Vehicle load calculation method and vehicle

Abstract

The present invention discloses a vehicle load calculation method and a vehicle, comprising: continuously obtaining an enable signal of a power output device and a vehicle speed after the vehicle is powered on; obtaining the current working condition information of the vehicle when the vehicle speed is greater than zero and the enable signal is not obtained; continuously obtaining the dynamic information of the vehicle when the working condition information first meets the enable condition for load calculation; continuously calculating the estimated load of the vehicle according to the dynamic information based on a recursive least squares method; obtaining the cumulative time after the vehicle is powered on that the working condition information meets the enable condition for load calculation; determining the actual load of the vehicle according to the cumulative time and the estimated load; obtaining a preset load range of the estimated load according to the actual load; obtaining the sum of squares of standard errors of the recursive least squares method according to the estimated load and the preset load range within a preset time period; and after obtaining the sum of squares of the standard errors, determining the actual load of the vehicle according to the estimated load and the sum of squares of the standard errors.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a vehicle load calculation method and a vehicle. Background Art

[0002] The vehicle load is an important parameter for vehicle control, affecting the vehicle's gear control, braking control, and energy recovery control.

[0003] When using dynamic information to calculate load, factors such as road conditions and tire deformation may cause the calculated load to be inaccurate and deviate significantly from the actual load, affecting vehicle driving control operations. Summary of the Invention

[0004] The present invention provides a vehicle load calculation method and a vehicle, so as to solve the problem of inaccurate vehicle load calculation.

[0005] According to one aspect of the present invention, a method for calculating a vehicle's load is provided, comprising:

[0006] After the vehicle is powered on, continuously obtaining an enable signal of a power output device and a vehicle speed;

[0007] When the vehicle speed is greater than zero and the enable signal is not obtained, obtaining current operating condition information of the vehicle;

[0008] When the operating condition information first meets a load calculation enabling condition, continuously acquiring dynamic information of the vehicle;

[0009] Continuously calculating an estimated load of the vehicle based on the dynamic information based on a recursive least squares method;

[0010] Obtaining the cumulative time during which the operating condition information satisfies a load calculation enabling condition after the vehicle is powered on;

[0011] determining the actual load of the vehicle based on the accumulated time and the estimated load;

[0012] Obtaining a preset load range of the estimated load according to the actual load;

[0013] Obtaining the sum of squares of standard errors of the recursive least squares method according to the estimated load within a preset time period and the preset load range;

[0014] After obtaining the standard error sum of squares, the actual load of the vehicle is determined according to the estimated load and the standard error sum of squares.

[0015] Optionally, determining the actual load of the vehicle according to the accumulated time and the estimated load includes:

[0016] Obtaining an estimated load of the vehicle when the accumulated time is greater than or equal to a preset accumulated time and recording the estimated load as a first estimated load;

[0017] The first estimated load is determined as the actual load.

[0018] Optionally, determining the actual load of the vehicle according to the accumulated time and the estimated load includes:

[0019] Obtaining an estimated load of the vehicle when the accumulated time is greater than or equal to a preset accumulated time and recording the estimated load as a first estimated load;

[0020] Obtaining an estimated load at a first preset time and recording it as a second estimated load; wherein the first preset time is before the accumulated time reaches the preset accumulated time;

[0021] Obtaining an absolute difference between the first estimated load and the second estimated load;

[0022] When the load absolute difference is less than or equal to a preset absolute difference, the first estimated load is determined as the actual load.

[0023] Optionally, the vehicle load calculation method further includes:

[0024] When the load absolute difference is greater than the preset absolute difference, the process returns to the step of obtaining the estimated load of the vehicle when the accumulated time is greater than or equal to the preset accumulated time and recording the estimated load as the first estimated load.

[0025] Optionally, obtaining a preset load range for the estimated load based on the actual load includes:

[0026] Obtaining a preset error range of the estimated load;

[0027] A preset load range of the estimated load is obtained according to the actual load and the preset error range.

[0028] Optionally, obtaining the sum of squares of standard errors of the recursive least squares method according to the estimated load within a preset time period and the preset load range includes:

[0029] Obtaining the estimated load that first meets the preset load range within the preset time period as the standard estimated load;

[0030] The sum of squared errors of the recursive least squares method when calculating the standard estimated load is obtained and determined as the standard sum of squared errors.

[0031] Optionally, the moment when the working condition information meets the load calculation enabling condition is the first moment, and the moment when the cumulative time for the working condition information to meet the load calculation enabling condition reaches a preset cumulative time is the second moment;

[0032] The preset time period is the time period between the first moment and the second moment.

[0033] Optionally, after obtaining the standard error sum of squares, determining the actual load of the vehicle according to the estimated load and the standard error sum of squares includes:

[0034] After obtaining the standard error sum of squares, continuously calculating the estimated load of the vehicle and the real-time error sum of squares according to the dynamic information based on the recursive least squares method;

[0035] When the real-time sum of squared errors is less than or equal to the standard sum of squared errors, the current estimated load is determined as the actual load.

[0036] Optionally, the operating condition information includes: current vehicle speed, longitudinal acceleration, net driving force change rate, jerk and slope change rate;

[0037] The conditions enabling the calculation of the load include: the vehicle speed is within a preset vehicle speed range, the longitudinal acceleration is greater than the preset longitudinal acceleration, the net driving force change rate is less than or equal to the preset net driving force change rate, the jerk is less than or equal to the preset jerk, and the slope change rate is less than or equal to the preset slope change rate.

[0038] According to another aspect of the present invention, there is provided a vehicle, comprising: a controller;

[0039] The controller is used to execute the above-mentioned vehicle load calculation method.

[0040] The technical solution provided by the present invention continuously obtains the enable signal of the power output device and the vehicle speed after the vehicle is powered on. When the vehicle speed is greater than zero and the enable signal is not obtained, it can be determined that the vehicle has not unloaded. At this time, the current working condition information of the vehicle is obtained to detect the driving state of the vehicle based on the working condition information. When the current working condition information meets the load calculation enabling condition, the vehicle's dynamic information is continuously obtained to calculate the estimated load of the driving vehicle based on the recursive least squares method and the dynamic information. The timing of updating the vehicle load can be determined based on the vehicle's working condition information, so that the estimated load of the vehicle can be calculated and updated in a relatively reliable and stable state during the vehicle's driving process, which can effectively reduce the error between the estimated load and the actual load, and improve the accuracy of the estimated load calculation. On this basis, the cumulative time in which the operating condition information meets the calculation enabling conditions of the load after the vehicle is powered on is obtained, and the actual load of the vehicle is determined based on the cumulative time and the estimated load, which can ensure the reliability of the actual load. When the preset load range of the estimated load is obtained based on the actual load, the accuracy of the preset load range can be improved, so that when the standard error sum of the squares of the recursive least squares method is obtained based on the estimated load and the preset load range within the preset time period, the accurate standard error square can be determined, so that when the actual load of the vehicle is subsequently determined based on the estimated load and the standard error sum of the squares, the situation that the road conditions and tire failures cause abnormal vehicle dynamics information and lead to excessive deviation in the estimated load can be avoided, which can further improve the accuracy and credibility of the actual load, ensure the accuracy of vehicle control operations, and help improve the driver's driving experience.

[0041] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0043] Figure 1 This is a flow chart of a vehicle load calculation method provided by an embodiment of the present invention;

[0044] Figure 2 is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention;

[0045] Figure 3It is a structural schematic diagram of a vehicle load calculation device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0046] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0047] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0048] An embodiment of the present invention provides a vehicle load calculation method, which can improve the accuracy and reliability of the load calculated based on dynamic information. The vehicle load calculation method can be executed by a vehicle load calculation device provided by an embodiment of the present invention. The vehicle load calculation device can be implemented in the form of software and / or hardware, and the device can be configured in the vehicle controller.

[0049] Figure 1 This is a flow chart of a vehicle load calculation method provided by an embodiment of the present invention. Figure 1 As shown, the vehicle load calculation method includes:

[0050] S110 : After the vehicle is powered on, continuously obtain an enable signal of the power output device and a vehicle speed.

[0051] Specifically, a power take-off (PTO), also known as a power take-off (PTO), is a device that transfers engine power to equipment outside the vehicle's travel system. For trucks, receiving a PTO enable signal indicates that the vehicle is ready to unload cargo by lifting the cargo box. Failure to receive this signal indicates that the vehicle is not unloading cargo by lifting the cargo box. Furthermore, the vehicle's speed can be measured using a speed sensor. A speed greater than zero indicates the vehicle is moving, while a zero speed indicates it is stationary. A prolonged stationary state may indicate that the vehicle has unloaded cargo by other means (such as manual unloading). After receiving the vehicle power-on signal, the controller powers on and enters an operating state. During this operating state, it continuously monitors the vehicle's speed and the PTO enable signal to monitor the vehicle's unloading status.

[0052] S120: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0053] Specifically, a speed greater than zero indicates the vehicle is in motion, and manual unloading is unlikely during this state. Failure to obtain an enable signal from the power take-off device indicates the vehicle is not unloading by lifting the cargo box. Therefore, if the vehicle speed is greater than zero and no enable signal is obtained, indicating the vehicle is in motion and not unloading, the vehicle's current operating condition information can be obtained to determine whether to recalculate the vehicle's load capacity, i.e., to update the vehicle's load capacity based on this operating condition information.

[0054] Exemplarily, when the enable signal is obtained and / or when it is determined that the duration of the vehicle speed being equal to zero reaches a first preset time, the empty weight is determined as the current actual load weight of the vehicle.

[0055] Specifically, if an enable signal from the power take-off device is received, it indicates that the vehicle has unloaded cargo by lifting the cargo box. In this case, the vehicle can be considered unloaded, and the unloaded weight can be determined as the vehicle's current estimated load. Alternatively, if the duration of the zero speed period exceeds a first preset time, it indicates that the vehicle has been parked for an extended period, possibly unloading cargo by manual unloading or other methods. In this case, the vehicle can be considered unloaded, and the unloaded weight can also be determined as the vehicle's current estimated load. Alternatively, if an enable signal from the power take-off device is received within the first preset time period while the vehicle speed is zero, it indicates that the vehicle has unloaded cargo by lifting the cargo box. In this case, the vehicle can be considered unloaded. It will be appreciated that if the vehicle has not unloaded cargo at this time, the estimated load can be recalculated based on dynamic information after the vehicle has been driven.

[0056] S130: When the operating condition information first meets the load calculation enabling condition, continuously obtain the vehicle dynamics information.

[0057] Specifically, the vehicle's operating condition information can be used to determine the vehicle's state during driving, and further, based on the vehicle's operating condition information, it can be used to determine whether the vehicle currently meets the conditions for updating the vehicle's load (i.e., the preset conditions). Upon determining that the vehicle's current operating condition information meets the preset conditions, the vehicle's current dynamic information can be obtained. In this way, the timing for updating the vehicle's load can be determined based on the vehicle's operating condition information, allowing the vehicle's estimated load to be calculated and updated in a relatively reliable and stable state during driving. This effectively reduces the error between the estimated load and the actual load, improves the accuracy of the estimated load calculation, and thus contributes to improved vehicle control accuracy and reliability.

[0058] Exemplarily, the dynamic information includes: the total driving force of the vehicle, air resistance, rolling resistance, longitudinal acceleration, and the slope of the road on which the vehicle is currently traveling.

[0059] The total driving force F1 of the vehicle can be determined based on the engine torque T, transmission ratio n, final reduction ratio b, mechanical efficiency η, and tire radius r. These parameters can be substituted into the formula F1=(T×n×b×η) / r to determine the total driving force of the vehicle. The air resistance F2 of the vehicle can be determined based on the air resistance coefficient C, air density ρ, the frontal area S of the object, and the relative motion speed V between the object and the air. These parameters can be substituted into the formula F2=C×ρ×S×V 2 / 2, thus determining the vehicle's air resistance. The vehicle's acceleration resistance F3 can be understood as the vehicle's inertia loss, which can be determined based on the tire radius r, the moment of inertia J, and the vehicle's longitudinal acceleration a. The above parameters can be substituted into the formula F3=J×a / r 2 The vehicle's current longitudinal acceleration sensor acquires the vehicle's current longitudinal acceleration, and the slope of the road the vehicle is currently traveling on can be acquired via a slope sensor. Alternatively, in another feasible embodiment, the slope of the road the vehicle is currently traveling on can be determined based on the acceleration.

[0060] S140 , continuously calculating the estimated load of the vehicle based on the dynamic information based on the recursive least squares method.

[0061] Specifically, after the dynamic information is obtained, the vehicle load can be first calculated based on the dynamic information to obtain an initial estimated load, and then the final estimated load is calculated based on the initial estimated load based on the recursive least squares method.

[0062] Exemplarily, the dynamic information includes: the vehicle's total driving force F1, air resistance F2, acceleration resistance F3, longitudinal acceleration a, and the slope θ of the current road. When calculating the vehicle's load based on this dynamic information to obtain an initial estimated load, the vehicle's current initial estimated load m can be determined based on the formula F0 = F1 - F2 - F3. The formula F0 = f × m × g × cosθ + m × g × sinθ + m × a can then be used to determine the vehicle's current initial estimated load m based on the net driving force F0, the slope, and the longitudinal acceleration a, where g is the acceleration due to gravity.

[0063] The recursive least squares method is a mathematical optimization method that attempts to find one or a set of estimates such that the actual value is as similar as possible to the estimated value, minimizing the distance between them. The goal is to predict the target data using existing data. The basic principle is to estimate the required filter parameters using existing observations and by minimizing the sum of squared errors to find the optimal matching function. Therefore, the filter parameters can be determined using historical estimated loads. By substituting the estimated load calculated using the current dynamic parameters into the filter, the vehicle's current optimal estimated load can be determined. This optimal estimated load can be stored as the vehicle's current estimated load and used to control various aspects of the vehicle during vehicle control, effectively improving vehicle control accuracy. Furthermore, the next time an estimated load is calculated, this estimated load can be used as one of the historical actual loads, and the recursive least squares method can be recursively optimized again, i.e., the filter parameters can be optimized to further improve the accuracy of the estimated load.

[0064] For example, the function for calculating the estimated load based on the recursive least squares method can be preset as M1=c1+c2×m, which is Formula 1. Among them, M1 is the estimated load, m is the initial estimated load calculated based on the dynamic information, and c1 and c2 are filter parameters. Assuming that after the working condition information meets the calculation enabling conditions of the load for the first time, the initial estimated loads calculated only based on the dynamic information at each moment are m1, m2, m3, ..., mn, respectively, then the sum of the squares of the differences between each initial estimated load and the estimated load calculated based on the recursive least squares method (that is, the sum of squares of the error φ) can be minimized as the "optimization criterion". That is, φ=(m1-M1) 2 +(m2-M1) 2 +(m3-M1) 2 +……(mn-M1) 2, which is Formula 2. Combining Formula 1 and Formula 2, we can find c1 and c2 when the sum of squared errors φ is minimized. Therefore, as the number of data sets increases and the filter parameters c1 and c2 are gradually adjusted. The dynamic information may undergo instantaneous large changes due to road conditions and tire failures, causing the initial estimated load calculated based on the dynamic information to undergo instantaneous large changes, which deviates greatly from the actual load. At this time, the sum of squared errors φ will also undergo instantaneous large changes. Therefore, the sum of squared errors can be used as a standard to evaluate whether the estimated load is accurate, which can avoid the situation where the road conditions and tire failures cause abnormal dynamic information of the vehicle, resulting in excessive deviation in the estimated load.

[0065] S150: Obtain the accumulated time during which the operating condition information satisfies the load calculation enabling condition after the vehicle is powered on.

[0066] S160: Determine the actual load of the vehicle based on the accumulated time and the estimated load.

[0067] Specifically, after the vehicle is powered on and the operating condition information first meets the conditions for enabling weight calculation, the duration of each time the operating condition information meets the conditions for enabling weight calculation is counted and accumulated. This allows the cumulative time that the operating condition information meets the conditions for enabling weight calculation after power-on to be determined. The actual vehicle weight can then be determined based on the accumulated time and the estimated weight.

[0068] In a feasible embodiment, for example, when determining the actual load of a vehicle based on the accumulated time and the estimated load, the estimated load of the vehicle when the accumulated time is greater than or equal to the preset accumulated time can be first obtained and recorded as the first estimated load; and then the first estimated load is determined as the actual load.

[0069] Specifically, a determination can be made as to whether the accumulated time has reached a preset accumulated time. If it is determined that the accumulated time has reached the preset accumulated time, it can be determined that, after convergence within the preset accumulated time, the current estimated load calculated based on the recursive least squares method and the dynamic information is relatively reliable and has a high degree of credibility. This estimated load (i.e., the first estimated load) can be directly used as the actual load of the vehicle. If the accumulated time has not reached the preset accumulated time, then the estimated load calculated based on the recursive least squares method and the dynamic information has not reached a high degree of credibility. In this case, the time during which the operating condition information meets the load calculation enabling condition can be continuously accumulated, and the estimated load can be continuously calculated based on the recursive least squares method and the dynamic information.

[0070] In another feasible embodiment, for example, when determining the actual load of a vehicle based on the accumulated time and the estimated load, after obtaining the estimated load of the vehicle when the accumulated time is greater than or equal to the preset accumulated time and recording it as the first estimated load, the estimated load at the first preset time can be obtained and recorded as the second estimated load; wherein the first preset time is before the accumulated time reaches the preset accumulated time; then the absolute difference in load between the first estimated load and the second estimated load is obtained; when the absolute difference in load is less than or equal to the preset absolute difference, the first estimated load is determined as the actual load.

[0071] Specifically, when it is determined that the cumulative time reaches the preset cumulative time, in order to further improve the credibility of the actual load, the first estimated load can be compared with the estimated load (i.e., the second estimated load) calculated at a certain time before the preset cumulative time (i.e., the first preset time) and the difference is taken. When the absolute value of the difference between the two (i.e., the absolute difference in load) is less than or equal to the preset absolute difference, it means that the estimated load has reached a sufficient degree of convergence, and the first estimated load can be used as the actual load of the vehicle.

[0072] For example, when the absolute difference in load is greater than a preset absolute difference, the estimated vehicle load at the time when the accumulated time is greater than or equal to the preset accumulated time can be re-obtained and recorded as the first estimated load. It is understood that if the absolute difference between the first and second estimated loads is greater than the preset absolute difference, it indicates that the current estimated load has not converged sufficiently and the credibility of the first estimated load is low. In this case, the accumulated time can be re-evaluated to obtain the estimated vehicle load at the time when the accumulated time is greater than or equal to the preset accumulated time and recorded as the first estimated load. This is done until the absolute difference between the first and second estimated loads is less than or equal to the preset absolute difference, at which point the first estimated load is used as the actual vehicle load. In this way, the determined actual vehicle load can be more accurate and reliable, with a higher credibility, thereby making the subsequently calculated sum of squared standard errors more reliable, thereby improving the accuracy and credibility of the subsequent actual load.

[0073] According to big data statistics, when the estimated load convergence time reaches 120 seconds, the calculated estimated load is relatively accurate and has a high degree of reliability. Therefore, in one feasible embodiment, the preset cumulative time can be set to 120 seconds, and the first preset time can be 200 milliseconds before the preset cumulative time. In other feasible embodiments of the present invention, the preset cumulative time and the first preset time can also be other values, which are not specifically limited in this embodiment of the present invention.

[0074] S170: Obtain a preset load range of the estimated load according to the actual load.

[0075] Specifically, after determining the actual load, the range of estimated load within the allowable error range can be obtained based on the actual load, that is, the preset load range of the estimated load. The estimated load within the preset load range can be determined to be more accurate and consistent with the actual load, so as to obtain the corresponding sum of squares of errors.

[0076] For example, when obtaining a preset load range of the estimated load based on the actual load, the preset error range of the estimated load can be obtained first; and then the preset load range of the estimated load can be obtained based on the actual load and the preset error range.

[0077] Specifically, the preset error range of the estimated load can be determined through actual testing so that it can be directly obtained when used, thereby simplifying the procedure.

[0078] According to actual testing, an estimated load with an error of [(M0 - 0.1t) × (1-10%), (M0 + 0.1t) × (1+10%)] has no impact on vehicle energy management or gear correction, where M0 represents the actual load. Therefore, in one exemplary embodiment, a preset error range of [(M0 - 0.1t) × (1-10%), (M0 + 0.1t) × (1+10%)] is used. The actual load M0, as determined above, can be substituting into this formula to determine a specific numerical range, ensuring that the estimated load within this range has a high degree of accuracy and reliability.

[0079] S180: Obtain the standard error sum of squares of the recursive least squares method according to the estimated load within the preset time period and the preset load range.

[0080] Specifically, after determining the preset load range, all estimated loads calculated within the preset time period can be obtained, and each estimated load can be compared with the preset load range to determine the standard sum of squares of errors based on the estimated load that meets the preset load range. That is, one of the estimated loads that meets the preset load range can be used as the standard estimated load, and the sum of squares of errors of the recursive least squares method when calculating the standard estimated load can be used as the standard sum of squares of errors.

[0081] S190. After obtaining the standard error sum of squares, determine the actual load of the vehicle based on the estimated load and the standard error sum of squares.

[0082] Specifically, during the subsequent driving of the vehicle, after obtaining the estimated load, the sum of the squared errors corresponding to the estimated load can be compared with the squared standard error, and the actual load of the vehicle can be determined based on the comparison result. This can avoid the situation where the estimated load deviation is too large due to abnormal vehicle dynamic information caused by road conditions and tire failures. It can ensure the accuracy of vehicle control operations on the basis of improving the accuracy of the actual load, which is conducive to improving the driver's driving experience.

[0083] The vehicle load calculation method provided by the embodiment of the present invention continuously obtains the enable signal of the power output device and the vehicle speed after the vehicle is powered on. When the vehicle speed is greater than zero and the enable signal is not obtained, it can be determined that the vehicle has not unloaded. At this time, the current working condition information of the vehicle is obtained to detect the driving state of the vehicle based on the working condition information. When the current working condition information meets the load calculation enablement condition, the vehicle's dynamic information is continuously obtained to calculate the estimated load of the driving vehicle based on the recursive least squares method and the dynamic information. The timing of updating the vehicle load can be determined according to the vehicle's working condition information, so that the estimated load of the vehicle can be calculated and updated in a relatively reliable and stable state during the vehicle's driving process, which can effectively reduce the error between the estimated load and the actual load and improve the accuracy of the estimated load calculation. On this basis, the cumulative time during which the operating condition information meets the load calculation enabling conditions after the vehicle is powered on is obtained, and the actual load of the vehicle is determined based on the cumulative time and the estimated load, which can ensure the reliability of the actual load. When the preset load range of the estimated load is obtained based on the actual load, the accuracy of the preset load range can be improved, so that when the standard error sum of squares of the recursive least squares method is obtained based on the estimated load and the preset load range within the preset time period, the accurate standard error square can be determined, so that when the actual load of the vehicle is subsequently determined based on the estimated load and the standard error sum of squares, the situation where the estimated load deviation is too large due to abnormal vehicle dynamics information caused by road conditions and tire failures can be avoided, which can further improve the accuracy and credibility of the actual load, ensure the accuracy of vehicle control operations, and help improve the driver's driving experience.

[0084] Optional, Figure 2 is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention, such as Figure 2 As shown, the vehicle load calculation method includes:

[0085] S211: After the vehicle is powered on, continuously obtain an enable signal of the power output device and the vehicle speed.

[0086] S212: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0087] S213: When the operating condition information first meets the load calculation enabling condition, continuously obtain the vehicle dynamics information.

[0088] S214 , continuously calculating the estimated load of the vehicle based on the dynamic information based on the recursive least squares method.

[0089] S215: Obtain the accumulated time during which the operating condition information satisfies the load calculation enabling condition after the vehicle is powered on.

[0090] S216: Determine the actual load of the vehicle based on the accumulated time and the estimated load.

[0091] S217: Obtain a preset load range of the estimated load according to the actual load.

[0092] S218: Obtain the estimated load that meets the preset load range for the first time within the preset time period as the standard estimated load.

[0093] S219: When obtaining the calculated standard estimated load, the sum of squared errors of the recursive least squares method is calculated and determined as the sum of squared standard errors.

[0094] Specifically, within a preset time period, the estimated load that meets the preset load range for the first time is used as the standard estimated load. This can ensure the accuracy of the estimated load while ensuring that the convergence degree of the estimated load will not be too large. Therefore, in the process of continuously calculating the estimated load, the sum of squared errors corresponding to the estimated load (i.e., the sum of squared standard errors) can enable most of the estimated loads to be used as actual loads for easy application in vehicle control, without affecting the vehicle's control operations. It can also avoid the situation where the road conditions and tire failures cause abnormal vehicle dynamic information and lead to excessive deviations in the estimated load. It can ensure the accuracy of vehicle control operations while improving the accuracy of the estimated load, which is beneficial to improving the driver's driving experience.

[0095] Exemplarily, the moment when the operating condition information satisfies the load calculation enabling condition is the first moment, and the moment when the cumulative time during which the operating condition information satisfies the load calculation enabling condition reaches the preset cumulative time is the second moment; the preset time period includes the time period between the first moment and the second moment. In this way, the preset time period is the time period during which the cumulative time after the operating condition information satisfies the load calculation enabling condition for the first time reaches the preset cumulative time. That is, after determining a relatively reliable preset load range based on the first estimated load after the preset cumulative time, the estimated load that first meets the preset load range before the preset cumulative time is determined as the standard estimated load, and the sum of squared errors of the standard estimated load is calculated as the standard sum of squared errors. In this way, the judgment standard of the reliability of the estimated load can be improved by using the squared error, which can further improve the accuracy and reliability of the actual load determined based on the estimated load.

[0096] S220 , after obtaining the standard error sum of squares, continuously calculate the estimated vehicle load and the real-time error sum of squares based on the dynamic information based on the recursive least squares method.

[0097] S221. When the real-time sum of squared errors is less than or equal to the standard sum of squared errors, the current estimated load is determined as the actual load.

[0098] Specifically, during subsequent vehicle travel, after obtaining an estimated weight, if the sum of squared errors calculated for that estimated weight is less than or equal to the sum of squared standard errors, the estimated weight can be determined as the actual weight. This further improves the accuracy and reliability of the final actual weight determination based on the estimated weight calculated using recursive least squares and dynamic information. Furthermore, if the real-time sum of squared errors is greater than the sum of squared standard errors, the actual weight is not updated, maintaining the actual weight unchanged.

[0099] Based on the same inventive concept, an embodiment of the present invention also provides a vehicle load calculation device, which is used to execute the vehicle load calculation method provided by any embodiment of the present invention. The vehicle load calculation device can be implemented by software and / or hardware. Therefore, the vehicle load calculation device provided by an embodiment of the present invention includes the technical features of the vehicle load calculation method provided by any embodiment of the present invention, and can achieve the beneficial effects of the vehicle load calculation method provided by any embodiment of the present invention. The similarities can be referred to the above description of the vehicle load calculation method provided by the embodiment of the present invention, and will not be repeated here.

[0100] Optional, Figure 3 FIG. 1 is a schematic structural diagram of a vehicle load calculation device provided by an embodiment of the present invention. Figure 3 As shown, the vehicle load calculation device includes: a first information acquisition module 100, which is used to continuously obtain the enable signal of the power output device and the vehicle speed after the vehicle is powered on; a working condition information acquisition module 200, which is used to obtain the current working condition information of the vehicle when the vehicle speed is greater than zero and the enable signal is not obtained; a dynamic information acquisition module 300, which is used to continuously obtain the dynamic information of the vehicle when the working condition information first meets the load calculation enable condition; an estimated load calculation module 400, which is used to continuously calculate the estimated load of the vehicle based on the dynamic information based on the recursive least squares method; a cumulative time acquisition module 500, which is used to obtain After the vehicle is powered on, the operating condition information satisfies the calculation enabling conditions of the load for a cumulative time; a first actual load determination module 600 is used to determine the actual load of the vehicle based on the cumulative time and the estimated load; a preset load range acquisition module 700 is used to obtain the preset load range of the estimated load based on the actual load; a standard error sum of squares acquisition module 800 is used to obtain the standard error sum of squares of the recursive least squares method based on the estimated load and the preset load range within a preset time period; a second actual load acquisition module 900 is used to determine the actual load of the vehicle based on the estimated load and the standard error sum of squares after obtaining the standard error sum of squares.

[0101] The vehicle load calculation device provided by the embodiment of the present invention can determine the timing of updating the vehicle load based on the vehicle's operating condition information, so that the estimated load of the vehicle can be calculated and updated in a relatively reliable and stable state during the vehicle's driving process. It can effectively reduce the error between the estimated load and the actual load, and improve the accuracy of the estimated load calculation. On this basis, it can avoid the situation where the road conditions and tire failures cause abnormal vehicle dynamic information and lead to excessive deviation in the estimated load, and can further improve the accuracy and credibility of the actual load, ensure the accuracy of vehicle control operations, and help improve the driver's driving experience.

[0102] Based on the same inventive concept, an embodiment of the present invention also provides a vehicle, including a controller, which is used to execute the vehicle load calculation method provided by any embodiment of the present invention. Therefore, the vehicle provided by an embodiment of the present invention includes the technical features of the vehicle load calculation method provided by any embodiment of the present invention, and can achieve the beneficial effects of the vehicle load calculation method provided by any embodiment of the present invention. The similarities can be referred to the above description of the vehicle load calculation method provided by the embodiment of the present invention, and will not be repeated here.

[0103] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for calculating vehicle load, characterized in that: include: After the vehicle is powered on, continuously obtaining an enable signal of a power output device and a vehicle speed; When the vehicle speed is greater than zero and the enable signal is not obtained, obtaining current operating condition information of the vehicle; When the operating condition information first meets a load calculation enabling condition, continuously acquiring dynamic information of the vehicle; Continuously calculating an estimated load of the vehicle based on the dynamic information based on a recursive least squares method; Obtaining the cumulative time during which the operating condition information satisfies a load calculation enabling condition after the vehicle is powered on; determining the actual load of the vehicle based on the accumulated time and the estimated load; Obtaining a preset load range of the estimated load according to the actual load; Obtaining the sum of squares of standard errors of the recursive least squares method according to the estimated load within a preset time period and the preset load range; After obtaining the standard error sum of squares, during subsequent driving of the vehicle, determining the actual load of the vehicle based on the estimated load and the standard error sum of squares; Wherein, obtaining a preset load range of the estimated load according to the actual load includes: obtaining a preset error range of the estimated load; obtaining the preset load range of the estimated load according to the actual load and the preset error range; Based on the estimated load within the preset time period and the preset load range, the standard sum of squares of the recursive least squares method is obtained, including: obtaining the estimated load that meets the preset load range for the first time within the preset time period as the standard estimated load; obtaining the sum of squares of the errors of the recursive least squares method when calculating the standard estimated load, and determining it as the standard sum of squares of the error.

2. The vehicle load calculation method according to claim 1, characterized in that: Determining the actual load of the vehicle according to the accumulated time and the estimated load, including: Obtaining an estimated load of the vehicle when the accumulated time is greater than or equal to a preset accumulated time and recording the estimated load as a first estimated load; The first estimated load is determined as the actual load.

3. The vehicle load calculation method according to claim 1, characterized in that: Determining the actual load of the vehicle according to the accumulated time and the estimated load, including: Obtaining an estimated load of the vehicle when the accumulated time is greater than or equal to a preset accumulated time and recording the estimated load as a first estimated load; Obtaining an estimated load at a first preset time and recording it as a second estimated load; wherein the first preset time is before the accumulated time reaches the preset accumulated time; Obtaining an absolute difference between the first estimated load and the second estimated load; When the load absolute difference is less than or equal to a preset absolute difference, the first estimated load is determined as the actual load.

4. The vehicle load calculation method according to claim 3, characterized in that: Also includes: When the load absolute difference is greater than the preset absolute difference, the process returns to the step of obtaining the estimated load of the vehicle when the accumulated time is greater than or equal to the preset accumulated time and recording the estimated load as the first estimated load.

5. The vehicle load calculation method according to claim 1, characterized in that: The moment when the working condition information satisfies the load calculation enabling condition is the first moment, and the moment when the cumulative time during which the working condition information satisfies the load calculation enabling condition reaches a preset cumulative time is the second moment; The preset time period is the time period between the first moment and the second moment.

6. The vehicle load calculation method according to claim 1, characterized in that: After obtaining the standard error sum of squares, during subsequent driving of the vehicle, determining the actual load of the vehicle according to the estimated load and the standard error sum of squares includes: After obtaining the standard error sum of squares, during subsequent driving of the vehicle, continuously calculating the estimated load and the real-time error sum of squares of the vehicle based on the dynamic information based on the recursive least squares method; When the real-time sum of squared errors is less than or equal to the standard sum of squared errors, the current estimated load is determined as the actual load.

7. The vehicle load calculation method according to claim 1, characterized in that: The operating condition information includes: current vehicle speed, longitudinal acceleration, net driving force change rate, jerk and grade change rate; The conditions enabling the calculation of the load include: the vehicle speed is within a preset vehicle speed range, the longitudinal acceleration is greater than the preset longitudinal acceleration, the net driving force change rate is less than or equal to the preset net driving force change rate, the jerk is less than or equal to the preset jerk, and the slope change rate is less than or equal to the preset slope change rate.

8. A vehicle, characterized in that: include: Controller; The controller is used to execute the vehicle load calculation method according to any one of claims 1 to 7.

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