in the above embodiments of the present application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0112] See also Figure 6 , Figure 6A schematic diagram of the structure of a control device for an actuator of a vehicle provided in an embodiment of the present application.

[0113] like Figure 6 As shown in FIG. , the control device 610 of the actuator of the vehicle provided in the embodiment of the present application includes:

[0114] The command receiving determination module 611 determines whether a vehicle automatic control command is received;

[0115] The execution module 612, if receiving a vehicle self-control instruction, forms a control strategy based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and controls the operation of a specific actuator of the vehicle based on the control strategy.

[0116] Furthermore, when the execution module 612 is used to form a control strategy based on the remaining battery power to control the operation of a specific execution mechanism of the vehicle, it is also specifically used to:

[0117] Obtaining the stator current and stator voltage of the vehicle drive motor;

[0118] Inputting the stator current and stator voltage of the vehicle drive motor into the motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model;

[0119] determining a control voltage of the vehicle drive motor based on a rotor angle of the vehicle drive motor;

[0120] Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed; wherein the vehicle drive motor is used to drive the wheels.

[0121] Furthermore, when the execution module 612 is used to form a control strategy based on the first communication detection signal and control the operation of a specific execution mechanism of the vehicle based on the control strategy, it is also specifically used to:

[0122] Acquire a first communication detection signal;

[0123] If the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas tank;

[0124] If the first communication detection signal is normal, a vehicle air pump motor control instruction is obtained; and in response to the vehicle air pump motor control instruction, the vehicle air pump motor is controlled to operate.

[0125] Furthermore, when the execution module 612 is used to form a control strategy based on the second communication detection signal and control the operation of a specific execution mechanism of the vehicle based on the control strategy, it is also specifically used to:

[0126] Acquire a second communication detection signal;

[0127] If the second communication detection signal is abnormal, it is determined that the vehicle steering motor control instruction cannot be obtained, and whether the vehicle speed is greater than the upper limit of the abnormal driving speed range is determined; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle steering motor is controlled to run at a rated speed; wherein the vehicle steering motor is used for vehicle steering;

[0128] If the second communication detection signal is normal, a vehicle steering motor control instruction is obtained; and in response to the vehicle steering motor control instruction, the vehicle steering motor is controlled to operate.

[0129] Furthermore, when the execution module 612 is used to form a control strategy based on the remaining battery power to control the operation of a specific execution mechanism of the vehicle, it is also specifically used to:

[0130] Determine the remaining battery capacity based on a preset battery constant output current;

[0131] If the remaining battery power is less than the preset charging threshold, the charging device is controlled to charge the battery.

[0132] A control device for a vehicle's actuator is provided in an embodiment of the present application. Through the device, the problem of the vehicle stopping due to non-driver expected actions or false alarms in strong electromagnetic interference environments such as aluminum electrolytic plants is solved, and the vehicle can be allowed to run stably at a low speed under strong electromagnetic interference conditions, thereby improving the reliability and safety of the vehicle.

[0133] See also Figure 7 , Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0134] like Figure 7 As shown in , the electronic device 700 includes a processor 710 , a memory 720 and a bus 730 .

[0135] The memory 720 stores machine-readable instructions executable by the processor 710. When the electronic device 700 is running, the processor 710 communicates with the memory 720 via the bus 730. When the machine-readable instructions are executed by the processor 710, the above-mentioned Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5The specific implementation of the steps of the method for controlling the actuator of the vehicle in the method embodiment shown can be found in the method embodiment, which will not be repeated here.

[0136] The present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The specific implementation of the steps of the method for controlling the actuator of the vehicle in the method embodiment shown can be found in the method embodiment, which will not be repeated here.

[0137] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here. In the several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, 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 through some communication interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0138] 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.

[0139] In addition, each functional unit in each embodiment of the present application 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.

[0140] 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 non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application, 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, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, etc., various media that can store program codes.

[0141] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling an actuator of a vehicle, characterized in that: The control method comprises: Determine whether a vehicle automatic control command is received; If a vehicle self-control command is received, a control strategy is formed based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and the operation of a specific actuator of the vehicle is controlled based on the control strategy.

2. The control method according to claim 1, characterized in that: The control strategy is formed based on the rotor angle of the vehicle drive motor to control the operation of a specific actuator of the vehicle, including: Obtaining the stator current and stator voltage of the vehicle drive motor; Inputting the stator current and stator voltage of the vehicle drive motor into the motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model; determining a control voltage of the vehicle drive motor based on a rotor angle of the vehicle drive motor; Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed; wherein the vehicle drive motor is used to drive the wheels.

3. The control method according to claim 1, characterized in that: The forming of a control strategy based on the first communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, comprises: Acquire a first communication detection signal; If the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas tank; If the first communication detection signal is normal, a vehicle air pump motor control instruction is obtained; and in response to the vehicle air pump motor control instruction, the vehicle air pump motor is controlled to operate.

4. The control method according to claim 1, characterized in that: The forming of a control strategy based on the second communication detection signal, and controlling the operation of a specific actuator of the vehicle based on the control strategy, includes: Acquire a second communication detection signal; If the second communication detection signal is abnormal, it is determined that the vehicle steering motor control instruction cannot be obtained, and whether the vehicle speed is greater than the upper limit of the abnormal driving speed range is determined; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle steering motor is controlled to run at a rated speed; wherein the vehicle steering motor is used for vehicle steering; If the second communication detection signal is normal, a vehicle steering motor control instruction is obtained; and in response to the vehicle steering motor control instruction, the vehicle steering motor is controlled to operate.

5. The control method according to claim 1, characterized in that: The control strategy is formed based on the remaining battery power to control the operation of specific actuators of the vehicle, including: Determine the remaining battery capacity based on a preset battery constant output current; If the remaining battery power is less than the preset charging threshold, the charging device is controlled to charge the battery.

6. A control device for an actuator of a vehicle, characterized in that: The control device comprises: A command receiving and determining module determines whether a vehicle automatic control command has been received; The execution module, if receiving a vehicle self-control instruction, forms a control strategy based on the rotor angle of the vehicle drive motor, the first communication detection signal, the second communication detection signal or the remaining battery power, and controls the operation of a specific actuator of the vehicle based on the control strategy.

7. The control device according to claim 6, characterized in that: The execution module is used to form a control strategy based on the remaining battery power to control the operation of a specific execution mechanism of the vehicle, and is also specifically used to: Obtaining the stator current and stator voltage of the vehicle drive motor; Inputting the stator current and stator voltage of the vehicle drive motor into the motor estimation model, and obtaining the rotor angle of the vehicle drive motor output by the motor estimation model; determining a control voltage of the vehicle drive motor based on a rotor angle of the vehicle drive motor; Based on the control voltage, the vehicle drive motor is controlled to operate so that the current vehicle speed reaches the target vehicle speed; wherein the vehicle drive motor is used to drive the wheels.

8. The control device according to claim 6, characterized in that: When the execution module is used to form a control strategy based on the first communication detection signal and control the operation of a specific execution mechanism of the vehicle based on the control strategy, it is also specifically used to: Acquire a first communication detection signal; If the first communication detection signal is abnormal, it is determined that the vehicle air pump motor control instruction cannot be obtained, and it is determined whether the vehicle speed is greater than the upper limit of the abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle air pump motor is controlled to run at a rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas tank; If the first communication detection signal is normal, a vehicle air pump motor control instruction is obtained; and in response to the vehicle air pump motor control instruction, the vehicle air pump motor is controlled to operate.

9. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the control method of the actuator of the vehicle as described in any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for controlling the actuator of a vehicle as claimed in any one of claims 1 to 5 are executed.

Images