Vehicle control method and system, storage medium and vehicle-mounted terminal

Abstract

The invention provides a vehicle control method and system, a storage medium and a vehicle-mounted terminal. The method comprises the steps that wheel end pulse signals and longitudinal acceleration of a vehicle are collected; determining a corresponding relative rotation angle according to the wheel end pulse signal; determining a control strategy matched with the relative rotation angle and the longitudinal acceleration; the suspension height and electric drive torque distribution of the vehicle are controlled by adopting a control strategy; by collecting wheel end pulse signals and real-time data of longitudinal acceleration and monitoring and adjusting the suspension height and electric drive torque distribution in real time, the shaking phenomenon of a vehicle in the driving process can be effectively reduced, so that the driving comfort and safety are improved, and the situation that a vehicle body shakes in the acceleration process, and the driving safety is improved is avoided. And the suspension height also causes the shaking problem of the vehicle during adjustment.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle vibration control, and particularly to a vehicle control method, system, storage medium and in-vehicle terminal. Background Art

[0002] The tripod axle is widely used in automobiles due to its advantages such as compact structure, high transmission efficiency and strong adaptability to angle changes. Its axial derivative force causes obvious lateral shaking of the vehicle body under the condition of rapid acceleration. Especially in the case of the popularization of new energy vehicles, due to the better acceleration performance of new energy vehicles, the force borne by the axle during the acceleration process is greater, and the acceleration shaking problem is more likely to occur. The traditional methods mainly reduce the lateral component force by reducing the drive shaft angle, or use better grease to reduce the friction coefficient, and then reduce the friction force to reduce the amplitude of the vehicle body lateral shaking.

[0003] However, the design of the angle more depends on the overall layout and generally has an upper limit. Reducing the angle has limited improvement on the shaking. On the other hand, due to the existence of the mode of adjustable suspension height in new energy vehicles, there is a certain delay in the process of adjusting the suspension height. There is a problem that the vehicle body has already shaken during the acceleration process, while the suspension height is still being adjusted at this time, that is, the axle angle is not reduced in time, resulting in limited improvement on the shaking. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention are proposed to provide a vehicle control method, system, storage medium and in-vehicle terminal that overcome the above problems or at least partially solve the above problems.

[0005] According to a first aspect of the present invention, a vehicle control method is provided, and the method includes: Collect the wheel end pulse signal and longitudinal acceleration of the vehicle; Determine the corresponding relative rotation angle according to the wheel end pulse signal; Determine a control strategy that matches the relative rotation angle and the longitudinal acceleration; Control the suspension height and electric drive torque distribution of the vehicle by using the control strategy.

[0006] Optionally, determining the corresponding relative rotation angle according to the wheel end pulse signal includes: Convert the wheel end pulse signal into an instantaneous speed; Calculate the corresponding axle rotation angle according to the instantaneous speed; Determine the relative rotation angle according to the difference of the axle rotation angles.

[0007] Optionally, the control strategy includes: a suspension control strategy and an electric drive torque control strategy; the suspension control strategy is used to control the suspension height of the vehicle; the electric drive torque control strategy is used to control the drive torques of the front and rear motors of the vehicle; Determining the control strategy matching the relative rotation angle and the longitudinal acceleration includes: Determining the matching suspension control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold; Determining the matching electric drive torque control strategy according to the numerical relationships between the relative rotation angle and the rotation angle threshold, and between the longitudinal acceleration and the acceleration threshold.

[0008] Optionally, using the control strategy to control the suspension height and the electric drive torque distribution of the vehicle includes: Using the suspension control strategy to control the suspension height of the vehicle, and / or using the electric drive torque control strategy to control the electric drive torque distribution of the vehicle.

[0009] Optionally, the suspension control strategy includes: a first suspension control strategy and a second suspension control strategy; Determining the matching suspension control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold includes: When the relative rotation angle is greater than or equal to the rotation angle threshold, determining the matching suspension control strategy as the first suspension control strategy; When the relative rotation angle is less than the rotation angle threshold, determining the matching suspension control strategy as the second suspension control strategy.

[0010] Optionally, the electric drive torque control strategy includes: a first electric drive torque control strategy and a second electric drive torque control strategy; Determining the matching electric drive torque control strategy according to the suspension control strategy, and the numerical relationships between the longitudinal acceleration and the acceleration threshold includes: When the relative rotation angle is greater than or equal to the rotation angle threshold, and the longitudinal acceleration is greater than or equal to the acceleration threshold, determining the matching electric drive torque control strategy as the first electric drive torque control strategy; When the relative rotation angle is greater than or equal to the rotation angle threshold, and the longitudinal acceleration is less than the acceleration threshold, determining the matching electric drive torque control strategy as the second electric drive torque control strategy.

[0011] Optionally, after collecting the wheel-end pulse signal and the longitudinal acceleration of the vehicle, the method further includes: Performing high-pass filtering on the wheel-end pulse signal; Perform low-pass filtering on the longitudinal acceleration.

[0012] According to a second aspect of the present invention, a vehicle control system is provided, and the system includes: An information acquisition module for acquiring the wheel-end pulse signal and longitudinal acceleration of the vehicle; An information processing module for determining the corresponding relative rotation angle according to the wheel-end pulse signal; A strategy matching module for determining a control strategy matching the relative rotation angle and the longitudinal acceleration; A strategy execution module for using the control strategy to control the suspension height and electric drive torque distribution of the vehicle.

[0013] According to a third aspect of the present invention, a computer-readable storage medium is provided. A computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of any one of the above vehicle control methods are implemented.

[0014] According to a fourth aspect of the present invention, a vehicle-mounted terminal is provided. The vehicle-mounted terminal includes: a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory to implement the steps of the above vehicle control method.

[0015] The embodiments of the present invention have the following advantages: In the embodiments of the present invention, by acquiring the wheel-end pulse signal and longitudinal acceleration of the vehicle; determining the corresponding relative rotation angle according to the wheel-end pulse signal; determining a control strategy matching the relative rotation angle and the longitudinal acceleration; using the control strategy to control the suspension height and electric drive torque distribution of the vehicle; by collecting the real-time data of the wheel-end pulse signal and longitudinal acceleration, and monitoring and adjusting the suspension height and electric drive torque distribution in real time, the jitter phenomenon of the vehicle during driving can be effectively reduced, thereby improving driving comfort and safety, and avoiding the vehicle jitter problem caused by the suspension height still being adjusted while the vehicle body has already jittered during the acceleration process.

[0016] The above description is only an overview of the technical solution of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are hereinafter specifically exemplified. Description of the Drawings

[0017] To more clearly illustrate the technical solutions of the embodiments of the present application, the accompanying drawings required for the description of the embodiments of the present application will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can also be obtained based on these drawings.

[0018] Figure 1 is a flowchart of the steps of an embodiment of a vehicle control method of the present invention; Figure 2 is an overall flowchart of the steps of a vehicle control method of the present invention; Figure 3 is a structural block diagram of an embodiment of a vehicle control device of the present invention. Detailed Embodiments

[0019] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present invention can be more thoroughly understood and the scope of the present invention can be fully conveyed to those skilled in the art.

[0020] The terms "first", "second", etc. in the description and claims of the present invention are used to distinguish similar objects and are not used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type and do not limit the number of objects. For example, the first object can be one or multiple. In addition, "and / or" in the description and claims means at least one of the connected objects, and the character " / " generally indicates an "or" relationship between the associated objects before and after.

[0021] A vehicle control method provided by an embodiment of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments and their application scenarios.

[0022] Due to advantages such as a compact structure, high transmission efficiency, and strong adaptability to angle changes, the tripod axle is widely used in automobiles. Its axial derivative force causes obvious lateral shaking of the vehicle body under emergency acceleration conditions. Especially in the case of the popularization of new energy vehicles, due to the better acceleration performance of new energy vehicles, the force borne by the axle during the acceleration process is greater, and the acceleration shaking problem is more likely to occur. Traditional methods mainly reduce the lateral component force by reducing the drive shaft angle, or use better grease to reduce the friction coefficient, thereby reducing the frictional force to reduce the amplitude of the vehicle body lateral shaking.

[0023] However, for the following two aspects of the current problem of the tripod joint half shaft jitter: First, reducing the designed angle of the half shaft. The design of the angle depends more on the overall layout and generally has an upper limit. Reducing the angle has limited improvement on jitter. Moreover, new energy vehicles have a mode with adjustable suspension height, corresponding to three modes: sport, comfort, and standard. When the vehicle speed exceeds 100 kph, the suspension height will change to low to maintain vehicle body stability. However, there is a certain delay in the process of adjusting the suspension height, which means that the vehicle body has already jittered during acceleration, and the suspension height is still being adjusted, that is, the half shaft angle is not reduced in time, resulting in limited improvement on jitter. Second, using better grease. Grease with a lower friction coefficient can better improve the axial derived force when other parameters remain unchanged. All of the above only have limited effects on reducing the jitter amplitude, and customers will still complain.

[0024] Referring to Figure 1 , a step flowchart of an embodiment of a vehicle control method according to the present invention is shown, which may specifically include the following steps: Step 101, collecting the wheel end pulse signal and the longitudinal acceleration of the vehicle.

[0025] Specifically, a magnetoelectric sensor is installed at the end of the drive shaft of the vehicle. Two magnetoelectric sensors can be respectively installed at the end of the drive shaft. Since there are multiple teeth on the end of the drive shaft itself in the circumferential direction for wheel speed signal acquisition, the existing device can be used without modification, and the magnetoelectric sensor is used to directly collect the pulsating signal that changes with time when the end of the drive shaft rotates. In addition, the longitudinal acceleration near the central control box is collected, and this longitudinal acceleration is expressed by a time domain signal.

[0026] Step 102, determining the corresponding relative rotation angle according to the wheel end pulse signal.

[0027] In this embodiment, after collecting the wheel end pulse signals of the left and right wheels that change with time, the wheel end pulse signals are converted into the relative rotation angles of the left and right wheels according to the signal conversion relationship.

[0028] Step 103, determining a control strategy that matches the relative rotation angle and the longitudinal acceleration.

[0029] The relative rotation angle affects the axial derived forces of the left and right wheels. The resultant axial derived force can be determined through the axial derived forces, and the resultant axial derived force affects the suppression effect of the vehicle's suspension height on body vibration, as well as the handling stability and acceleration comfort. Moreover, when the vehicle is accelerating, the magnitude of the longitudinal acceleration affects the value of the required torque, and the required torque is related to the friction force of the tripod joint, which in turn affects the body vibration effect. For example, when the friction force of the tripod joint is small, the corresponding axial derived force is also small. Therefore, a matching control strategy can be determined based on the relative rotation angle and the longitudinal acceleration to overcome the vehicle body vibration problem introduced by the tripod joint drive shaft and reduce the vibration phenomenon during vehicle driving.

[0030] Step 104, control the suspension height and the electric drive torque distribution of the vehicle by using the control strategy.

[0031] In practical applications, since the relative rotation angle is related to the suspension height adjustment and the longitudinal acceleration is related to the front and rear electric drive torque distribution of the vehicle, controlling the vehicle by adopting a control strategy matching the relative rotation angle and the longitudinal acceleration collected in real time can effectively reduce the vibration phenomenon during vehicle driving, thereby improving driving comfort and safety and overcoming the vehicle body vibration problem introduced by the tripod joint drive shaft.

[0032] A vehicle control method provided by an embodiment of the present invention includes: collecting the wheel-end pulse signal and the longitudinal acceleration of the vehicle; determining the corresponding relative rotation angle according to the wheel-end pulse signal; determining a control strategy matching the relative rotation angle and the longitudinal acceleration; controlling the suspension height and the electric drive torque distribution of the vehicle by using the control strategy; by collecting the real-time data of the wheel-end pulse signal and the longitudinal acceleration, monitoring and adjusting the suspension height and the electric drive torque distribution in real time, which can effectively reduce the vibration phenomenon during vehicle driving, thereby improving driving comfort and safety and avoiding the vehicle vibration problem caused by the suspension height still being adjusted while the vehicle body has already vibrated during the acceleration process.

[0033] In an embodiment of the present invention, determining the corresponding relative rotation angle according to the wheel-end pulse signal includes: Converting the wheel-end pulse signal into an instantaneous rotational speed; Calculating the corresponding half-shaft rotation angle according to the instantaneous rotational speed; Determining the relative rotation angle according to the difference of the half-shaft rotation angles.

[0034] In the embodiment of the present invention, after the wheel-end pulse signals of the left and right wheels are collected by the electromagnetic sensor, since the electromagnetic sensor collects pulse signals and the abscissa is time, the higher the driving shaft speed, the more signal pulses in a fixed time interval. Therefore, the wheel-end pulse signals of the left and right wheels changing with time are converted into instantaneous speeds through the pulse-speed conversion relationship. This speed has high precision and carries the speed fluctuation part. The pulse-speed conversion relationship is as follows: ; where Nrpm is the instantaneous speed of the driving shaft, is the number of pulses collected in a fixed time interval, N is the number of pulse signals obtained when the half shaft rotates one circle, is the fixed time interval.

[0035] After obtaining the instantaneous speed, the instantaneous speed is double-integrated to convert it into the rotation angle of the half shaft. At the same time, the difference between the rotation angles of the half shafts of the left and right wheels is taken to obtain the corresponding relative rotation angle.

[0036] Specifically, when integrating the instantaneous speed, a high-pass 5Hz filter is required after each integration to remove the trend term introduced by the integration.

[0037] By converting the real-time collected wheel-end pulse signals into instantaneous speeds, and calculating the corresponding rotation angles of the half shafts and the relative rotation angles of the left and right wheels according to the instantaneous speeds, the real-time state of the transmission system in the turning condition scenario can be accurately captured. Based on the real-time state, matching the corresponding control strategy can effectively alleviate the vehicle body shaking problem caused by scenarios such as half shaft wear and dynamic balance damage.

[0038] In an embodiment of the present invention, the control strategy includes: a suspension control strategy and an electric drive torque control strategy; the suspension control strategy is used to control the suspension height of the vehicle; the electric drive torque control strategy is used to control the drive torques of the front and rear motors of the vehicle; Determining the control strategy matching the relative rotation angle and the longitudinal acceleration includes: Determining the matching suspension control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold; Determining the matching electric drive torque control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold, and the numerical relationship between the longitudinal acceleration and the acceleration threshold.

[0039] In the embodiments of the present invention, there are a suspension control strategy and an electric drive torque control strategy; wherein, a matching suspension control strategy is determined according to the numerical relationship between the relative rotation angle and the rotation angle threshold, and the suspension control strategy is used to control the suspension height of the vehicle; according to the numerical relationship between the relative rotation angle and the rotation angle threshold, and the longitudinal acceleration and the acceleration threshold, a matching electric drive torque control strategy is determined, and the electric drive torque control strategy is used to control the drive torque of the front and rear motors of the vehicle.

[0040] Specifically, since the axial resultant force of the left and right wheels can be determined according to the relative rotation angle, and the direction of the resultant axial force is directly related to the lateral vibration of the vehicle body. For example, when the resultant force of the three ball joints of the left and right half shafts (i.e., the resultant axial force) cannot be offset (such as a phase difference of 60°), the resultant force will push the vehicle body to swing left and right, and this jitter is particularly obvious during rapid acceleration. However, since the resultant force of the axial force cannot be directly monitored, in this embodiment, the relative rotation angle and the rotation angle threshold are used to indirectly judge the magnitude of the resultant force, and the suspension control strategy adopted is determined according to the numerical relationship between the relative rotation angle and the rotation angle threshold to control the suspension height of the vehicle. After determining the suspension control strategy adopted according to the numerical relationship between the relative rotation angle and the rotation angle threshold, on this basis, the numerical relationship between the longitudinal acceleration and the acceleration threshold is determined, and the final electric drive torque control strategy is determined in combination with the judgment result of the suspension control strategy.

[0041] Since the adjustment window time of the suspension height in the traditional method is at least about 4S, there is a problem that the jitter of the vehicle has occurred, but at this time the suspension height has not been adjusted to the appropriate position yet. Compared with the traditional method of making a suspension height adjustment strategy according to the accelerator pedal signal, in this embodiment, the relative rotation angle corresponding to the real-time data collected and the rotation angle threshold are used to judge the direction and magnitude of the resultant axial force to adjust the suspension height of the vehicle, and the suspension height is set in advance, which can avoid the problem of vehicle body jitter caused by untimely adjustment of the suspension height and ensure handling stability and acceleration comfort.

[0042] In practical applications, the relative rotation angle can be divided by 60 and the remainder is taken and the absolute value is taken, resulting in an interval range of 0°-60°. Theoretically, 60° corresponds to the maximum resultant force, and the resultant force is cancelled at 0°. In this embodiment, 40° can be used as the rotation angle threshold, and 0.1g can be used as the acceleration threshold. The magnitude of the resultant force of the axial derived force is determined according to the numerical relationship between the relative rotation angle and 40°, and based on the numerical relationship between the longitudinal acceleration and 0.1g, and the corresponding suspension control strategy and electric drive torque control strategy are determined accordingly. It should be emphasized that the rotation angle threshold and the acceleration threshold need to be calibrated in advance during specific use to determine the optimal interval. The measurement index of the rotation angle threshold is that the lateral jitter of the whole vehicle does not exceed 0.01g. The specific numerical values of the rotation angle threshold and the acceleration threshold are not limited in this application.

[0043] In an embodiment of the present invention, controlling the suspension height and electric drive torque distribution of the vehicle by using the control strategy includes: Controlling the suspension height of the vehicle by using the suspension control strategy, and / or, controlling the electric drive torque distribution of the vehicle by using the electric drive torque control strategy.

[0044] In an embodiment of the present invention, when the relative rotation angle is less than the rotation angle threshold, the resultant force of the axial derived force is small at this time, and no serious jitter problem will occur. Only the suspension control strategy can be executed, and there is no need to adjust the electric drive torque distribution of the vehicle; when the relative rotation angle is greater than or equal to the rotation angle threshold, the resultant force of the axial derived force is large at this time, and a serious jitter problem will occur. Therefore, not only the suspension control strategy needs to be executed to adjust the suspension height to the range that ensures acceleration comfort, but also the matching electric drive torque control strategy needs to be determined by judging the numerical relationship between the longitudinal acceleration and the acceleration threshold. According to the suspension control strategy and the electric drive torque control strategy, the suspension height of the vehicle and the distribution of the front and rear electric drive torques of the vehicle are adjusted to ensure that the suspension height meets the acceleration comfort while adjusting the vehicle according to the optimal electric drive torque control strategy, thereby greatly reducing the vehicle acceleration jitter, and at the same time providing a feasible idea for the three-ball joint drive shaft to play its advantages when installed on different vehicles; if when the relative rotation angle is greater than or equal to the rotation angle threshold, the suspension height of the vehicle is already in the range that ensures acceleration comfort, at this time, only the matching electric drive torque control strategy can be determined by judging the numerical relationship between the longitudinal acceleration and the acceleration threshold, and the distribution of the front and rear electric drive torques of the vehicle is adjusted according to the electric drive torque control strategy.

[0045] In an embodiment of the present invention, the suspension control strategy includes: a first suspension control strategy and a second suspension control strategy; Determining the matching suspension control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold includes: When the relative rotation angle is greater than or equal to the rotation angle threshold, determine the matched suspension control strategy as the first suspension control strategy; When the relative rotation angle is less than the rotation angle threshold, determine the matched suspension control strategy as the second suspension control strategy.

[0046] In this embodiment, the suspension control strategy includes: a first suspension control strategy and a second suspension control strategy. Among them, the first suspension control strategy represents adjusting the suspension height of the vehicle to a range that ensures acceleration comfort; the second suspension control strategy is the default suspension control strategy of the vehicle. In this strategy, when the vehicle speed is lower than 40 kph, the suspension is at its highest, when it is higher than 40 kph, the suspension height is in the middle, and when the vehicle speed is higher than 100 kph, the suspension height is the lowest. When the default suspension control strategy is executed, in the interval where the relative rotation angle of the left and right half shafts is close to 0°, that is, the resultant axial derivative force tends to 0, no lateral jitter problem will occur, and no subsequent electric drive torque distribution strategy is required.

[0047] Specifically, when the relative rotation angle is greater than or equal to the rotation angle threshold, since the phase difference of the resultant axial derivative force of the left and right half shafts is not canceled, the matched suspension control strategy is determined as the first suspension control strategy. By adjusting the suspension attitude in advance to ensure a small drive shaft angle during rapid acceleration, reducing the axial derivative force, and thus reducing the vehicle body jitter during acceleration, while avoiding the problem of delay in adjusting the suspension height in the traditional method.

[0048] When the relative rotation angle is less than the rotation angle threshold, at this time, it can be considered that the phase difference of the resultant axial derivative force of the left and right half shafts is canceled, so the matched suspension control strategy is determined as the second suspension control strategy, and the default suspension control strategy of the vehicle is executed. In this embodiment, the rotation angle threshold can be set to 40°.

[0049] Optionally, the specific rotation angle threshold can be calibrated by the following method: First, obtain the relative rotation angle of the left and right half shafts in real time; second, monitor the lateral acceleration vibration amplitude in the vehicle, and select the vibration threshold based on the driver's subjective feeling as the criterion for the corresponding objective data; finally, select the relative rotation angle of the left and right half shafts corresponding to the vibration threshold as the dividing point of the interval range, and use this dividing point as the rotation angle threshold.

[0050] By determining the relationship between the relative rotation angle and the rotation angle threshold, execute the first / second suspension control strategy, adjust the suspension attitude in advance to ensure a small drive shaft angle during rapid acceleration, reduce the axial derivative force, and thus reduce the vehicle body jitter during acceleration, while avoiding the problem of delay in adjusting the suspension height in the traditional method.

[0051] In an embodiment of the present invention, the electric drive torque control strategy includes: a first electric drive torque control strategy and a second electric drive torque control strategy; Determining a matching electric drive torque control strategy according to the suspension control strategy and the numerical relationship between the longitudinal acceleration and the acceleration threshold includes: When the relative rotation angle is greater than or equal to the rotation angle threshold and the longitudinal acceleration is greater than or equal to the acceleration threshold, determining the matching electric drive torque control strategy as the first electric drive torque control strategy; When the relative rotation angle is greater than or equal to the rotation angle threshold and the longitudinal acceleration is less than the acceleration threshold, determining the matching electric drive torque control strategy as the second electric drive torque control strategy.

[0052] In this embodiment, the electric drive torque control strategy includes: a first electric drive torque control strategy and a second electric drive torque control strategy. Among them, the first electric drive torque control strategy characterizes the adjustment of the motor torque distribution before and after. Since the rear motor is the source of the axial derived force, 30% of the driving torque of the rear motor can be distributed to the front motor, while the total driving torque remains unchanged to meet the acceleration requirement. The first motor torque distribution strategy needs to be calibrated and executed, and the optimal distribution principle is selected. The second electric drive torque control strategy is the default electric drive torque control strategy of the vehicle. Under this strategy, the motor torque is mainly driven by the rear motor in the standard mode and the energy-saving mode, and the torque of the front motor is very small.

[0053] Specifically, when the relative rotation angle is greater than or equal to the rotation angle threshold and the longitudinal acceleration is greater than or equal to the acceleration threshold, since the first suspension control strategy has been executed at this time and the suspension height of the vehicle has been adjusted to the range ensuring acceleration comfort, when the longitudinal acceleration is greater than or equal to the acceleration threshold, the matching electric drive torque control strategy is determined as the first electric drive torque control strategy, 30% of the driving torque of the rear motor is distributed to the front motor, and the total driving torque remains unchanged to meet the acceleration requirement.

[0054] When the relative rotation angle is greater than or equal to the rotation angle threshold and the longitudinal acceleration is less than the acceleration threshold, since the longitudinal acceleration is less than 0.1g at this time, it means that the longitudinal acceleration is small, and thus the required torque is small, the friction force of the three-ball joint is small, and the corresponding axial derived force is also small. Therefore, the matching electric drive torque control strategy is determined as the second electric drive torque control strategy. Under this strategy, the motor torque is mainly driven by the rear motor in the standard mode and the energy-saving mode, and the torque of the front motor is very small.

[0055] Referring to Figure 2 , the overall step flow chart of a vehicle control method of the present application is shown, which may specifically include the following content: Step S1: Collect the wheel-end pulse signal in real time and determine the relative rotation angle based on the wheel-end pulse signal. Step S2: Determine whether the relative rotation angle is greater than or equal to the rotation angle threshold; that is, determine whether the phase difference of the resultant force of the left and right half-axis derived forces represented by the relative rotation angle is cancelled out. If the relative rotation angle is less than the rotation angle threshold, execute the second suspension control strategy, where the second suspension control strategy is the default suspension control strategy of the vehicle. If the relative rotation angle is greater than or equal to the rotation angle threshold, execute Step S3. Step S3: Execute the first suspension control strategy and adjust the suspension height to the range that ensures acceleration comfort. Step S4: Collect the longitudinal acceleration in real time. Step S5: Determine whether the longitudinal acceleration is greater than or equal to the acceleration threshold. If the longitudinal acceleration is less than the acceleration threshold, execute the second electric drive torque control strategy, where the second electric drive torque control strategy is the default electric drive torque control of the vehicle. In the standard mode and energy-saving mode, the rear motor drive is mainly used, and the torque of the front motor is very small. If the longitudinal acceleration is greater than or equal to the acceleration threshold, execute Step S6. Step S6: Execute the first electric drive torque control strategy and adjust the torque distribution between the front and rear motors.

[0056] By determining whether to execute the preset suspension control strategy, only when the first suspension control strategy is executed, continue to determine the numerical relationship between the longitudinal acceleration and the acceleration threshold, and then select the matching electric drive torque control strategy to control the torque distribution of the front and rear motors of the vehicle, so that the power distribution is coordinated with the suspension state. This hierarchical determination and linkage control mechanism can suppress special situations caused by sudden changes in motor torque or uncoordinated suspension damping, reduce the amplitude and frequency of the longitudinal jitter of the vehicle body during rapid acceleration, and improve the driving smoothness.

[0057] In an embodiment of the present invention, after collecting the wheel-end pulse signal and longitudinal acceleration of the vehicle, the method further includes: Perform high-pass filtering processing on the wheel-end pulse signal; Perform low-pass filtering processing on the longitudinal acceleration.

[0058] In practical applications, after obtaining the instantaneous rotational speed based on the wheel-end pulse signal and before converting it into the calculation of the relative rotational angle, applying a high-pass filter can effectively filter out the low-frequency drift in the wheel speed (such as sensor zero offset or slow vehicle speed changes), avoiding the distortion of the relative angle calculation caused by the accumulation of integration errors; while applying a low-pass filter to the longitudinal acceleration can suppress high-frequency noise (such as instantaneous spikes caused by engine vibration or road surface impacts), retaining the true longitudinal dynamic characteristics of the vehicle, ensuring that the torque control strategy is executed based on accurate acceleration signals, thereby improving the stability and accuracy of vehicle body jitter suppression. There are existing in the collected wheel-end pulse signals and longitudinal acceleration data.

[0059] In an embodiment of the present invention, by collecting the wheel-end pulse signal and longitudinal acceleration of the vehicle; determining the corresponding relative rotational angle according to the wheel-end pulse signal; determining a control strategy matching the relative rotational angle and the longitudinal acceleration; using the control strategy to control the suspension height and electric drive torque distribution of the vehicle; by collecting real-time data of the wheel-end pulse signal and longitudinal acceleration, and real-time monitoring and adjusting the suspension height and electric drive torque distribution, it is possible to effectively reduce the jitter phenomenon of the vehicle during driving, thereby improving driving comfort and safety, and avoiding the problem of vehicle jitter caused by the suspension height still being adjusted while the vehicle body has already jittered during the acceleration process.

[0060] Referring to Figure 3 , a structural block diagram of an embodiment of a vehicle control system of the present application is shown, which may specifically include the following modules: An information collection module 201, configured to collect the wheel-end pulse signal and longitudinal acceleration of the vehicle; An information processing module 202, configured to determine the corresponding relative rotational angle according to the wheel-end pulse signal; A strategy matching module 203, configured to determine a control strategy matching the relative rotational angle and the longitudinal acceleration; A strategy execution module 204, configured to use the control strategy to control the suspension height and electric drive torque distribution of the vehicle.

[0061] In an embodiment of the present application, the vehicle control system provided in the embodiment of the present application collects the wheel-end pulse signal and longitudinal acceleration of the vehicle; determines the corresponding relative rotational angle according to the wheel-end pulse signal; determines a control strategy matching the relative rotational angle and the longitudinal acceleration; uses the control strategy to control the suspension height and electric drive torque distribution of the vehicle; by collecting real-time data of the wheel-end pulse signal and longitudinal acceleration, and real-time monitoring and adjusting the suspension height and electric drive torque distribution, it is possible to effectively reduce the jitter phenomenon of the vehicle during driving, thereby improving driving comfort and safety, and avoiding the problem of vehicle jitter caused by the suspension height still being adjusted while the vehicle body has already jittered during the acceleration process.

[0062] For the system embodiments, since they are basically similar to the method embodiments, the description is relatively simple. For related parts, please refer to the corresponding descriptions in the method embodiments.

[0063] The embodiments of the present application also provide a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, it implements each process of the above vehicle control method embodiments and can achieve the same technical effects. To avoid repetition, details are not described here again.

[0064] The embodiments of the present application also provide an in-vehicle terminal, including: a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute the computer program stored in the memory. When the computer program is executed by the processor, it implements each process of the above vehicle control method embodiments and can achieve the same technical effects. To avoid repetition, details are not described here again.

[0065] Although the preferred embodiments of the embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present invention.

[0066] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a device, or a computer program product. Therefore, the embodiments of the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memories, CD-ROMs, optical memories, etc.) containing computer-usable program codes.

[0067] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowcharts and / or block diagrams can be implemented by computer program instructions, and the combination of the processes and / or blocks in the flowcharts and / or block diagrams can also be implemented. These computer program instructions can be provided to the processors of general-purpose computers, special-purpose computers, embedded processors, or other programmable data processing terminal devices to generate a machine, so that the instructions executed by the processors of the computers or other programmable data processing terminal devices generate a device for implementing the functions specified in Figure 1 each process or multiple processes and / or blocks Figure 1 each block or multiple blocks.

[0068] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal device to work in a specific manner, such that the instructions stored in the computer-readable memory produce a manufacture including an instruction device that implements the functions specified in one or more processes and / or blocks Figure 1 in one or more processes and / or blocks Figure 1 specified in the block or blocks.

[0069] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device, such that a series of operational steps are performed on the computer or other programmable terminal device to produce a computer-implemented process, whereby the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one or more processes and / or blocks Figure 1 in one or more processes and / or blocks Figure 1 specified in the block or blocks.

[0070] Although the preferred embodiments of the embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0071] Finally, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data that have been authorized by the user or fully authorized by all parties. And the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions, and corresponding operation entrances are provided for users to choose to authorize or reject.

[0072] It should also be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or terminal device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or terminal device comprising the element.

[0073] The above has introduced in detail a vehicle control method and a vehicle control system provided by the present invention. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: Collect wheel end pulse signals and longitudinal acceleration of the vehicle; Determine the corresponding relative rotation angle according to the wheel end pulse signal; determining a control strategy that matches the relative rotation angle and the longitudinal acceleration; The control strategy is adopted to control the suspension height and electric drive torque distribution of the vehicle.

2. The method according to claim 1, characterized in that Determining the corresponding relative rotation angle according to the wheel end pulse signal includes: Converting the wheel end pulse signal into instantaneous rotation speed; Calculating the corresponding half-shaft rotation angle according to the instantaneous rotation speed; The relative rotation angle is determined according to the difference of the half-shaft rotation angles.

3. The method according to claim 1, characterized in that The control strategy includes: a suspension control strategy and an electric drive torque control strategy; the suspension control strategy is used to control the suspension height of the vehicle; the electric drive torque control strategy is used to control the driving torque of the front and rear motors of the vehicle; Determining a control strategy that matches the relative rotation angle and the longitudinal acceleration includes: Determining a matching suspension control strategy according to a numerical relationship between the relative rotation angle and the rotation angle threshold; A matching electric drive torque control strategy is determined according to the numerical relationship between the relative rotation angle and the rotation angle threshold, and the longitudinal acceleration and the acceleration threshold.

4. The method according to claim 3, characterized in that Using the control strategy to control the suspension height and electric drive torque distribution of the vehicle includes: The suspension control strategy is used to control the suspension height of the vehicle, and / or the electric drive torque control strategy is used to control the electric drive torque distribution of the vehicle.

5. The method according to claim 4, characterized in that The suspension control strategy includes: a first suspension control strategy and a second suspension control strategy; Determining a matching suspension control strategy according to the numerical relationship between the relative rotation angle and the rotation angle threshold includes: In a case where the relative rotation angle is greater than or equal to the rotation angle threshold, determining the matched suspension control strategy as the first suspension control strategy; When the relative rotation angle is less than the rotation angle threshold, the matched suspension control strategy is determined as the second suspension control strategy.

6. The method according to claim 5, characterized in that The electric drive torque control strategy includes: a first electric drive torque control strategy and a second electric drive torque control strategy; The electric drive torque control strategy that matches the suspension control strategy and the numerical relationship between the longitudinal acceleration and the acceleration threshold is determined to include: When the relative rotation angle is greater than or equal to the rotation angle threshold, and the longitudinal acceleration is greater than or equal to the acceleration threshold, determining the matched electric drive torque control strategy as the first electric drive torque control strategy; When the relative rotation angle is greater than or equal to the rotation angle threshold and the longitudinal acceleration is less than the acceleration threshold, the matching electric drive torque control strategy is determined as the second electric drive torque control strategy.

7. The method according to claim 1, characterized in that After collecting the wheel end pulse signal and longitudinal acceleration of the vehicle, the method further includes: Performing high-pass filtering on the wheel end pulse signal; The longitudinal acceleration is subjected to low-pass filtering.

8. A vehicle control system, characterized in that: The system comprises: An information acquisition module, used to collect wheel-end pulse signals and longitudinal acceleration of the vehicle; An information processing module, used to determine the corresponding relative rotation angle according to the wheel end pulse signal; A strategy matching module, used to determine a control strategy that matches the relative rotation angle and the longitudinal acceleration; A strategy execution module is used to control the suspension height and electric drive torque distribution of the vehicle using the control strategy.

9. 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 vehicle control method according to any one of claims 1 to 7 is implemented.

10. A vehicle-mounted terminal, characterized in that: It comprises a processor, a memory and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the vehicle control method as described in any one of claims 1 to 7.

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