A control method, device and equipment of an actuator of a vehicle and a storage medium

Abstract

The application provides a control method, device and equipment of an actuator of a vehicle and a storage medium, and comprises: determining whether a vehicle self-control instruction is received; if the vehicle self-control instruction is received, forming a control strategy based on a rotor angle of a vehicle driving motor, a first communication detection signal, a second communication detection signal or a battery remaining capacity, and controlling a specific actuator of the vehicle to operate based on the control strategy. By using the technical solution provided in the application, the problem that the vehicle may appear non-driver expected action or false failure to stop in a strong electromagnetic interference environment such as an aluminum electrolysis plant is solved, and the vehicle can stably run at low speed in a strong electromagnetic interference working condition, so that the reliability and safety of the vehicle are improved.

Description

TECHNICAL FIELD

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

[0002] New energy vehicles use clean energy and do not emit harmful gases, which can effectively reduce air pollution and greenhouse gas emissions. In addition, new energy vehicles have the advantages of high energy conversion efficiency, low charging cost, and low operating cost. With the support of national policies, new energy vehicles are increasingly applied in more and more scenarios, especially in short reverse working conditions such as electrolytic aluminum plants. New energy vehicles are equipped with a large number of sensors, signal acquisition circuits, signal transmission circuits, and controllers, and other precise electronic devices. In a strong electromagnetic interference environment, the new energy vehicles are prone to cause non-driver expected actions or false fault reports, resulting in parking, which limits the promotion of new energy vehicles in strong electromagnetic interference working conditions such as electrolytic aluminum plants. At present, in order to cope with the problem of electromagnetic interference, a small number of new energy vehicles operating in electrolytic aluminum plants invest a large amount of cost in additional electromagnetic protection measures for wiring harnesses and controllers, such as sealing the controller in an electromagnetic shielding box and adding a metal bellows to the wiring harness.

[0003] However, although the additional electromagnetic protection measures can alleviate the problem of electromagnetic interference to some extent, they also increase the overall cost and maintenance difficulty of the vehicle, making it still challenging for new energy vehicles to be widely used in strong electromagnetic interference environments. SUMMARY

[0004] Therefore, the embodiments of the present application provide a control method, device, equipment and storage medium of an actuator of a vehicle, which solve the problem of non-driver expected actions or false fault reports that may occur in a strong electromagnetic interference environment such as an electrolytic aluminum plant, and enable the vehicle to run stably at low speed in a strong electromagnetic interference working condition, thereby improving the reliability and safety of the vehicle.

[0005] The present application mainly includes the following aspects:

[0006] In a first aspect, the embodiments of the present application provide a control method of an actuator of a vehicle, which comprises:

[0007] determining whether a vehicle self-control instruction is received;

[0008] if the vehicle self-control instruction is received, forming a control strategy based on a rotor angle of a vehicle driving motor, a first communication detection signal, a second communication detection signal, or a battery remaining capacity, and controlling a specific actuator of the vehicle to run based on the control strategy.

[0009] Further, the forming of the control strategy based on the rotor angle of the vehicle driving motor and the control of the specific actuator of the vehicle to run comprises:

[0010] acquire a stator current and a stator voltage of the vehicle driving motor;

[0011] input the stator current and the stator voltage of the vehicle driving motor into a motor estimation model, and acquire a rotor angle of the vehicle driving motor output by the motor estimation model;

[0012] determine a control voltage of the vehicle driving motor based on the rotor angle of the vehicle driving motor;

[0013] control the vehicle driving motor to operate based on the control voltage, so as to make a current vehicle speed reach a target vehicle speed; wherein the vehicle driving motor is used to drive a vehicle wheel.

[0014] Further, the control strategy is formed based on the first communication detection signal, and a specific actuator of the vehicle is controlled to operate based on the control strategy, including:

[0015] acquire the 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 acquired, and it is determined whether the vehicle speed is greater than an upper limit of an 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 operate at a rated speed according to a time rule; wherein the vehicle air pump motor is used to deliver gas to a vehicle gas storage tank;

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

[0018] Further, the control strategy is formed based on the second communication detection signal, and a specific actuator of the vehicle is controlled to operate based on the control strategy, including:

[0019] acquire the 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 acquired, and it is determined whether the vehicle speed is greater than an upper limit of an abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, the vehicle steering motor is controlled to operate at a rated speed; wherein the vehicle steering motor is used for vehicle steering;

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

[0022] Further, the control strategy is formed based on the battery remaining capacity, and a specific actuator of the vehicle is controlled to operate, including:

[0023] determine the remaining battery power based on a preset constant output current of the battery;

[0024] if the remaining battery power is less than a preset charging threshold, control the charging device to charge the battery.

[0025] In a second aspect, the embodiments of the present application also provide a control device of an actuator of a vehicle, which comprises:

[0026] an instruction receiving determination module configured to determine whether a vehicle self-control instruction is received;

[0027] an execution module configured to, if the vehicle self-control instruction is received, form a control strategy based on a rotor angle of a vehicle driving motor, a first communication detection signal, a second communication detection signal, or a remaining battery power, and control a specific actuator of the vehicle to operate based on the control strategy.

[0028] Further, the execution module, when used to form the control strategy based on the remaining battery power and control the specific actuator of the vehicle to operate, is further configured to:

[0029] obtain a stator current and a stator voltage of the vehicle driving motor;

[0030] input the stator current and the stator voltage of the vehicle driving motor into a motor estimation model to obtain a rotor angle of the vehicle driving motor output by the motor estimation model;

[0031] determine a control voltage of the vehicle driving motor based on the rotor angle of the vehicle driving motor;

[0032] control the vehicle driving motor to operate based on the control voltage so that a current vehicle speed reaches a target vehicle speed; wherein the vehicle driving motor is used to drive a vehicle wheel.

[0033] Further, the execution module, when used to form the control strategy based on the first communication detection signal and control the specific actuator of the vehicle to operate based on the control strategy, is further configured to:

[0034] obtain the first communication detection signal;

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

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

[0037] In a third aspect, the embodiments of the present application further provide an electronic device, comprising a processor, a memory and a bus, the memory stores machine readable instructions executable by the processor, when the electronic device is running, the processor communicates with the memory through the bus, and the machine readable instructions are executed by the processor to perform the steps of the control method of the actuator of the vehicle in the first aspect or any possible implementation manner of the first aspect.

[0038] In a fourth aspect, the embodiments of the present application further provide a computer readable storage medium, the computer readable storage medium stores a computer program, and the computer program is executed by the processor to perform the steps of the control of the actuator of the vehicle in the first aspect or any possible implementation manner of the first aspect.

[0039] The embodiments of the present application provide a control method, device, equipment and storage medium of an actuator of a vehicle. First, it is determined whether a vehicle self-control instruction is received. Then, if the vehicle self-control instruction is received, a control strategy is formed based on a rotor angle of a vehicle driving motor, a first communication detection signal, a second communication detection signal or a battery remaining capacity, and a specific actuator of the vehicle is controlled to operate based on the control strategy.

[0040] In this way, the problem that the vehicle may stop due to non-driver expected action or false fault report in a strong electromagnetic interference environment such as an aluminum electrolysis plant is solved, the vehicle can stably run at low speed in a strong electromagnetic interference working condition, and the reliability and safety of the vehicle are improved.

[0041] In order to make the above objectives, characteristics and advantages of the present application more apparent, the following will describe preferred embodiments in detail, and the accompanying drawings will be described as follows. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be considered as a limitation on the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor.

[0043] Figure 1 Fig. 1 shows one of the flowcharts of the control method of the actuator of the vehicle provided by the embodiments of the present application;

[0044] Figure 2 Fig. 2 shows another of the flowcharts of the control method of the actuator of the vehicle provided by the embodiments of the present application;

[0045] Figure 3Fig. 3 shows a flowchart of a method for controlling an actuator of a vehicle according to an embodiment of the present application;

[0046] Figure 4 Fig. 4 shows a flowchart of a method for controlling an actuator of a vehicle according to an embodiment of the present application;

[0047] Figure 5 Fig. 5 shows a flowchart of a method for controlling an actuator of a vehicle according to an embodiment of the present application;

[0048] Figure 6 Fig. 6 shows a schematic diagram of a control device for an actuator of a vehicle according to an embodiment of the present application;

[0049] Figure 7 Fig. 7 shows a schematic diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0050] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to 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 description and illustration, 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 according to the actual proportions. The flowcharts in the present application show the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowcharts can not be implemented in sequence, and the steps without logical context relationship can be reversed in sequence or implemented simultaneously. In addition, one or more other operations can be added to the flowcharts or one or more operations can be removed from the flowcharts under the guidance of the content of the present application.

[0051] In addition, the described embodiments are only some 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 herein can be arranged and designed in various different 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 claimed present application, but only represents 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 creative work are within the scope of protection of the present application.

[0052] The methods, devices, electronic devices or computer readable storage media described in the embodiments of the present application can be applied to any scene requiring vehicle control, and the embodiments of the present application do not limit the specific application scene. Any solution using the method and device for controlling an actuator of a vehicle provided by the embodiments of the present application is within the scope of protection of the present application.

[0053] Notably, new energy vehicles use clean energy and do not emit harmful gases, which can effectively reduce air pollution and greenhouse gas emissions. In addition, new energy vehicles have the advantages of high energy conversion efficiency, low charging cost, and low operating cost. With the support of national policies, new energy vehicles are increasingly applied in more and more scenarios, especially in short reverse working conditions such as electrolytic aluminum plants. New energy vehicles are equipped with a large number of sensors, signal acquisition circuits, signal transmission circuits, and controllers, as well as other precise electronic devices. In a strong electromagnetic interference environment, these devices are prone to cause non-driver expected actions or false faults, resulting in vehicle stoppage, which limits the promotion of new energy vehicles in strong electromagnetic interference working conditions such as electrolytic aluminum plants. At present, a small number of new energy vehicles operating in electrolytic aluminum plants invest a large amount of cost in additional electromagnetic protection measures for wiring harnesses and controllers to cope with electromagnetic interference problems, such as sealing the controller in an electromagnetic shielding box and adding a metal bellows to the wiring harness. However, although the additional electromagnetic protection measures can alleviate the electromagnetic interference problem to some extent, they also increase the overall cost and maintenance difficulty of the vehicle, making it still challenging for new energy vehicles to be widely used in strong electromagnetic interference environments.

[0054] To solve the above problems, the embodiments of the present application provide a control method, device, and equipment for an actuator of a vehicle, and a storage medium. The control method, device, and equipment for an actuator of a vehicle solve the problem of non-driver expected actions or false faults leading to vehicle stoppage in a strong electromagnetic interference environment such as an electrolytic aluminum plant. The control method, device, and equipment for an actuator of a vehicle enable the vehicle to run stably at low speed in a strong electromagnetic interference working condition, thereby improving the reliability and safety of the vehicle.

[0055] To facilitate the understanding of the present application, the technical solutions provided by the present application will be described in detail below with reference to specific embodiments.

[0056] Please refer to Figure 1 , Figure 1 The flowchart of one of the control methods for an actuator of a vehicle provided by the embodiments 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 the signals of 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 the resolver signal; the battery management system estimates the remaining battery capacity by collecting the current signal. However, in a strong electromagnetic interference environment, sensors, signal acquisition circuits, and signal transmission circuits are prone to interference, resulting in a shift or distortion of the collected signals, especially analog signals. This electromagnetic interference may cause the vehicle to produce non-driver expected actions or misreport faults such as over-temperature and over-current of the electronic control unit, resulting in vehicle stoppage. Therefore, new energy vehicles cannot operate in a strong electromagnetic interference environment (such as an electrolytic aluminum plant).

[0058] AsFigure 1 The control method of the actuator of the vehicle provided by the embodiment of the application includes the following steps:

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

[0060] Here, when the driver judges that the vehicle is about to enter a strong electromagnetic interference environment, the driver can press the self-control mode switch to make the vehicle enter the self-control mode. After entering the self-control mode, the system defaults 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 the harsh electromagnetic environment. Strong electromagnetic interference can significantly affect the collection of analog and digital quantities, which may cause the vehicle to have unexpected actions or trigger a fault stop. In the self-control mode, the system optimizes the control strategy to minimize the application of analog and digital quantities in the operation of the vehicle, thereby reducing the negative impact of strong electromagnetic interference on the vehicle control system and ensuring the stable operation of the vehicle in the harsh electromagnetic environment.

[0061] In the non-self-control mode, the vehicle controller collects the signals of the accelerator pedal and the brake pedal, analyzes the acceleration and deceleration requirements of the driver, and then sends a target torque instruction to the drive motor controller. In the driving working condition, a positive target torque is output; in the braking working condition, a negative target torque is output to realize motor braking. The vehicle drive motor controller accurately controls the output of the motor according to the instruction of the vehicle controller, thereby completing the driving and braking of the vehicle. In addition, the vehicle controller also controls the steering assist controller according to the high-pressure system state to provide assist for the steering system; at the same time, the vehicle controller controls the air pump motor controller based on the vehicle air pressure data to ensure the normal operation of the air pressure system. The vehicle controller, as the control core of the vehicle, is responsible for collecting the operation information of the driver and coordinating the control of the driving, braking, steering assist and other functions of the vehicle. However, in the strong electromagnetic interference environment, the signals of the brake pedal and the accelerator pedal may be disturbed and cannot accurately reflect the real operation intention of the driver; at the same time, the air pressure collection signal may also be distorted, which causes the vehicle controller to be unable to obtain the real state of the vehicle, thereby affecting the normal operation of the control system.

[0062] Step S102, if the vehicle self-control instruction is received, forming 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 capacity, and controlling the operation of a specific actuator of the vehicle based on the control strategy.

[0063] Here, the specific actuator can include but is not limited to the vehicle drive motor, the vehicle air pump motor, the vehicle steering motor and the charging equipment. 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, which is specifically manifested as canceling the driving and braking torque instructions sent to the drive motor controller, and instead autonomously coordinating the vehicle's power output and braking behavior according to 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 a specific actuator of the vehicle based on the control strategy is a control strategy for automatic control of the vehicle in a driving working condition. When the vehicle is in a driving working condition and not in a self-control mode, the drive motor controller receives the vehicle drive motor instructions sent by the vehicle controller, and responds to the vehicle drive motor instructions to achieve precise control of the motor. However, in a strong electromagnetic interference environment, the drive motor controller may receive disturbed resolver sensor signals, which may cause the actual speed and angle of the motor to be unable to be accurately obtained, and further cause motor control failure, which is specifically manifested as the motor being unable to operate normally or false reporting of a fault. In addition, the collected temperature signals and other key parameters may be distorted due to interference, false reporting of an over-temperature fault, triggering of a protection mechanism, and stopping of the motor. Therefore, the drive motor controller no longer responds to the vehicle drive motor instructions in the self-control mode, the vehicle controller sends a prohibition shifting instruction to the transmission controller to prevent shifting failure caused by interference during shifting, and the drive motor controller autonomously outputs torque by setting a preset constant vehicle speed and using a PID algorithm to ensure smooth operation of the vehicle at a low-speed crawling state. As an example, the preset constant vehicle speed is 15 km / h. The signals susceptible to interference of the drive motor controller mainly include temperature acquisition signals and resolver signals. Since the vehicle is in a low-speed crawling state after entering the self-control mode, the vehicle load is small, the output power of the drive motor controller is lower than the rated value and is relatively stable, and the heat generated by the motor is small, so over-temperature phenomenon does not occur. Therefore, temperature-related faults are shielded to avoid vehicle parking caused by false triggering of an over-temperature fault. In addition, the resolver signals collected by the drive motor controller are also susceptible to interference, so the controller switches the control mode from resolver sensor vector control to resolver sensorless vector control to ensure stable operation in a strong electromagnetic interference environment.

[0066] The following will be described in combination with 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 a specific actuator of the vehicle based on the control strategy.

[0067] Please refer to Figure 2 , Figure 2 for a flowchart of a positioning method of a mobile device provided by an embodiment of the present application.

[0068] As Figure 2As shown in the figure, a control strategy is formed based on the rotor angle of the vehicle driving motor, and the control strategy is used to control the operation of a specific actuator of the vehicle. In a specific implementation, the following steps can be included as an example:

[0069] In step S201, the stator current and the stator voltage of the vehicle driving motor are obtained.

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

[0071] In step S202, the stator current and the stator voltage of the vehicle driving motor are input into the motor estimation model to obtain the rotor angle of the vehicle driving motor output by the motor estimation model.

[0072] Here, the stator current and the stator voltage of the vehicle driving motor are input into the motor estimation model, and the Kalman filtering algorithm is used to obtain the rotor angle of the vehicle driving motor.

[0073] In step S203, the control voltage of the vehicle driving motor is determined based on the rotor angle of the vehicle driving 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, the current components in the two-phase fixed coordinate system are further converted into the rotating coordinate system (d-q axis coordinate system) based on the rotor angle of the vehicle driving motor, so as to decouple the stator current into the excitation current component and the torque current component. By controlling the excitation current component, the rotor flux can be accurately 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 coordinate inverse transformation, thereby completing the closed-loop control of the vehicle driving motor. The above steps realize the sensorless vector control.

[0075] Since the sensorless vector control has problems such as low signal-to-noise ratio, positive 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 further affects the smoothness of torque output. Therefore, after entering the self-control mode, the sensorless vector control mode is first adopted to ensure the control accuracy and stability in the low-speed working condition. Here, the rotor angle of the vehicle driving motor in the sensorless vector control mode is collected by the resolver; after the vehicle reaches the target speed, the sensorless vector control is switched to balance the control efficiency and system reliability.

[0076] Step S204, based on the control voltage, control the vehicle drive motor 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 the step S102, based on the first communication detection signal, the control strategy is formed, and the specific actuator of the vehicle is controlled to operate based on the control strategy. The automatic control strategy of the vehicle in the brake working condition. In the self-control mode, when the brake pedal is stepped on, the pull rod will move the brake valve arm downward, so that the air inlet of the upper chamber of the brake valve is communicated with the outlet of the upper chamber, and the air inlet of the lower chamber of the brake valve is communicated with the outlet of the lower chamber, so as to trigger 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, and deep stepping on the brake will be realized by the air brake to realize the vehicle braking, wherein the deep stepping on the brake is that the stepped brake pedal is 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 specific actuator of the vehicle to operate based on the control strategy.

[0080] Please refer to Figure 3 , Figure 3 for the flowchart of the positioning method of the mobile device provided by the embodiment of the application.

[0081] As Figure 3 indicated, regarding the formation of the control strategy based on the first communication detection signal, and the control of the specific actuator of the vehicle to operate based on the control strategy, in the specific implementation, as an example, the following steps can be included:

[0082] Step S301, obtaining a first communication detection signal.

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

[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 first communication detection signal abnormality indicates that the communication state between the vehicle controller and the air pump motor controller is abnormal, 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 judges 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 vehicle air pump motor control instructions to the air pump motor controller through CAN communication to drive the air pump motor controller to work, supply air to the vehicle air tank to meet the demand of air brake. 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 self-control mode, ensuring the normal operation of the vehicle air pump motor and the reliable air supply of the brake system.

[0087] As an example, the abnormal driving speed range is less than 3km / 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 operate at the rated speed according to the time rule.

[0089] Wherein, if the vehicle speed is less than or equal to the upper limit of the abnormal driving speed range, it is determined that the vehicle is abnormally driving, here, the abnormal driving includes: parking, low-speed driving and starting, etc. The time rule is that the vehicle air pump motor operates for two minutes and stops for four minutes, and the cycle operation. In order to prevent the air pump motor controller and the vehicle air pump motor from being damaged due to over-temperature caused by too long working time, the system takes the following protection measures: through the cycle start-stop strategy, the air pump motor is controlled to operate at the rated speed for two minutes, and then stop for four minutes, and the cycle is repeated. Since the vehicle has an air tank, the cycle start-stop will not affect the vehicle braking.

[0090] Step S304, if the first communication detection signal is normal, the vehicle air pump motor control instruction is obtained; the vehicle air pump motor is controlled to operate in response to the vehicle air pump motor control instruction.

[0091] Regarding step S102, based on the second communication detection signal, a control strategy is formed, and based on the control strategy, a specific actuator of the vehicle is controlled to operate, which is an automatic control strategy for the vehicle in the steering working 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 a specific actuator of the vehicle to operate based on the control strategy.

[0093] Please refer to Figure 4 , Figure 4 for the fourth flowchart of the positioning method of the mobile device provided by the embodiment of the application.

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

[0095] Step S401, obtaining a second communication detection signal.

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

[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 whether the vehicle speed is greater than the upper limit of the abnormal driving speed range is determined.

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

[0099] The vehicle controller sends control instructions to the steering motor controller through CAN communication to drive the steering assist motor controller to work, and provides steering assist for the vehicle steering system to meet the steering demand of the vehicle. 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 accurate control of the vehicle steering assist 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 operate at the rated speed.

[0101] Step S404, if the second communication detection signal is normal, the vehicle steering motor control instruction is obtained; in response to the vehicle steering motor control instruction, the vehicle steering motor is controlled to operate.

[0102] Regarding step S102, forming a control strategy based on the battery remaining capacity and controlling the specific actuator of the vehicle based on the control strategy is an automatic control strategy for the vehicle charging device. Here, the power battery is the power source of the vehicle, and its normal work depends on the real-time acquisition and monitoring of the battery management system (BMS) on the temperature, current and voltage of the battery cell. However, in a strong electromagnetic interference environment, the temperature, voltage and current acquisition signals of the battery cell are easily disturbed, which may cause false alarms such as over-temperature, over-current, over-voltage and battery state of charge (SOC) jump, and thus affect the normal operation of the vehicle. To ensure the stability of the vehicle in a harsh electromagnetic environment, in the self-control mode, the battery management system will shield the over-temperature, over-voltage and over-current related faults to avoid vehicle parking or performance degradation due to false triggering of faults, and at the same time, through optimization of the control strategy, the safe operation of the power battery is ensured.

[0103] The following will be described in combination with Figure 5 to illustrate how to form a control strategy based on the battery remaining capacity and control the specific actuator of the vehicle based on the control strategy.

[0104] Referring to Figure 5 , Figure 5 Figure 5 is a flowchart of a positioning method of a mobile device provided by an embodiment of the present application.

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

[0106] In step S501, the remaining battery power is determined based on a preset constant output current of the battery.

[0107] Here, the preset constant output current of the battery is a constant current average value. The battery management system needs to accurately collect the current value when calculating the SOC, and the current is easy to be disturbed to cause SOC jump, discharge overrun and other faults, therefore, the output current average value is obtained by experimentally measuring the output power of the power battery under the preset constant speed working condition, when entering the self-control mode, the power battery estimates the SOC according to the constant current average value obtained by the experiment, reduces the fault probability, and does not cause parking due to SOC jump. In the present application, if the self-control mode is cancelled, the actual SOC is calibrated according to the normal voltage, current and temperature signals after the self-control mode is cancelled.

[0108] In step S502, if the remaining battery power is less than a preset charging threshold, the charging device is controlled to charge the battery.

[0109] In the present application, when the vehicle is reversing in the self-control mode, the motor is reversed to realize control by the vehicle controller, at the same time, all controllers in the self-control mode cancel the over-temperature type and other analog quantity faults, shield the temperature and other analog quantity acquisition faults, and avoid false faults to cause system abnormalities.

[0110] The control method of the actuator of the vehicle provided by the embodiment of the present application solves the problem that the vehicle may appear non-driver expected action or false fault to cause parking in a strong electromagnetic interference environment such as an aluminum electrolysis plant, realizes that the vehicle can stably run at low speed in the strong electromagnetic interference working condition, and thus improves the reliability and safety of the vehicle.

[0111] Based on the same application concept, the control device of the actuator of the vehicle corresponding to the control method of the actuator of the vehicle provided by the above-mentioned embodiment is also provided in the embodiment of the present application, since the principle of solving the problem of the device in the present application is similar to the control method of the actuator of the vehicle of the above-mentioned embodiment of the present application, the implementation of the device can be referred to the implementation of the method, and the repeated parts will not be described here.

[0112] Referring to Figure 6 , Figure 6A structural schematic diagram of a control device of an actuator of a vehicle is provided in the embodiments of the present application.

[0113] As shown in Figure 6 The control device 610 of the actuator of the vehicle provided in the embodiments of the present application comprises:

[0114] The instruction receiving determination module 611 determines whether a vehicle self-control instruction is received.

[0115] The execution module 612 forms a control strategy based on the rotor angle of the vehicle driving motor, the first communication detection signal, the second communication detection signal or the remaining battery capacity, and controls the specific actuator of the vehicle to operate based on the control strategy if the vehicle self-control instruction is received.

[0116] Further, the execution module 612, when used to form a control strategy based on the remaining battery capacity and control the specific actuator of the vehicle to operate, is further specifically used for:

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

[0118] Inputting the stator current and the stator voltage of the vehicle driving motor into a motor estimation model to obtain the rotor angle of the vehicle driving motor output by the motor estimation model;

[0119] Determining the control voltage of the vehicle driving motor based on the rotor angle of the vehicle driving motor;

[0120] Controlling the vehicle driving motor to operate based on the control voltage to make the current vehicle speed reach the target vehicle speed; wherein the vehicle driving motor is used to drive the vehicle wheel.

[0121] Further, the execution module 612, when used to form a control strategy based on the first communication detection signal and control the specific actuator of the vehicle to operate based on the control strategy, is further specifically used for:

[0122] Obtaining the 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 operate at the rated speed according to the time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas storage tank;

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

[0125] Further, the execution module 612, when used for forming a control strategy based on the second communication detection signal and controlling a specific execution mechanism of the vehicle based on the control strategy, is further used for:

[0126] acquiring the second communication detection signal;

[0127] if the second communication detection signal is abnormal, determining that the vehicle steering motor control instruction cannot be acquired, and determining 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, controlling the vehicle steering motor to operate at a rated speed; wherein the vehicle steering motor is used for vehicle steering;

[0128] if the second communication detection signal is normal, acquiring the vehicle steering motor control instruction; and controlling the vehicle steering motor to operate in response to the vehicle steering motor control instruction.

[0129] Further, the execution module 612, when used for forming a control strategy based on the battery remaining capacity and controlling a specific execution mechanism of the vehicle, is further used for:

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

[0131] if the battery remaining capacity is less than a preset charging threshold, controlling the charging device to charge the battery.

[0132] The control device for the execution mechanism of the vehicle provided in the embodiments of the present application solves the problem that the vehicle may stop due to non-driver expected actions or false fault reports in a strong electromagnetic interference environment such as an aluminum electrolysis plant, and enables the vehicle to run stably at a low speed in a strong electromagnetic interference working condition, thereby improving the reliability and safety of the vehicle.

[0133] Please refer to Figure 7 , Figure 7 for a structural schematic diagram of an electronic device provided in the embodiments of the present application.

[0134] As shown in Figure 7 , 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 and the memory 720 communicate through the bus 730, and the machine readable instructions are executed by the processor 710, which can execute the above Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 5The steps of the control method of the actuator of the vehicle in the method embodiment are specifically implemented as described above, and thus will not be described here again.

[0136] The computer readable storage medium stores a computer program, and the computer program can execute the steps of the control method of the actuator of the vehicle in the method embodiment when the computer program is run by the processor. Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 5 The steps of the control method of the actuator of the vehicle in the method embodiment are specifically implemented as described above, and thus will not be described here again.

[0137] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system and the device described above can refer to the corresponding process in the foregoing method embodiments, and thus will not be described here again. In the several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented by other ways. The device embodiments described above are only schematic, for example, the division of the units is only a logical function division, and there can be another division way in actual implementation, and for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some communication interface, and can be electrical, mechanical or other forms.

[0138] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0139] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0140] If the functions are realized in the form of software function units and sold or used as independent products, they can be stored in a nonvolatile computer readable storage medium executable by a processor. Based on this understanding, the technical solutions of the present application or the parts of the present application that essentially contribute to the prior art or the parts of the technical solutions can be embodied in the form of software products. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0141] The above merely describes the specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method of an actuator of a vehicle, characterized by, The control method comprises: determining whether a vehicle self-control instruction is received; if the vehicle self-control instruction is received, forming a control strategy based on a rotor angle of a vehicle driving motor, a first communication detection signal, a second communication detection signal, or a battery remaining capacity, and controlling a specific actuator of the vehicle to operate based on the control strategy; wherein the first communication detection signal is a life signal between a vehicle controller and a pump motor controller for confirming a communication state; the second communication detection signal is a life signal between the vehicle controller and a steering motor controller for confirming a communication state; forming a control strategy based on the first communication detection signal, and controlling a specific actuator of the vehicle to operate based on the control strategy, comprising: obtaining the first communication detection signal; if the first communication detection signal is abnormal, determining that a vehicle pump motor control instruction cannot be obtained, and determining whether a vehicle speed is greater than an upper limit of an abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, controlling the vehicle pump motor to operate at a rated speed according to a time rule; wherein the vehicle pump motor is used to deliver gas to a vehicle gas storage tank; if the first communication detection signal is normal, obtaining a vehicle pump motor control instruction; and controlling the vehicle pump motor to operate in response to the vehicle pump motor control instruction.

2. The control method according to claim 1, characterized by, forming a control strategy based on the rotor angle of the vehicle driving motor, and controlling a specific actuator of the vehicle to operate, comprising: obtaining a stator current and a stator voltage of the vehicle driving motor; inputting the stator current and the stator voltage of the vehicle driving motor into a motor estimation model to obtain a rotor angle of the vehicle driving motor output by the motor estimation model; determining a control voltage of the vehicle driving motor based on the rotor angle of the vehicle driving motor; controlling the vehicle driving motor to operate based on the control voltage, so that a current vehicle speed reaches a target vehicle speed; wherein the vehicle driving motor is used to drive a vehicle wheel.

3. The control method according to claim 1, characterized by, forming a control strategy based on the second communication detection signal, and controlling a specific actuator of the vehicle to operate based on the control strategy, comprising: obtaining the second communication detection signal; if the second communication detection signal is abnormal, determining that a vehicle steering motor control instruction cannot be obtained, and determining whether a vehicle speed is greater than an upper limit of an abnormal driving speed range; if the vehicle speed is greater than the upper limit of the abnormal driving speed range, controlling the vehicle steering motor to operate at a rated speed; wherein the vehicle steering motor is used for vehicle steering; 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.

4. The control method according to claim 1, characterized by, forming a control strategy based on the battery remaining capacity, and controlling a specific actuator of the vehicle to operate, comprising: determining the battery remaining capacity based on a preset battery constant output current; if the battery remaining capacity is less than a preset charging threshold, controlling a charging device to charge the battery.

5. A control device of an actuator of a vehicle, characterized by The control device comprises: an instruction receiving and determining module, which determines whether a vehicle self-control instruction is received; The execution module, if receiving the vehicle self-control instruction, forms a control strategy based on the rotor angle of the vehicle driving 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; wherein the first communication detection signal is a life signal between the vehicle controller and the air pump motor controller for confirming the communication state; the second communication detection signal is a life signal between the vehicle controller and the steering motor controller for confirming the communication state; The execution module, when used for 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, is further specifically used for: obtaining the first communication detection signal; if the first communication detection signal is abnormal, determining that the vehicle air pump motor control instruction cannot be obtained, and determining 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, controlling the vehicle air pump motor to operate at a rated speed according to a time rule; wherein the vehicle air pump motor is used to deliver gas to the vehicle gas storage tank; if the first communication detection signal is normal, obtaining the vehicle air pump motor control instruction; and controlling the operation of the vehicle air pump motor in response to the vehicle air pump motor control instruction.

6. The control device of claim 5, wherein The execution module, when used for forming a control strategy based on the rotor angle of the vehicle driving motor and controlling the operation of a specific actuator of the vehicle, is further specifically used for: obtaining the stator current and the stator voltage of the vehicle driving motor; inputting the stator current and the stator voltage of the vehicle driving motor into a motor estimation model to obtain the rotor angle of the vehicle driving motor output by the motor estimation model; determining the control voltage of the vehicle driving motor based on the rotor angle of the vehicle driving motor; controlling the operation of the vehicle driving motor based on the control voltage to make the current vehicle speed reach the target vehicle speed; wherein the vehicle driving motor is used to drive the wheels.

7. An electronic device, comprising: comprising: a processor, a memory and a bus, the memory storing machine readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate through the bus, the machine readable instructions are executed by the processor to perform the steps of the control method of the actuator of the vehicle as claimed in any one of claims 1 to 4.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, the computer program is executed by the processor to perform the steps of the control method of the actuator of the vehicle as claimed in any one of claims 1 to 4.

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