Vehicle load calculation method and device and vehicle

Abstract

The invention discloses a load calculation method and device for a vehicle and the vehicle, and the method comprises the steps: continuously obtaining an enable signal of a power output device and the speed of the vehicle after the vehicle is powered on; when the vehicle speed is greater than zero and the enable signal is not obtained, obtaining current working condition information of the vehicle; when the current working condition information meets the enabling condition of load calculation, dynamic information of the vehicle is continuously obtained; the current first estimated load of the vehicle is continuously calculated according to the dynamic information, and the number of times that the working condition information meets the enabling condition of load calculation after the vehicle is powered on is obtained; presetting N different filtering durations when the number of times is the preset number of times; obtaining a first duration when the working condition information meets an enabling condition of load calculation; when the first duration is less than or equal to the first preset time, based on a first-order low-pass filtering formula, obtaining a second estimated load under each filtering duration according to the total driving force and the longitudinal acceleration; and obtaining the optimal filtering duration according to the actual load and each second estimated load.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle load calculation method, device and 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] At present, during vehicle driving, due to the vehicle operating conditions and load calculation logic, the estimated load calculated in the initial stage of load calculation deviates greatly from the actual load, affecting vehicle control. Summary of the Invention

[0004] The present invention provides a vehicle load calculation method, device and vehicle to solve the problem of excessive deviation between the estimated load and the actual load in the initial stage of 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 current operating condition information satisfies an enabling condition for calculating the load, continuously acquiring dynamic information of the vehicle; the dynamic information including at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration, and the slope of the road on which the vehicle is currently traveling;

[0009] Continuously calculating a first estimated current load of the vehicle based on the dynamic information, and obtaining a number of times, after the vehicle is powered on, the operating condition information satisfies an enabling condition for calculating the load;

[0010] When the number is a preset number, N different filtering durations are preset; N ≥ 2 and N is an integer;

[0011] Obtaining a first duration during which the operating condition information satisfies an enabling condition for calculating load;

[0012] When the first duration is less than or equal to a first preset time, continuously obtaining a second estimated load at each filtering duration based on the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula;

[0013] Obtaining an optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated load lengths;

[0014] The first preset time is less than the total duration during which the operating condition information meets the enabling conditions for calculating the load.

[0015] Optionally, the N filtering durations are increased sequentially;

[0016] Continuously obtaining a second estimated load at each filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula, including:

[0017] Continuously obtaining a total driving force filtering value for an i-th filtering duration based on the total driving forces collected during an i-th filtering duration among the N filtering durations based on a first-order low-pass filtering formula;

[0018] Continuously obtaining a longitudinal acceleration filter value for an i-th filtering duration based on the longitudinal accelerations collected during an i-th filtering duration among the N filtering durations based on a first-order low-pass filtering formula;

[0019] determining the second estimated load for the i-th filtering duration according to the total driving force filtered value for the i-th filtering duration and the longitudinal acceleration filtered value for the i-th filtering duration;

[0020] Determine whether i is equal to N;

[0021] If yes, performing the step of obtaining the optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated load weights;

[0022] If not, set i=i+1, and return to the step of continuously executing the first-order low-pass filtering formula to obtain the total driving force filtering value for the i-th filtering time period according to the total driving forces collected during the i-th filtering time period among the N filtering time periods;

[0023] Wherein, i≥1, and i is an integer.

[0024] Optionally, the N filtering durations are increased sequentially;

[0025] Continuously obtaining a second estimated load at each filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula, including:

[0026] During the i-th filtering time period among the N filtering time periods, obtaining a second estimated load initial value at the current sampling time period based on the total driving force and longitudinal acceleration at the current sampling time period;

[0027] Based on a first-order low-pass filter formula, the second estimated load at the current sampling moment is obtained according to the second estimated load initial value at the current sampling moment and the second estimated load at the previous sampling moment;

[0028] Determine whether the current filtering time reaches the i-th filtering time;

[0029] If it is determined that the current filtering time duration has not reached the i-th filtering time duration, returning to the step of obtaining the second estimated load initial value at the current sampling moment based on the total driving force and longitudinal acceleration at the current sampling moment;

[0030] If it is determined that the current filtering time reaches the i-th filtering time, the current second estimated load is determined as the second estimated load under the i-th filtering time;

[0031] Determine whether i is equal to N; if it is determined that i is equal to N, perform the step of obtaining the optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated loads;

[0032] If it is determined that i is less than N, then set i=i+1, and return to the step of executing the i-th filtering duration among the N filtering durations to obtain the second estimated load initial value at the current sampling time based on the total driving force and longitudinal acceleration at the current sampling time;

[0033] Wherein, i≥1, and i is an integer.

[0034] Optionally, obtaining an optimal filtering duration among the N filtering durations according to the first estimated load and each of the second estimated loads includes:

[0035] Obtaining an absolute difference between each of the second estimated loads and the actual load;

[0036] Determine the second estimated load corresponding to the smallest absolute difference value among the absolute differences as the calculated actual load;

[0037] The filtering time duration corresponding to the calculated actual load is determined as the optimal filtering time duration.

[0038] Optionally, the vehicle load calculation method further includes:

[0039] When the number of times is greater than a preset number of times, obtaining the optimal filtering time;

[0040] Obtaining a second duration during which the operating condition information satisfies an enabling condition for calculating the load;

[0041] When the second duration is less than or equal to the first preset time, continuously obtaining a second estimated load under the optimal filtering duration according to the total driving force and the longitudinal acceleration based on the first-order low-pass filtering formula;

[0042] When the second duration is less than or equal to the first preset time, the second estimated load is determined as the actual load.

[0043] Optionally, the vehicle load calculation method further includes: when the number is greater than a preset number, after the second duration exceeds the first preset time, determining the first estimated load as the actual load.

[0044] Optionally, the vehicle load calculation method further includes: when the number is a preset number, determining the first estimated load as the actual load.

[0045] Optionally, the operating condition information includes: current vehicle speed, longitudinal acceleration, net driving force change rate, jerk and slope change rate;

[0046] The enabling conditions 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.

[0047] According to another aspect of the present invention, there is provided a vehicle load calculation device, comprising:

[0048] a first information acquisition module, configured to continuously acquire an enable signal of a power output device and a vehicle speed after the vehicle is powered on;

[0049] an operating condition information acquisition module, configured to acquire the current operating condition information of the vehicle when the vehicle speed is greater than zero and the enabling signal is not obtained;

[0050] a dynamic information acquisition module, configured to continuously acquire dynamic information of the vehicle when the current operating condition information satisfies an enabling condition for calculating the load; the dynamic information including at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration, and the slope of the road on which the vehicle is currently traveling;

[0051] a first estimated load calculation module, configured to calculate a first estimated current load of the vehicle according to the dynamic information;

[0052] An enabling number acquisition module, used to obtain the number of times the operating condition information meets the enabling conditions for calculating the load after the vehicle is powered on;

[0053] A filtering time length preset module, configured to preset N different filtering time lengths when the number of times is a preset number; N ≥ 2 and N is an integer;

[0054] a second estimated load acquisition module, configured to acquire, within a first preset time period when the operating condition information satisfies an enabling condition for load calculation, a second estimated load under each filtering time period based on the total driving force and the longitudinal acceleration, based on a first-order low-pass filtering formula;

[0055] an optimal filtering duration acquisition module, configured to acquire an optimal filtering duration among the N filtering durations according to the first estimated load and each of the second estimated loads;

[0056] The first preset time is shorter than the duration during which the operating condition information satisfies the enabling condition for calculating the load.

[0057] According to another aspect of the present invention, there is provided a vehicle, comprising: a controller;

[0058] The controller is used to execute the above-mentioned vehicle load calculation method.

[0059] The vehicle load calculation method 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, the current working condition information of the vehicle is obtained to detect the state of the vehicle in motion according to the working condition information. When the current working condition meets the preset conditions, the current dynamic information of the vehicle is obtained to perform a first estimated load calculation for the moving vehicle according to the dynamic information. The timing for updating the vehicle load can be determined according to the vehicle 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 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, when the working condition information meets the preset conditions for the first time after the vehicle is powered on, the vehicle load can be updated. The enabling conditions are met, that is, when the first estimated load is calculated for the first time, in the initial stage when the operating condition information meets the enabling conditions, multiple second estimated loads can be calculated according to the total driving force and longitudinal acceleration of the stage through multiple filtering time lengths, and the filtering time length corresponding to the second estimated load that is closest to the actual load is used as the filtering time length for calculating the second estimated load in the initial stage when the operating condition information meets the enabling conditions next time. After the vehicle is powered on this time, in the initial stage when the subsequent operating condition information meets the enabling conditions, the second estimated load calculated based on the filtering parameters can be used as the actual load, and after the initial stage, the first estimated load is used as the actual load, which can make the estimated loads calculated subsequently more accurate, improve the accuracy of the estimated load during vehicle driving, and thus be beneficial to improving the accuracy and reliability of vehicle control.

[0060] 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

[0061] 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.

[0062] Figure 1 This is a flow chart of a vehicle load calculation method provided by an embodiment of the present invention;

[0063] Figure 2 It is a schematic diagram of a curve of vehicle speed and estimated load in the prior art;

[0064] Figure 3 is another schematic diagram of a curve of vehicle speed and estimated load in the prior art;

[0065] Figure 4 is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention;

[0066] Figure 5 This is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention;

[0067] Figure 6 This is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention;

[0068] Figure 7 It is a structural schematic diagram of a vehicle load calculation device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0069] 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.

[0070] 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.

[0071] An embodiment of the present invention provides a vehicle load calculation method, which can improve the accuracy of load calculation. 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 vehicle load calculation device can be configured in a controller.

[0072] 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 method includes:

[0073] S110 : After the vehicle is powered on, continuously obtain an enable signal of the power output device and a vehicle speed.

[0074] Specifically, a power take-off device, also known as a power take-off, is a device that outputs the engine's power to equipment outside the vehicle's driving system. For a truck, when the enable signal of the power take-off device is obtained, it means that the vehicle needs to unload by lifting the cargo box. If the enable signal of the power take-off device is not obtained, it means that the vehicle has not unloaded by lifting the cargo box. In addition, the vehicle speed can be obtained through the vehicle speed sensor. If the vehicle speed is greater than zero, it means that the vehicle is in the process of driving. If the vehicle speed is equal to zero, it means that the vehicle is stationary. If the vehicle is stationary for a long time, it means that the vehicle may have used other methods (such as manual unloading) to unload during the stationary process. After obtaining the vehicle power-on signal, the controller is powered on and enters the working state. In the working state, the vehicle speed and the enable signal of the power take-off device can be continuously obtained to detect the vehicle's unloading situation based on the vehicle speed and the enable signal of the power take-off device.

[0075] S120: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0076] 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.

[0077] S130: When the current working condition information satisfies the enabling conditions for calculating the load, continuously obtain the vehicle's dynamic information.

[0078] Exemplarily, the dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road on which the vehicle is currently traveling. Among them, the total driving force F1 of the vehicle can be determined based on the engine torque T, the transmission ratio n, the main reduction ratio b, the mechanical efficiency η and the tire radius r. The above 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, the air density ρ, the windward area S of the object and the relative motion speed V between the object and the air. The above 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 longitudinal acceleration.

[0079] Specifically, the vehicle's operating condition information can be used to determine the vehicle's state during driving, and further, the vehicle's operating condition information can be used to determine whether the vehicle currently meets the enabling conditions for calculating the payload. If it is determined that the vehicle's current operating condition information meets the enabling conditions for calculating the payload, the vehicle's current dynamic information can be obtained.

[0080] Exemplarily, the operating condition information includes: the current vehicle speed, longitudinal acceleration, net driving force change rate, jerk and slope change rate; the enabling conditions 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.

[0081] The preset vehicle speed range can be 5km / h to 25km / h (preferably including 5km / h and 25km / h). When the vehicle speed is within the preset speed range, the reliability of the longitudinal acceleration obtained is higher, and the accuracy of the load obtained during load calculation is higher. The preset longitudinal acceleration can be 0.5m / s 2 , when the vehicle's longitudinal acceleration a>0.5m / s 2 When the vehicle is in an accelerating state, the vehicle load can be calculated more reliably based on the vehicle's dynamic information. The preset net driving force change rate can be 1000Nm / s. When the net driving force change rate ΔF0 ≤ 1000Nm / s, it means that the vehicle has no unstable conditions such as instant acceleration (such as slamming on the accelerator pedal) or instant deceleration, which will not affect the accuracy of the vehicle load calculation. The preset jerk can be 0.35m / s 3 , when the vehicle's jerk j≤0.35m / s 3 When δ≤2.5%, it indicates that the vehicle's longitudinal acceleration changes relatively smoothly, further ensuring the accuracy of vehicle load calculations. The preset slope change rate can be 2.5% / s. When the slope change rate δ≤2.5% / s, it indicates that the current road slope changes slightly, preventing significant bumps and, consequently, preventing large bumps from affecting the accuracy of vehicle load calculations. When the operating condition information meets all of the above conditions, it can be determined that the vehicle load needs to be updated. At this point, the vehicle's dynamic information can be obtained to calculate the vehicle's actual load.

[0082] S140: Continuously calculate a first estimated current load of the vehicle based on the dynamic information, and obtain the number of times the operating condition information satisfies an enabling condition for calculating the load after the vehicle is powered on.

[0083] Specifically, after acquiring the dynamic information, the vehicle's load can be estimated based on the current dynamic information, i.e., the estimated vehicle load 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 while the vehicle is in a relatively reliable and stable state during driving. This can effectively reduce the error between the estimated load and the actual load, improve the accuracy of the estimated load calculation, and thus improve the accuracy and reliability of vehicle control.

[0084] Assuming the net driving force is F0, the total driving force is F1, the air resistance is F2, and the acceleration resistance is F3, the net driving force can be determined using the formula F0 = F1 - F2 - F3. Based on the first formula, the current estimated vehicle load is determined based on the net driving force, slope, and longitudinal acceleration.

[0085] The first formula is: F0 = f*m*g*cosθ+m*g*sinθ+m*a; where F0 is the net driving force, f is the rolling resistance coefficient, m is the estimated load, g is the acceleration due to gravity, θ is the slope, and a is the longitudinal acceleration.

[0086] In addition, the vehicle's current optimal estimated load can be determined based on the recursive least squares method, using historically calculated estimated loads and the current estimated load, further improving the accuracy of the estimated load. The basic principle of the recursive least squares method is to use existing observation data to estimate the required filter parameters and optimize the filtering effect by determining the minimum mean square error of the prediction error. Therefore, the filter parameters can be determined based on each historical estimated load. The estimated load calculated using the current dynamic parameters is substituted into the filter to determine the vehicle's current optimal estimated load. This optimal estimated load can be determined as the vehicle's current estimated load and stored. During vehicle control, various aspects of the vehicle can be controlled based on this estimated load, effectively improving the accuracy of vehicle control. Furthermore, the next time the estimated load is calculated, the current 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, further improving the accuracy of the estimated load.

[0087] However, judging the enabling conditions of the operating condition information can improve the accuracy of the first estimated load to a certain extent, but the convergence speed is slow, especially at the beginning of starting from a standstill, or when the operating condition information just meets the enabling conditions for calculating the load, the result of the first estimated load calculation is larger than the actual load, and the load is generally updated in real time in the logic, which is too slow and affects energy management and gear shifting. Figure 2 This is a curve diagram of vehicle speed and estimated load in the prior art. In the figure, the pink curve L1 is the vehicle speed curve, the vertical axis is the vehicle speed (unit: Km / h), and the green curve L2 is the load (unit: Kg×10 4 ), vehicle speed and load share the same horizontal axis, and the horizontal axis is time (unit: ms), such as Figure 2 As shown, when the vehicle is fully loaded, the estimated load in the initial stage reaches 140 tons, and the estimated load after stabilization is around 120 tons. Figure 3 is another curve diagram of vehicle speed and estimated load in the prior art, such as Figure 3 As shown in the figure, when the vehicle is unloaded, the estimated load capacity in the initial stage is 78 tons, and the estimated load capacity after stabilization is about 55 tons. Figure 2 and Figure 3 It can be seen that in the initial stage of the first load calculation, the result of the first estimated load calculation exceeds the actual load by a lot, and after a period of time, it converges to a value consistent with the actual load.

[0088] Based on the above technical issues, the following process provides a solution to the problem of inaccurate results of the first estimated load calculation in the initial stage when the operating condition information just meets the conditions for enabling load calculation. First, the number of times the operating condition information meets the conditions for enabling load calculation after the vehicle is powered on can be obtained to determine whether the relevant parameters for calculating a relatively accurate estimated load are available in the initial stage when the operating condition information just meets the conditions for enabling load calculation.

[0089] S150: When the number of times is the preset number of times, preset N different filtering time lengths.

[0090] Wherein, N≥2 and N is an integer.

[0091] Specifically, the preset number of times can be the first few times after the vehicle is powered on. In this embodiment, it is preferred to set the preset number of times to the first time, that is, after the vehicle is powered on, when the operating condition information meets the enabling conditions for calculating the load for the first time, the filter parameters for calculating the more accurate estimated load are obtained to ensure the accuracy of the load calculation when the subsequent operating condition information meets the enabling conditions for calculating the load again. Among them, the above-mentioned filtering parameters can be filtering time. When the number of times the operating condition information meets the enabling conditions for calculating the load is the first time, N different filtering time lengths can be preset. Exemplarily, N=10 can be set, and then 10 different filtering time lengths can be preset. For example, the 10 different filtering time lengths can be 100ms, 200ms, 300ms, 400ms, 500ms, 600ms, 700ms, 800ms, 900ms, and 1000ms respectively.

[0092] S160: Obtain a first duration in which the operating condition information satisfies an enabling condition for calculating the load.

[0093] S170: When the first duration is less than or equal to the first preset time, continuously obtain a second estimated load at each filtering duration based on the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula.

[0094] The first preset time is less than the total duration during which the operating condition information satisfies the enabling conditions for calculating the load.

[0095] Specifically, the first preset time may be the time corresponding to the initial stage when the first estimated load deviates significantly from the actual load after the operating condition information satisfies the enabling conditions for load calculation. While the operating condition information satisfies the enabling conditions for load calculation, it is necessary to continue acquiring power information to facilitate the continuous calculation of the first estimated load. Simultaneously, within the first preset time period during which the operating condition information satisfies the enabling conditions for load calculation, i.e., when the first duration is less than the first preset time, a second estimated load for each filtering duration can be obtained based on the total driving force and longitudinal acceleration using a first-order low-pass filtering formula.

[0096] S170 . Obtain an optimal filtering time length among N filtering time lengths according to the actual load and each second estimated load length.

[0097] Specifically, the second estimated load at this stage (i.e., within the first preset time when the working condition information meets the enabling conditions for calculating the load), includes the vehicle's driving information (such as the driver's driving habits, etc.), control information, and working condition information at this stage. Therefore, one of the second estimated loads that is close to the actual load can be selected, and its corresponding filtering time can be used as the optimal filtering time after the vehicle is powered on this time, so that in the initial stage when the subsequent working condition information meets the enabling conditions for calculating the load again, the second estimated load can be calculated using the filtering time, which can make the estimated load within the first preset time when the working condition information meets the enabling conditions for calculating the load consistent with the actual load, effectively improving the accuracy of the load calculation. The actual load can be obtained in a variety of ways, such as manual input by the user, or the actual load can also be the first estimated load after the first duration exceeds the first preset time. At this time, the first estimated load is consistent with the actual load and can be used as the actual load for comparison between the second estimated loads.

[0098] For example, when obtaining the optimal filtering duration among N filtering durations based on the actual load and each second estimated load, the absolute difference between each second estimated load and the actual load can be first obtained; the second estimated load corresponding to the smallest absolute difference among the absolute differences can be determined as the calculated actual load; and the filtering duration corresponding to the calculated actual load can be determined as the optimal filtering duration. It can then be determined that the second estimated load calculated based on the optimal filtering duration has the highest accuracy. When subsequent vehicle operating condition information meets the enabling conditions for load calculation, the second estimated load calculated based on the optimal filtering duration can be used as the actual load within the first preset time period, thereby improving the accuracy of load calculation.

[0099] 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, the current working condition information of the vehicle is obtained to detect the state of the vehicle in motion according to the working condition information. When the current working condition meets the preset conditions, the current dynamic information of the vehicle is obtained to perform a first estimated load calculation for the moving vehicle according to the dynamic information. The timing for updating the vehicle load can be determined according to the vehicle 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 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 working condition information is first collected after the vehicle is powered on. When the enabling condition is met, that is, when the first estimated load is calculated for the first time, in the initial stage when the operating condition information meets the enabling condition, multiple second estimated loads can be calculated according to the total driving force and longitudinal acceleration of the stage through multiple filtering time lengths, and the filtering time length corresponding to the second estimated load closest to the actual load is used as the filtering time length for calculating the second estimated load in the initial stage when the operating condition information meets the enabling condition next time. After the vehicle is powered on this time, in the initial stage when the subsequent operating condition information meets the enabling condition, the second estimated load calculated based on the filtering parameter can be used as the actual load, and after the initial stage, the first estimated load is used as the actual load, which can make the estimated loads calculated subsequently more accurate, improve the accuracy of the estimated load during vehicle driving, and thus be beneficial to improving the accuracy and reliability of vehicle control.

[0100] Optional, Figure 4 is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention, such as Figure 4 As shown, the vehicle load calculation method includes:

[0101] S211: After the vehicle is powered on, continuously obtain an enable signal of the power output device and the vehicle speed.

[0102] S212: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0103] 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.

[0104] 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.

[0105] S213. When the current working condition information satisfies the enabling conditions for calculating the load, continuously obtain the vehicle's dynamic information; the dynamic information at least includes:

[0106] The vehicle's total driving force, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road the vehicle is currently traveling on.

[0107] S214: Continuously calculate the first estimated current load of the vehicle based on the dynamic information, and obtain the number of times the operating condition information satisfies an enabling condition for calculating the load after the vehicle is powered on.

[0108] S215: Determine whether the number of times is the preset number; if so, execute step S216; if not, execute step S221.

[0109] S216: Determine the first estimated load as the actual load, and preset N different filtering time periods.

[0110] Wherein, N≥2 and N is an integer.

[0111] Specifically, when the operating condition information meets the enabling condition for calculating the load for the first time, the first estimated load can be continuously used as the actual load of the vehicle during the process of continuously calculating the first estimated load based on the dynamic information.

[0112] Alternatively, in other feasible embodiments, after the vehicle is powered on, the vehicle load may be initialized. Before calculating the first estimated load, and within a first predetermined period after the operating condition information first meets the enabling conditions for load calculation, the vehicle's unladen weight may be used as the vehicle's current estimated load. The unladen weight is the weight of the vehicle itself.

[0113] S217: Obtain a first duration in which the operating condition information satisfies an enabling condition for calculating the load.

[0114] S218: Determine whether the first duration is less than or equal to the first preset time; if so, execute step S219.

[0115] If the first duration exceeds the first preset time, it is not necessary to calculate the second estimated load.

[0116] The first preset time is less than the total duration during which the operating condition information satisfies the enabling conditions for calculating the load.

[0117] S219 , continuously obtaining a second estimated load at each filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula.

[0118] S220 : Obtain an optimal filtering time length among N filtering time lengths according to the actual load and each second estimated load length.

[0119] S221: Obtain a second duration in which the operating condition information satisfies an enabling condition for calculating the load.

[0120] It is understood that the first duration and the second duration are distinguished based on the number of times the operating condition information satisfies the enabling condition for calculating the payload. That is, when the operating condition information satisfies the enabling condition for calculating the payload for the first time, the duration for which the operating condition information satisfies the enabling condition for calculating the payload is the first duration; when the operating condition information satisfies the enabling condition for calculating the payload for the mth time, the duration for which the operating condition information satisfies the enabling condition for calculating the payload is the second duration, where m ≥ 2 and m is an integer.

[0121] S222: Determine whether the second duration is less than or equal to the first preset time; if so, execute step S223; if not, execute step S225.

[0122] S223 , continuously obtaining a second estimated load with an optimal filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula.

[0123] S224: When the second duration is less than or equal to the first preset time, determine the second estimated load as the actual load.

[0124] S225: Determine the first estimated load as the actual load.

[0125] Specifically, since the optimal filtering time has been calculated when the operating condition information meets the enabling conditions for calculating the load for the first time, when the operating condition information meets the enabling conditions for calculating the load for the second time and thereafter, the second estimated load under the second filtering time of the total driving force and longitudinal acceleration can be continuously calculated based on the first-order low-pass filtering formula within the first preset time. The second estimated load after filtering calculation with the second filtering time includes driving information, control information and operating condition information in the form of the vehicle, which can be consistent with the actual load and can be used as the actual load for vehicle control.

[0126] When the operating condition information satisfies the enabling conditions for load calculation for the second or subsequent time, and the second duration exceeds or is shorter than the first preset time, the first estimated load has reached a relatively stable state. At this point, the first estimated load can be used as the actual load for vehicle control. This ensures a consistently accurate load estimate, effectively improving the accuracy of load calculation and facilitating vehicle control.

[0127] Optional, Figure 5 This is a flow chart of another method for calculating vehicle load provided by an embodiment of the present invention. Figure 5 As shown, the vehicle load calculation method includes:

[0128] S311: After the vehicle is powered on, continuously obtain an enable signal of the power output device and the vehicle speed.

[0129] S312: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0130] S313: When the current working condition information satisfies the enabling conditions for calculating the load, continuously obtain the vehicle's dynamic information.

[0131] The dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road the vehicle is currently traveling on.

[0132] S314: Continuously calculate the first estimated current load of the vehicle based on the dynamic information, and obtain the number of times the operating condition information satisfies an enabling condition for calculating the load after the vehicle is powered on.

[0133] S315: When the number of times is the preset number of times, preset N different filtering time lengths.

[0134] N≥2 and N is an integer.

[0135] S316: Obtain a first duration in which the operating condition information satisfies an enabling condition for calculating the load.

[0136] S317: Determine whether the first duration is less than or equal to the first preset time; if so, execute step S318.

[0137] S318 , continuously obtaining a total driving force filtering value for the i-th filtering duration based on the first-order low-pass filtering formula and the total driving forces collected during the i-th filtering duration among the N filtering durations.

[0138] Among them, the N filtering time lengths increase sequentially.

[0139] Specifically, let's take N = 10, and 10 different filter durations of 100ms, 200ms, 300ms, 400ms, 500ms, 600ms, 700ms, 800ms, 900ms, and 1000ms as an example. Assume that the sampling interval for the total driving force and longitudinal acceleration is 10ms. Then, when i = 1, the first filter duration of 100ms includes 10 data sampling moments, allowing the collection of 10 total driving force sample data points. The first-order low-pass filter formula is: y(t) = b1*x(t) + b2*y(t-1), where t is the sampling time, x(t) is the total driving force sample value at the current sampling time, y(t-1) is the total driving force filtered value at the previous sampling time, and y(t) is the total driving force filtered value at the current sampling time. Therefore, y(t=10) is the total driving force filtered value for the first filter duration (100ms). When i=2, the filtering time is 200ms, which includes 20 data sampling moments, and can collect 20 sets of sampling data of the total driving force, and the 200ms can include 100ms of the first filtering time. Therefore, the calculation can be continued based on the above y(t=10) until y(t=20) is the total driving force filtering value under the second filtering time (200ms), and so on, until i=10.

[0140] S319 , continuously obtaining a longitudinal acceleration filter value for the i-th filtering duration based on the first-order low-pass filtering formula and the longitudinal accelerations collected during the i-th filtering duration among the N filtering durations.

[0141] Specifically, based on a principle similar to that for calculating the total driving force filter value under the i-th filtering duration, the first-order low-pass filtering formula at this time is: y(t)=b1*x(t)+b2*y(t-1), where t can be understood as the sampling moment, x(t) is the longitudinal acceleration sampling value at the current sampling moment, y(t-1) is the longitudinal acceleration filter value at the previous sampling moment, and y(t) is the longitudinal acceleration filter value at the current sampling moment. Then, y(t=10) is the longitudinal acceleration filter value under the first filtering duration (100ms), y(t=20) is the longitudinal acceleration filter value under the second filtering duration (200ms), and so on, until i=10.

[0142] S320 : Determine a second estimated load for the i-th filtering time period according to the total driving force filtering value for the i-th filtering time period and the longitudinal acceleration filtering value for the i-th filtering time period.

[0143] Specifically, the second estimated load under the i-th filtering time length is the ratio of the total driving force filtering value under the i-th filtering time length to the longitudinal acceleration filtering value under the i-th filtering time length, that is, m(i) = F(i) / a(i); wherein, m(i) is the second estimated load under the i-th filtering time length, F(i) is the total driving force filtering value under the i-th filtering time length, and a(i) is the longitudinal acceleration filtering value under the i-th filtering time length.

[0144] S321. Determine whether i is equal to N; if so, execute step S322; if not, execute step S323.

[0145] S322: Obtain an optimal filtering time length among N filtering time lengths according to the actual load and each second estimated load length.

[0146] Specifically, if i is equal to N, then the second estimated loads under N filtering time lengths are determined to be calculated. At this time, the N second estimated loads can be compared with the actual loads respectively, and the second estimated load with the smallest difference from the actual load is selected, and the filtering time length corresponding to the second estimated load length is determined as the optimal filtering time length.

[0147] S323. Set i=i+1; return to execute step S318.

[0148] Specifically, if i is not equal to N, it means that the calculation of the second estimated load under N filtering time periods has not been completed. At this time, i can be assigned to i+1, and the first-order low-pass filtering formula can be continued to obtain the total driving force filtering value under the i-th filtering time period according to the total driving forces collected within the i-th filtering time period in the N filtering time periods, until i=N.

[0149] The maximum filtering duration (e.g., 1000ms) is preferably set to be less than or equal to the first preset time. If the first preset time is greater than the maximum filtering duration, after completing the calculation of the second estimated payload for the Nth filtering duration, the calculation of the second estimated payload may be discontinued, or the calculation of the second estimated payload may continue. This is equivalent to increasing the preset filtering duration, and this is not specifically limited in the embodiments of the present invention.

[0150] Optional, Figure 6 This is a flow chart of another vehicle load calculation method provided by an embodiment of the present invention, such as Figure 6 As shown, the vehicle load calculation method includes:

[0151] S411: After the vehicle is powered on, continuously obtain an enable signal of the power output device and the vehicle speed.

[0152] S412: When the vehicle speed is greater than zero and no enabling signal is obtained, obtain current operating condition information of the vehicle.

[0153] S413: When the current working condition information satisfies the enabling conditions for calculating the load, continuously obtain the vehicle's dynamic information.

[0154] The dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road the vehicle is currently traveling on.

[0155] S414: Continuously calculate the first estimated current load of the vehicle based on the dynamic information, and obtain the number of times the operating condition information satisfies an enabling condition for calculating the load after the vehicle is powered on.

[0156] S415: When the number of times is the preset number of times, preset N different filtering time lengths.

[0157] N≥2 and N is an integer.

[0158] S416: Obtain a first duration in which the operating condition information satisfies an enabling condition for calculating the load.

[0159] S417: Determine whether the first duration is less than or equal to the first preset time; if so, execute step S418.

[0160] S418 , within the i-th filtering time period among the N filtering time periods, obtain a second estimated load initial value at the current sampling moment based on the total driving force and longitudinal acceleration at the current sampling moment.

[0161] Among them, the N filtering time lengths increase sequentially.

[0162] S419. Based on a first-order low-pass filter formula, obtain the second estimated load at the current sampling moment according to the second estimated load initial value at the current sampling moment and the second estimated load at the previous sampling moment.

[0163] Specifically, different from the above embodiment, the second estimated load initial value can be calculated based on the sampling values of the total driving force and the longitudinal acceleration, and then the second estimated load initial value can be filtered. Take N=10, and 10 different filtering time lengths are 100ms, 200ms, 300ms, 400ms, 500ms, 600ms, 700ms, 800ms, 900ms, and 1000ms as an example. Assume that the sampling time intervals for the total driving force and the longitudinal acceleration are both 10ms. Then when i=1, for the first filtering time length of 100ms, it includes 10 data sampling moments, and 10 sets of total driving force and longitudinal acceleration data can be collected. Then the second estimated load initial value at each sampling moment can be the ratio of the total driving force and longitudinal acceleration collected at each sampling moment. The first-order low-pass filter formula is: y(t) = b1*x(t) + b2*y(t-1), where t can be understood as the sampling time, x(t) is the initial value of the second estimated load at the current sampling time, y(t-1) is the second estimated load at the previous sampling time, and y(t) is the initial value of the second estimated load at the current sampling time. Therefore, y(t=10) is the total driving force filter value under the first filtering time (100ms). When i=2, the filtering time is 200ms, which includes 20 data sampling times and can collect 20 sets of total driving force and longitudinal acceleration data. This 200ms can also include 100ms of the first filtering time. Therefore, the calculation can continue based on the above y(t=10) until y(t=20) is the second estimated load under the second filtering time (200ms), and so on until i=10.

[0164] S420, determine whether the current filtering time reaches the i-th filtering time; if so, execute step S421; if not, execute S418.

[0165] S421: Determine the current second estimated load as the second estimated load for the i-th filtering duration.

[0166] Specifically, if the current filtering duration reaches the i-th filtering duration, the calculation of the second estimated load for the i-th filtering duration has been completed. As described in the above steps, whether the i-th filtering duration has been reached can be determined by the number of samples, or the filtering duration can be recorded by timing. If the i-th filtering duration has not been reached, the filtering calculation continues until the current filtering duration is reached.

[0167] S422. Determine whether i is equal to N; if so, execute step S423; if not, execute step S424.

[0168] S423: Obtain an optimal filtering time length among N filtering time lengths according to the actual load and each second estimated load length.

[0169] S424. Set i=i+1; return to execute step S418.

[0170] Specifically, based on principles similar to those of the above embodiment, if i equals N, then the calculation of the second estimated loads under N filtering time periods is determined to be complete. At this time, the N second estimated loads can be compared with the actual load, and the second estimated load with the smallest difference from the actual load can be selected. The filtering time period corresponding to the second estimated load is determined as the optimal filtering time period. If i is not equal to N, it means that the calculation of the second estimated loads under N filtering time periods has not been completed. At this time, i can be assigned to i+1, and the filtering calculation can be continued until i=N.

[0171] 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.

[0172] Figure 7 FIG. 1 is a schematic structural diagram of a vehicle load calculation device provided by an embodiment of the present invention. Figure 7As 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 current working condition information meets the enable condition for calculating the load; the dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road where the vehicle is currently traveling; a first estimated load calculation module 400, which is used to calculate the current first estimated load of the vehicle based on the dynamic information; an enable number acquisition module 5 00, used to obtain the number of times the operating condition information meets the enabling conditions for calculating the load after the vehicle is powered on; a filtering time preset module 600, used to preset N different filtering time lengths when the number is a preset number; N≥2 and N is an integer; a second estimated load acquisition module 700, used to obtain the second estimated load under each filtering time length based on the total driving force and the longitudinal acceleration within the first preset time when the operating condition information meets the enabling conditions for calculating the load; an optimal filtering time length acquisition module 800, used to obtain the optimal filtering time length among the N filtering time lengths based on the first estimated load and each of the second estimated loads; wherein the first preset time is less than the duration when the operating condition information meets the enabling conditions for calculating the load.

[0173] The vehicle load calculation device 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, the current working condition information of the vehicle is obtained to detect the state of the vehicle in motion according to the working condition information. When the current working condition meets the preset conditions, the current dynamic information of the vehicle is obtained to perform a first estimated load calculation for the moving vehicle according to the dynamic information. The timing for updating the vehicle load can be determined according to the vehicle 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 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, When the operating condition information meets the enabling conditions for the first time after the vehicle is powered on, that is, when the first estimated load is calculated for the first time, in the initial stage when the operating condition information meets the enabling conditions, multiple second estimated loads can be calculated according to the total driving force and longitudinal acceleration of the stage through multiple filtering time lengths, and the filtering time length corresponding to the second estimated load closest to the actual load is used as the filtering time length for calculating the second estimated load in the initial stage when the operating condition information meets the enabling conditions next time. After the vehicle is powered on this time, in the initial stage when the subsequent operating condition information meets the enabling conditions, the second estimated load calculated based on the filtering parameters can be used as the actual load, and after the initial stage, the first estimated load is used as the actual load, which can make the estimated loads calculated subsequently more accurate, thereby improving the accuracy of the estimated load during vehicle driving.

[0174] 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.

[0175] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0176] 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 current operating condition information satisfies an enabling condition for calculating the load, continuously acquiring dynamic information of the vehicle; The dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road on which the vehicle is currently traveling; Continuously calculating a first estimated current load of the vehicle based on the dynamic information, and obtaining a number of times, after the vehicle is powered on, the operating condition information satisfies an enabling condition for calculating the load; When the number is a preset number, N different filtering durations are preset; N ≥ 2 and N is an integer; Obtaining a first duration during which the operating condition information satisfies an enabling condition for calculating load; When the first duration is less than or equal to a first preset time, continuously obtaining a second estimated load at each filtering duration based on the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula; Obtaining an optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated load lengths; The first preset time is less than the total duration during which the operating condition information meets the enabling conditions for calculating the load.

2. The vehicle load calculation method according to claim 1, characterized in that: The N filtering durations increase sequentially; Continuously obtaining a second estimated load at each filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula, including: Continuously obtaining a total driving force filtering value for an i-th filtering duration based on the total driving forces collected during an i-th filtering duration among the N filtering durations based on a first-order low-pass filtering formula; Continuously obtaining a longitudinal acceleration filter value for an i-th filtering duration based on the longitudinal accelerations collected during an i-th filtering duration among the N filtering durations based on a first-order low-pass filtering formula; determining the second estimated load for the i-th filtering duration according to the total driving force filtered value for the i-th filtering duration and the longitudinal acceleration filtered value for the i-th filtering duration; Determine whether i is equal to N; If yes, performing the step of obtaining the optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated load weights; If not, set i=i+1, and return to the step of continuously executing the first-order low-pass filtering formula to obtain the total driving force filtering value for the i-th filtering time period according to the total driving forces collected during the i-th filtering time period among the N filtering time periods; Wherein, i≥1, and i is an integer.

3. The vehicle load calculation method according to claim 1, characterized in that: The N filtering durations increase sequentially; Continuously obtaining a second estimated load at each filtering time according to the total driving force and the longitudinal acceleration based on a first-order low-pass filtering formula, including: During the i-th filtering time period among the N filtering time periods, obtaining a second estimated load initial value at the current sampling time period based on the total driving force and longitudinal acceleration at the current sampling time period; Based on a first-order low-pass filter formula, the second estimated load at the current sampling moment is obtained according to the second estimated load initial value at the current sampling moment and the second estimated load at the previous sampling moment; Determine whether the current filtering time reaches the i-th filtering time; If it is determined that the current filtering time duration has not reached the i-th filtering time duration, returning to the step of obtaining the second estimated load initial value at the current sampling moment based on the total driving force and longitudinal acceleration at the current sampling moment; If it is determined that the current filtering time reaches the i-th filtering time, the current second estimated load is determined as the second estimated load under the i-th filtering time; Determine whether i is equal to N; if it is determined that i is equal to N, perform the step of obtaining the optimal filtering time length among the N filtering time lengths according to the actual load and each of the second estimated loads; If it is determined that i is less than N, then set i=i+1, and return to the step of executing the i-th filtering duration among the N filtering durations to obtain the second estimated load initial value at the current sampling time based on the total driving force and longitudinal acceleration at the current sampling time; Wherein, i≥1, and i is an integer.

4. The vehicle load calculation method according to claim 1, characterized in that: Obtaining an optimal filtering duration among the N filtering durations according to the first estimated load and each of the second estimated loads, including: Obtaining an absolute difference between each of the second estimated loads and the actual load; Determine the second estimated load corresponding to the smallest absolute difference value among the absolute differences as the calculated actual load; The filtering time duration corresponding to the calculated actual load is determined as the optimal filtering time duration.

5. The vehicle load calculation method according to claim 1, characterized in that: Also includes: When the number of times is greater than a preset number of times, obtaining the optimal filtering time; Obtaining a second duration during which the operating condition information satisfies an enabling condition for calculating the load; When the second duration is less than or equal to the first preset time, continuously obtaining a second estimated load under the optimal filtering duration according to the total driving force and the longitudinal acceleration based on the first-order low-pass filtering formula; When the second duration is less than or equal to the first preset time, the second estimated load is determined as the actual load.

6. The vehicle load calculation method according to claim 5, characterized in that: Also includes: When the number is greater than a preset number, after the second duration exceeds the first preset time, the first estimated load is determined as the actual load.

7. The vehicle load calculation method according to claim 1, characterized in that: Also includes: When the number is the preset number, the first estimated load is determined as the actual load.

8. 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 enabling conditions 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.

9. A vehicle load calculation device, characterized in that: include: a first information acquisition module, configured to continuously acquire an enable signal of a power output device and a vehicle speed after the vehicle is powered on; an operating condition information acquisition module, configured to acquire the current operating condition information of the vehicle when the vehicle speed is greater than zero and the enabling signal is not obtained; a dynamic information acquisition module, configured to continuously acquire the dynamic information of the vehicle when the current operating condition information satisfies an enabling condition for calculating the load; The dynamic information includes at least: the total driving force of the vehicle, air resistance, acceleration resistance, longitudinal acceleration and the slope of the road on which the vehicle is currently traveling; a first estimated load calculation module, configured to calculate a first estimated current load of the vehicle according to the dynamic information; An enabling number acquisition module, used to obtain the number of times the operating condition information meets the enabling conditions for calculating the load after the vehicle is powered on; A filtering time length preset module, configured to preset N different filtering time lengths when the number of times is a preset number; N ≥ 2 and N is an integer; a second estimated load acquisition module, configured to acquire, within a first preset time period when the operating condition information satisfies an enabling condition for load calculation, a second estimated load under each filtering time period based on the total driving force and the longitudinal acceleration, based on a first-order low-pass filtering formula; an optimal filtering duration acquisition module, configured to acquire an optimal filtering duration among the N filtering durations according to the first estimated load and each of the second estimated loads; The first preset time is shorter than the duration during which the operating condition information satisfies the enabling condition for calculating the load.

10. 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 8.

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