Method and device for controlling vehicle energy distribution based on bearing mass

Abstract

The invention provides a method and device for controlling vehicle energy distribution based on bearing mass, and relates to the technical field of vehicle energy distribution. The method comprises the steps that the bearing mass of each seat of a vehicle is obtained; determining a target torque correction coefficient of the vehicle based on the bearing mass of each seat; correcting the output torque of each wheel of the vehicle based on the target torque correction factor, and identifying the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction factor; if the driving state is the target state, the actual slip rate of each wheel of the vehicle is obtained; and if the first difference value between the actual slip rate of the first target wheel of the vehicle and the target slip rate is not within the first preset range, the corrected output torque of the first target wheel is adjusted based on the first difference value. According to the method and the device for controlling the vehicle energy distribution based on the bearing quality, the safety of vehicle driving can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle energy distribution, and particularly relates to a method and device for controlling vehicle energy distribution based on bearing mass. BACKGROUND

[0002] Four-wheel drive torque (four-wheel drive system torque distribution) of a vehicle such as a four-wheel drive vehicle refers to a dynamic process in which torque output by an engine is distributed to four wheels through a transmission system. It is one of the core performance indicators of a four-wheel drive system and directly affects the traction, stability and escape ability of the vehicle.

[0003] Due to uneven distribution of bearing mass inside the vehicle or changes in weather and road conditions, the four-wheel drive torque of the four-wheel drive vehicle also needs to be adaptively adjusted to prevent safety accidents such as vehicle skidding and improve the safety of vehicle driving.

[0004] However, the strategy for distributing the four-wheel drive torque of the vehicle is not mature enough at present, and it is difficult to ensure the safety of vehicle driving. SUMMARY

[0005] The present application provides a method and device for controlling vehicle energy distribution based on bearing mass to solve the problem that the safety of vehicle driving cannot be ensured in the prior art and improve the safety of vehicle driving.

[0006] In a first aspect, the present application provides a method for controlling vehicle energy distribution based on bearing mass, comprising:

[0007] obtaining the bearing mass of each seat of the vehicle;

[0008] determining a target torque correction coefficient of the vehicle based on the bearing mass of each seat;

[0009] correcting the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient;

[0010] if the driving state is a target state, obtaining the actual slip rate of each wheel of the vehicle; the speed change rate of the vehicle when driving in the target state is lower than a preset threshold;

[0011] if the first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is not within a first preset range, adjusting the corrected output torque of the first target wheel based on the first difference to optimize the energy distribution strategy of the vehicle.

[0012] Optionally, the target torque correction coefficient includes at least one of a first correction coefficient of a torque distribution ratio of front and rear axles of the vehicle, a second correction coefficient of a torque distribution ratio of left and right motors of the front axle of the vehicle, and a third correction coefficient of a torque distribution ratio of left and right motors of the rear axle of the vehicle.

[0013] Optionally, the target torque correction coefficient of the vehicle is determined based on the load masses of the respective seats, including:

[0014] determining a first load mass of front seats and a second load mass of rear seats of the vehicle based on the load masses of the respective seats;

[0015] finding the first correction coefficient corresponding to the first load mass and the second load mass from a first calibration table;

[0016] finding the second correction coefficient corresponding to a third load mass and a fourth load mass from a second calibration table; the third load mass is a load mass of a left seat in the front seats of the vehicle, and the fourth load mass is a load mass of a right seat in the front seats of the vehicle;

[0017] finding the third correction coefficient corresponding to a fifth load mass and a sixth load mass from a third calibration table; the fifth load mass is a load mass of a left seat in the rear seats of the vehicle, and the sixth load mass is a load mass of a right seat in the rear seats of the vehicle.

[0018] Optionally, the adjusted output torque of the first target wheel is adjusted based on the first difference value, including:

[0019] if the first difference value is greater than all values within the first preset range, gradually reducing the adjusted output torque of the first target wheel, and recalculating the first difference value after each reduction of the adjusted output torque;

[0020] if the recalculated first difference value is within the first preset range, stopping the adjustment of the adjusted output torque;

[0021] or:

[0022] if the first difference value is less than all values within the first preset range, gradually increasing the adjusted output torque of the first target wheel, and recalculating the first difference value after each increase of the adjusted output torque;

[0023] if the recalculated first difference value is within the first preset range, stopping the adjustment of the adjusted output torque.

[0024] Optionally, the method for controlling vehicle energy distribution based on load mass further comprises:

[0025] When the vehicle is restarted, if the second difference between the load mass of each seat of the vehicle and the load mass of each seat of the vehicle at the last start of the vehicle is within a second preset range, the output torque of each wheel at the target time in the target time period during the last start of the vehicle is taken as the initial torque of each wheel of the vehicle;

[0026] During driving of the vehicle based on the initial torque, if the third difference between the actual slip ratio of the second target wheel and the target slip ratio is not within the first preset range when the driving state of the vehicle is the target state, the initial torque of the second target wheel is adjusted based on the third difference.

[0027] Optionally, the method for controlling vehicle energy distribution based on load mass further comprises:

[0028] Based on the load mass of each seat, a total load mass of the vehicle is determined;

[0029] A target compensation coefficient corresponding to the total load mass is searched from a fourth calibration table;

[0030] Based on the target compensation coefficient, the output power of the vehicle is adjusted to optimize the energy distribution strategy of the vehicle.

[0031] In a second aspect, the application further provides a device for controlling vehicle energy distribution based on load mass, comprising:

[0032] A first acquisition module is configured to acquire the load mass of each seat of the vehicle;

[0033] A determination module is configured to determine a target torque correction coefficient of the vehicle based on the load mass of each seat;

[0034] A correction module is configured to correct the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identify the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient.

[0035] A second acquisition module is configured to acquire the actual slip ratio of each wheel of the vehicle if the driving state is a target state; the speed variation rate of the vehicle when driving in the target state is lower than a preset threshold.

[0036] The adjusting module is configured to, if the first difference between the actual slip ratio and the target slip ratio of the first target wheel of the vehicle is not within the first preset range, adjust the corrected output torque of the first target wheel based on the first difference, so as to optimize the energy distribution strategy of the vehicle.

[0037] In a third aspect, the present application also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the method in the first aspect.

[0038] In a fourth aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program executable by a processor to implement the method in the first aspect.

[0039] In a fifth aspect, the present application also provides a computer program product comprising a computer program executable by a processor to implement the method in the first aspect.

[0040] The method and device for controlling vehicle energy distribution based on bearing quality provided by the present application can correct the output torque of each wheel of the vehicle by determining the target torque correction coefficient based on the bearing quality of each seat of the vehicle, so as to balance the influence of the uneven bearing quality of each seat on the wheel slip, and can identify the driving state of the vehicle after the output torque of each wheel is corrected, if the driving state is identified as the target state, and if the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range, the adjusted output torque of the first target wheel can be further adjusted by the first difference, so as to further optimize the output torque of each wheel of the vehicle, optimize the energy distribution strategy of the vehicle, avoid safety accidents such as wheel slip, and improve the safety of vehicle driving. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the present application or the prior art, the following will briefly introduce the drawings needed in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0042] Figure 1 is a flowchart of the method for controlling vehicle energy distribution based on bearing quality provided by the embodiments of the present application;

[0043] Figure 2 is a schematic diagram of the acquisition method of the bearing quality of each seat of the vehicle provided by the present application;

[0044] Figure 3 is a structural schematic diagram of an apparatus for controlling energy distribution of a vehicle based on load quality provided by an embodiment of the present application.

[0045] Figure 4 is a structural schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0046] To make the objectives, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be described in detail below with the drawings in the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0047] An embodiment of the present application provides a method for controlling energy distribution of a vehicle based on load quality. An execution subject of the method can be an electronic device, for example, a controller. The following will be described by taking the controller as an example. Figure 1 is a flowchart of the method for controlling energy distribution of a vehicle based on load quality provided by an embodiment of the present application. Referring to Figure 1 , the method can include the following steps.

[0048] Step 110: acquiring load quality of each seat of the vehicle.

[0049] Step 120: determining a target torque correction coefficient of the vehicle based on the load quality of each seat.

[0050] Step 130: correcting output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying a driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient.

[0051] Step 140: if the driving state is a target state, acquiring actual slip rates of each wheel of the vehicle; a speed change rate of the vehicle when driving in the target state is lower than a preset threshold.

[0052] Step 150: if a first difference between the actual slip rate and the target slip rate of a first target wheel of the vehicle is not within a first preset range, adjusting the corrected output torque of the first target wheel based on the first difference, so as to optimize an energy distribution strategy of the vehicle.

[0053] In step 110, the controller can obtain the load mass of each seat of the vehicle (e.g., a four-wheel drive vehicle). The load mass of the seat of the vehicle is the total weight of the passengers, articles, etc. carried on the seat. Specifically, in order to consider safety, various types of vehicles have seat sensors on the front and rear seats to remind passengers to fasten their seat belts for safety purposes. Based on the characteristics of the seat sensor, the load mass of each seat of the vehicle is estimated by the pressure change of the seat surface measured by the seat sensor, so as to obtain the passenger weight information in each direction of the vehicle. When the vehicle has no seat sensor or only has seat sensors on the main and auxiliary driver seats, the passenger distribution type can be manually selected by the passenger according to the actual reminder (see the schematic diagram of the method for obtaining the load mass of each seat of the vehicle provided by the present application). Figure 2 A, B, C, and D in FIG. 1 are lit to indicate that there are passengers or drivers at these positions, and the mass of the passengers is preset as an adult standard mass of 65 kg or can be manually input by the passengers. Figure 2

[0054] In step 120, the controller can determine the target torque correction coefficient of the vehicle based on the load mass of each seat. Specifically, the load mass of each seat is different, and the center of mass of the vehicle will shift accordingly. If the output torque of each wheel of the vehicle is not adaptively adjusted, the wheels are likely to slip. Therefore, the present application can redistribute the output torque of each wheel of the four-wheel drive vehicle based on the weight distribution of each seat of the vehicle.

[0055] In step 130, the controller can correct the output torque of each wheel of the vehicle based on the target torque correction coefficient to obtain the corrected output torque of each wheel, so as to reduce the influence of the uneven load mass of each seat on the wheel slip. Further, after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient, the controller can identify the driving state of the vehicle. The driving state of the vehicle can include uniform driving, acceleration driving, deceleration driving, etc.

[0056] In step 140, if the vehicle is driven in the target state, the controller can obtain the actual slip rate of each wheel of the vehicle. The target state is a state of substantially uniform driving, and the speed change rate of the vehicle is lower than a preset threshold when the vehicle is driven in the target state. For example, the state of the vehicle in which the speed change range is within 2 km / h in 5 seconds can be regarded as the target state of the vehicle.

[0057] ​In step 150, the controller can continue to adjust the corrected output torque of the first target wheel if the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range. Specifically, if the absolute value of the first difference between the actual slip ratio and the target slip ratio of the first target wheel is large and exceeds the first preset range, it can be considered that the effect of the correction by the target torque correction coefficient is not as expected, and the corrected output torque can be further adjusted, so as to further optimize the energy distribution strategy of the vehicle.

[0058] Specifically, the first preset range can be -1 to 1. Each time the driving state of the vehicle is identified as the target state, and the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range, the corrected output torque of the first target wheel is adjusted only once. After one round of adjustment, the first difference between the actual slip ratio and the target slip ratio of the first target wheel is within the first preset range. When the controller detects again that the driving state of the vehicle is the target state and the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range after one round of adjustment, the corrected output torque of the first target wheel is adjusted again to achieve the learning purpose.

[0059] The method for controlling vehicle energy distribution based on load quality provided by the embodiments of the present application can determine the target torque correction coefficient by the load of each seat of the vehicle, correct the output torque of each wheel of the vehicle by the target torque correction coefficient, so as to balance the influence of the uneven load of each seat of the vehicle on the wheel slip, and identify the driving state of the vehicle after the output torque of each wheel is corrected. If it is identified that the driving state is the target state and the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range, the corrected output torque of the first target wheel can be adjusted by the first difference, so as to further optimize the output torque of each wheel of the vehicle, optimize the energy distribution strategy of the vehicle, avoid safety accidents such as wheel slip, and improve the safety of vehicle driving.

[0060] In some embodiments, the target torque correction coefficient includes at least one of a first correction coefficient of the torque distribution ratio of the front axle and the rear axle of the vehicle, a second correction coefficient of the torque distribution ratio of the left and right motors of the front axle of the vehicle, and a third correction coefficient of the torque distribution ratio of the left and right motors of the rear axle of the vehicle.

[0061] Specifically, the first correction coefficient, the second correction coefficient and the third correction coefficient can be used to correct the torque distribution ratio of each wheel of the vehicle. For example, the correction coefficient can be multiplied by the corresponding original torque distribution ratio to correct the torque distribution ratio of each wheel. The correction coefficient is only used as a correction coefficient of the original output torque of each wheel, and is not used to replace the original four-wheel drive torque distribution ratio.

[0062] The method for controlling vehicle energy distribution based on load quality provided by the embodiments of the present application can correct the output torque of each wheel of the vehicle by determining the target torque correction coefficient of each seat of the vehicle based on the load quality, thereby balancing the influence of the load quality of each seat on wheel slip, and identifying the driving state of the vehicle after the output torque of each wheel is corrected. If it is identified that the driving state is a target state, and the first difference between the actual slip rate and the target slip rate of the first target wheel is not within the first preset range, the adjusted output torque of the first target wheel can be further adjusted by the first difference, thereby further optimizing the output torque of each wheel of the vehicle, optimizing the energy distribution strategy of the vehicle, avoiding safety accidents such as wheel slip, and improving the safety of vehicle driving.

[0063] In some embodiments, based on the load quality of each seat, the target torque correction coefficient of the vehicle is determined, including: based on the load quality of each seat, determining the first load quality of the front seats and the second load quality of the rear seats of the vehicle; finding the first correction coefficient corresponding to the first load quality and the second load quality from the first calibration table; finding the second correction coefficient corresponding to the third load quality and the fourth load quality from the second calibration table; the third load quality is the load quality of the left seat in the front seats of the vehicle, and the fourth load quality is the load quality of the right seat in the front seats of the vehicle; finding the third correction coefficient corresponding to the fifth load quality and the sixth load quality from the third calibration table; the fifth load quality is the load quality of the left seat in the rear seats of the vehicle, and the sixth load quality is the load quality of the right seat in the rear seats of the vehicle.

[0064] Specifically, the first calibration table is as follows:

[0065]

[0066] The second calibration table is as follows:

[0067]

[0068] The third calibration table is as follows:

[0069]

[0070] Table 3 third calibration example table

[0071] The first calibration table, the second calibration table and the third calibration table are all calibration tables, which are obtained by calibration according to the handling feeling and the acceleration signal in the vehicle development stage.

[0072] Further, the first correction coefficient, the second correction coefficient and the third correction coefficient can also be output by the target model in the present application. The controller can input the load mass of each seat into the target model, and output the first correction coefficient, the second correction coefficient and the third correction coefficient through the target model.

[0073] The method for controlling vehicle energy distribution based on load mass provided by the embodiments of the present application can determine the target torque correction coefficient through the load mass of each seat of the vehicle to correct the output torque of each wheel of the vehicle, so as to balance the influence caused by the uneven load mass of each seat on the wheel slip, and can identify the driving state of the vehicle after the output torque of each wheel is corrected. If it is identified that the driving state is the target state, and the first difference between the actual slip rate and the target slip rate of the first target wheel is not within the first preset range, the adjusted output torque of the first target wheel after correction can be further adjusted through the first difference, so as to further optimize the output torque of each wheel of the vehicle, optimize the energy distribution strategy of the vehicle, avoid safety accidents such as wheel slip, and improve the safety of vehicle driving.

[0074] In some embodiments, based on the first difference, adjusting the corrected output torque of the first target wheel, comprising: if the first difference is greater than all values within the first preset range, gradually reducing the corrected output torque of the first target wheel, and recalculating the first difference after each reduction of the corrected output torque; if the recalculated first difference is within the first preset range, stopping the adjustment of the corrected output torque.

[0075] Or:

[0076] If the first difference is less than all values within the first preset range, gradually increasing the corrected output torque of the first target wheel, and recalculating the first difference after each increase of the corrected output torque; if the recalculated first difference is within the first preset range, stopping the adjustment of the corrected output torque.

[0077] Due to the robustness of calibration and the dispersion of various chassis parts and tires of the whole vehicle, there is a deviation between the output torque of each wheel of the vehicle and the optimal state, and the self-learning control can be further performed based on the slip rate. The calculation method of the slip rate is as follows:

[0078]

[0079] Wherein, λ is the slip rate, r is the effective radius of the tire, ω is the angular velocity of the wheel, and v is the longitudinal speed of the vehicle.

[0080] When the driving state of the vehicle is the target state, the actual slip rates (λ FL , λ FR , λ RL , λ RR ) of the wheels in the current state are calculated and recorded, and are compared with the target slip rates of the wheels, respectively. If the first difference between the actual slip rate and the target slip rate of the first target wheel is not within the first preset range, the output torque of the first target wheel is adjusted according to a certain torque gradient, and the target slip rate and the torque change gradient can be calibrated.

[0081] Specifically, if the first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is greater than all values within the first preset range, it indicates that the actual slip rate is too large, and the actual slip rate can be reduced by reducing the corrected output torque of the first target wheel. In order to ensure the stability of the vehicle driving, the corrected output torque can be gradually reduced until the first difference calculated after a certain reduction is within the first preset range, and this adjustment is taken as a round of adjustment. Similarly, if the first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is less than all values within the first preset range, it indicates that the actual slip rate is too small, and the actual slip rate can be reduced by increasing the corrected output torque of the first target wheel. In order to ensure the stability of the vehicle driving, the corrected output torque can be gradually increased until the first difference calculated after a certain increase is within the first preset range, and this adjustment is taken as a round of adjustment. Generally, only one round of adjustment is performed each time the vehicle is identified to be driving in the target state, and the first difference is adjusted to be within the first preset range. Only one round of adjustment is performed when the vehicle is identified to be driving in the target state next time, so as to achieve the purpose of learning.

[0082] The method for controlling vehicle energy distribution based on bearing quality provided in the embodiments of the present application can gradually increase or reduce the corrected output torque of the first target wheel when adjusting the corrected output torque of the first target wheel through the first difference, so as to ensure the stability of the vehicle driving in the process of adjusting the output torque, and further optimize the output torque of each wheel of the vehicle, optimize the energy distribution strategy of the vehicle, avoid safety accidents such as wheel skidding, and improve the safety of the vehicle driving.

[0083] In some embodiments, the method for controlling vehicle energy distribution based on load mass further comprises: when the vehicle is restarted, if the second difference between the load mass of each seat of the vehicle and the load mass of each seat of the vehicle at the last start of the vehicle is within a second preset range, taking the output torque of each wheel of the vehicle before the vehicle is restarted as the initial torque of each wheel of the vehicle; during the driving of the vehicle based on the initial torque, if the third difference between the actual slip ratio and the target slip ratio of the second target wheel is not within the first preset range when the driving state of the vehicle is the target state, adjusting the initial torque of the second target wheel based on the third difference.

[0084] Specifically, the output torque of each wheel of the vehicle is adjusted after the vehicle is started once, and when the vehicle is started again (the vehicle is powered on or ready after being powered off) next time, if the second difference between the load mass of each seat of the vehicle and the load mass of each seat of the vehicle at the last start of the vehicle is within a second preset range (for example, 5 kg) (i.e., the load mass of each seat of the vehicle at the last start of the vehicle is close to the load mass of each seat of the vehicle at the current start of the vehicle), the output torque of each wheel of the vehicle at the last start of the vehicle can be directly used. Specifically, the output torque of each wheel of the vehicle at a certain moment (i.e., a target moment) in a target time period of the last start of the vehicle can be selected. Then, if it is detected that the third difference between the actual slip ratio and the target slip ratio of the second target wheel is not within the first preset range when the vehicle is driven in the target state, the initial torque of the second target wheel is adjusted based on the third difference. Figure 2 If the second difference between the load mass of each seat of the vehicle and the load mass of each seat of the vehicle at the last start of the vehicle has at least one difference that is not within the second preset range (for example, 5 kg) when the vehicle is started next time, the output torque of each wheel of the vehicle is corrected again by the load mass of each seat, and then it is further determined whether the actual slip ratio of each wheel needs to be adjusted, and the corresponding adjustment is performed according to the determination result.

[0085] The method for controlling vehicle energy distribution based on load mass provided in the embodiments of the present application can use the output torque of each wheel of the vehicle at the last start of the vehicle when the second difference between the load mass of each seat of the vehicle and the load mass of each seat of the vehicle at the last start of the vehicle is within a second preset range when the vehicle is restarted, so as to reduce the waste of computing resources, simplify the adjustment process of the output torque of each wheel of the vehicle, and improve the safety of vehicle driving.

[0086]

[0087] ​In some embodiments, the method for controlling energy distribution of a vehicle based on load mass further comprises: determining a total load mass of the vehicle based on the load mass of each seat; searching a fourth calibration table for a target compensation coefficient corresponding to the total load mass; and adjusting an output power of the vehicle based on the target compensation coefficient to optimize an energy distribution strategy of the vehicle.

[0088] The fourth calibration represents, for example, the following:

[0089]

[0090]

[0091] Table 4: Example of fourth calibration table

[0092] Specifically, the fourth calibration table is a calibration table obtained through calibration. The controller can multiply the target compensation coefficient obtained from the fourth calibration table by the current output power of the vehicle to obtain a target output power of the vehicle, and control the vehicle to travel at the target output power, thereby optimizing the energy distribution strategy of the vehicle.

[0093] Further, the controller can also input the load mass of each seat or the total load mass of the vehicle into the target model, and output the target compensation coefficient through the target model.

[0094] The method for controlling energy distribution of a vehicle based on load mass provided by the embodiments of the present application determines a target compensation coefficient based on the load mass of each seat, adjusts the output power of the vehicle based on the target compensation coefficient, thereby optimizing the energy distribution strategy of the vehicle, can control the output power of the vehicle through the total load mass, and can avoid the situation that the response speed of the vehicle is slow due to the low output power of the vehicle when the total load mass of the vehicle is high, thereby improving the driving experience.

[0095] The device for controlling energy distribution of a vehicle based on load mass provided by the present application will be described below. The device for controlling energy distribution of a vehicle based on load mass described below can be mutually referred to the method for controlling energy distribution of a vehicle based on load mass described above.

[0096] Figure 3 FIG. 1 is a structural schematic diagram of the device for controlling energy distribution of a vehicle based on load mass provided by the embodiments of the present application. Referring to FIG. 1, the device for controlling energy distribution of a vehicle based on load mass provided by the embodiments of the present application can comprise: Figure 3 The device for controlling energy distribution of a vehicle based on load mass provided by the embodiments of the present application can comprise:

[0097] The first acquisition module 310 is configured to acquire the load mass of each seat of the vehicle.

[0098] The determination module 320 is configured to determine a target torque correction coefficient of the vehicle based on the load mass of each seat.

[0099] The correction module 330 is configured to correct the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identify the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient.

[0100] The second acquisition module 340 is configured to acquire the actual slip ratio of each wheel of the vehicle if the driving state is a target state, and the speed variation rate of the vehicle when driving in the target state is lower than a preset threshold.

[0101] The adjustment module 350 is configured to adjust the corrected output torque of the first target wheel based on the first difference between the actual slip ratio and the target slip ratio of the first target wheel, so as to optimize the energy distribution strategy of the vehicle, if the first difference is not within the first preset range.

[0102] The device for controlling vehicle energy distribution based on bearing mass provided by the embodiments of the present application can correct the output torque of each wheel of the vehicle by determining the target torque correction coefficient based on the bearing mass of each seat of the vehicle, so as to balance the influence of the uneven bearing mass of each seat on wheel slip, and can identify the driving state of the vehicle after the output torque of each wheel is corrected, and if the driving state is identified as a target state and the first difference between the actual slip ratio and the target slip ratio of the first target wheel is not within the first preset range, the adjusted output torque of the first target wheel can be further adjusted by the first difference, so as to further optimize the output torque of each wheel of the vehicle, optimize the energy distribution strategy of the vehicle, avoid safety accidents such as wheel slip, and improve the safety of vehicle driving.

[0103] In some embodiments, the target torque correction coefficient includes at least one of a first correction coefficient of a torque distribution ratio of a front axle and a rear axle of the vehicle, a second correction coefficient of a torque distribution ratio of left and right motors of the front axle of the vehicle, and a third correction coefficient of a torque distribution ratio of left and right motors of the rear axle of the vehicle.

[0104] In some embodiments, the determination module is configured to:

[0105] determine a first bearing mass of a front seat and a second bearing mass of a rear seat of the vehicle based on the bearing mass of each seat;

[0106] find the first correction coefficient corresponding to the first bearing mass and the second bearing mass from a first calibration table;

[0107] finding the second correction coefficient corresponding to a third mass and a fourth mass from a second calibration table; the third mass is a mass of a left seat in a front seat of the vehicle, and the fourth mass is a mass of a right seat in the front seat of the vehicle;

[0108] finding the third correction coefficient corresponding to a fifth mass and a sixth mass from a third calibration table; the fifth mass is a mass of a left seat in a rear seat of the vehicle, and the sixth mass is a mass of a right seat in the rear seat of the vehicle.

[0109] In some embodiments, the adjusting module is configured to:

[0110] if the first difference is greater than all values in the first preset range, gradually decreasing the corrected output torque of the first target wheel, and recalculating the first difference after each decrease of the corrected output torque;

[0111] if the recalculated first difference is within the first preset range, stopping the adjustment of the corrected output torque;

[0112] or:

[0113] if the first difference is less than all values in the first preset range, gradually increasing the corrected output torque of the first target wheel, and recalculating the first difference after each increase of the corrected output torque;

[0114] if the recalculated first difference is within the first preset range, stopping the adjustment of the corrected output torque.

[0115] In some embodiments, the adjusting module is further configured to:

[0116] when the vehicle is restarted, if second differences between masses of each seat of the vehicle and masses of each seat of the vehicle at the last start of the vehicle are within a second preset range, taking output torques of each wheel at a target time in a target time period during the last start of the vehicle as initial torques of each wheel of the vehicle;

[0117] during driving of the vehicle based on the initial torques, if a third difference between the actual slip ratio and the target slip ratio of a second target wheel when the driving state of the vehicle is the target state is not within the first preset range, adjusting the initial torque of the second target wheel based on the third difference.

[0118] In some embodiments, the adjusting module is further configured to:

[0119] Determining the total carrying mass of the vehicle based on the carrying mass of each seat;

[0120] searching a target compensation coefficient corresponding to the total load mass from a fourth calibration table;

[0121] Based on the target compensation coefficient, the output power of the vehicle is adjusted to optimize the energy distribution strategy of the vehicle.

[0122] Specifically, the above-mentioned device for controlling vehicle energy distribution based on load-bearing mass provided in the embodiment of the present application can implement all the method steps implemented by the above-mentioned method embodiment in which the execution subject is the controller, and can achieve the same technical effect. The parts and beneficial effects of this embodiment that are the same as those of the method embodiment will not be described in detail here.

[0123] Figure 4 Schematic diagram of the structure of the electronic device provided in the embodiment of the present application. Figure 4 As shown, the electronic device may include: a processor 410, a communication interface 420, a memory 430, and a communication bus 440, wherein the processor 410, the communication interface 420, and the memory 430 communicate with each other via the communication bus 440. The processor 410 may call the logic instructions in the memory 430 to execute the method for controlling vehicle energy distribution based on load quality, for example, including:

[0124] Obtain the load-bearing mass of each seat of the vehicle;

[0125] determining a target torque correction coefficient of the vehicle based on the load-bearing mass of each seat;

[0126] correcting the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient;

[0127] If the driving state is the target state, obtaining the actual slip rate of each wheel of the vehicle; the speed change rate of the vehicle when driving in the target state is lower than a preset threshold;

[0128] If a first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is not within a first preset range, the corrected output torque of the first target wheel is adjusted based on the first difference to optimize the energy distribution strategy of the vehicle.

[0129] Further, the logic instructions in the memory 430 described above can be implemented in the form of software functional units and sold or used as independent products, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various media that can store program codes.

[0130] In another aspect, the present application also provides a non-transitory computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the steps of the method for controlling vehicle energy distribution based on load mass provided by the above-mentioned methods, for example, including:

[0131] Obtaining the load mass of each seat of the vehicle;

[0132] Determining a target torque correction coefficient of the vehicle based on the load mass of each seat;

[0133] Correcting the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient;

[0134] If the driving state is a target state, obtaining the actual slip rate of each wheel of the vehicle; the speed variation rate of the vehicle when driving in the target state is lower than a preset threshold;

[0135] If the first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is not within a first preset range, adjusting the corrected output torque of the first target wheel based on the first difference to optimize the energy distribution strategy of the vehicle.

[0136] In yet another aspect, the present application also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer readable storage medium, and the computer program, when executed by a processor, enables the computer to execute the steps of the method for controlling vehicle energy distribution based on load mass provided by the above-mentioned methods, for example, including:

[0137] Obtaining a carrying mass of each seat of the vehicle;

[0138] Determining a target torque correction coefficient of the vehicle based on the carrying mass of each seat;

[0139] Correcting an output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying a driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient;

[0140] If the driving state is a target state, obtaining an actual slip ratio of each wheel of the vehicle; a speed change rate of the vehicle when the vehicle is driven in the target state is lower than a preset threshold;

[0141] If a first difference between the actual slip ratio and a target slip ratio of a first target wheel of the vehicle is not within a first preset range, adjusting the corrected output torque of the first target wheel based on the first difference, so as to optimize an energy distribution strategy of the vehicle.

[0142] The device embodiments described above are merely illustrative, wherein the units illustrated as separate components can or can not be physically separated, and the components illustrated as units can or can not be physical units, i.e., can be located in one place, or can be distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0143] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software plus necessary universal hardware platforms, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of software products, which can be stored in a computer readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and include a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0144] In addition, it should be noted that: in the embodiments of the present application, the terms "first", "second" and the like are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than that illustrated or described herein, and the objects distinguished by "first", "second" are usually a class, and do not limit the number of objects, for example, the first object can be one or more.

[0145] In the embodiments of the present application, the term "and / or" describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after it.

[0146] In the embodiments of the present application, "determining B based on A" means that A is considered as a factor when determining B. It is not limited to "determining B based on A only", but also includes "determining B based on A and C", "determining B based on A, C and E", "determining C based on A, and determining B based on C further", and the like. In addition, it can also include A as a condition for determining B, for example, "when A meets the first condition, B is determined by using the first method"; for example, "when A meets the second condition, B is determined"; for example, "when A meets the third condition, B is determined based on the first parameter". Of course, A can also be a condition for determining B, for example, "when A meets the first condition, C is determined by using the first method, and B is further determined based on C".

[0147] In the embodiments of the present application, the term "a plurality of" means two or more, and other quantifiers are similar.

[0148] In the embodiments of the present application, the terms "center", "longitudinal", "transverse", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the embodiments of the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0149] In the embodiments of the present application, unless otherwise explicitly specified and limited, the terms "connected", "connected" should be understood in a broad sense, for example, it can be fixedly connected, or detachably connected, or integrally connected; it can be mechanically connected, or electrically connected; it can be directly connected, or indirectly connected through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0150] In the embodiments of the present application, unless specifically defined and limited otherwise, the first feature is "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature is "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature is "under", "below" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0151] In the embodiments of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present application. In the embodiments of the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0152] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for controlling vehicle energy distribution based on load-bearing quality, characterized in that: include: Obtain the load-bearing mass of each seat of the vehicle; determining a target torque correction coefficient of the vehicle based on the load-bearing mass of each seat; correcting the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identifying the driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient; If the driving state is the target state, obtaining the actual slip rate of each wheel of the vehicle; the speed change rate of the vehicle when driving in the target state is lower than a preset threshold; If a first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle is not within a first preset range, the corrected output torque of the first target wheel is adjusted based on the first difference to optimize the energy distribution strategy of the vehicle.

2. The method for controlling vehicle energy distribution based on load-bearing quality according to claim 1, characterized in that: The target torque correction coefficient includes at least one of a first correction coefficient of the torque distribution ratio between the front axle and the rear axle of the vehicle, a second correction coefficient of the torque distribution ratio of the left and right motors of the front axle of the vehicle, and a third correction coefficient of the torque distribution ratio of the left and right motors of the rear axle of the vehicle.

3. The method for controlling vehicle energy distribution based on load-bearing quality according to claim 2, characterized in that: The determining of the target torque correction coefficient of the vehicle based on the bearing mass of each seat includes: determining a first bearing mass of a front seat and a second bearing mass of a rear seat of the vehicle based on the bearing mass of each seat; searching the first correction coefficient corresponding to the first bearing mass and the second bearing mass from a first calibration table; searching, from a second calibration table, the second correction coefficient corresponding to a third load mass and a fourth load mass; the third load mass being the load mass of a left front seat of the vehicle, and the fourth load mass being the load mass of a right front seat of the vehicle; The third correction coefficient corresponding to the fifth load-bearing mass and the sixth load-bearing mass is found from the third calibration table; the fifth load-bearing mass is the load-bearing mass of the left seat in the rear seat of the vehicle, and the sixth load-bearing mass is the load-bearing mass of the right seat in the rear seat of the vehicle.

4. The method for controlling vehicle energy distribution based on load-bearing quality according to claim 1, characterized in that: The adjusting the corrected output torque of the first target wheel based on the first difference includes: If the first difference is greater than all values ​​within the first preset range, gradually reducing the corrected output torque of the first target wheel, and recalculating the first difference each time the corrected output torque is reduced; If the recalculated first difference is within the first preset range, stopping adjusting the corrected output torque; or: If the first difference is less than all values ​​within the first preset range, gradually increasing the corrected output torque of the first target wheel, and recalculating the first difference each time the corrected output torque increases; If the recalculated first difference is within the first preset range, the adjustment of the corrected output torque is stopped.

5. The method for controlling vehicle energy distribution based on load-bearing mass according to any one of claims 1 to 4, characterized in that: Also includes: When the vehicle is restarted, if a second difference between the load mass of each seat of the vehicle and the load mass of each seat when the vehicle was last started is within a second preset range, the output torque of each wheel at a target time in a target time period during the last start of the vehicle is used as the initial torque of each wheel of the vehicle; During the process of the vehicle traveling based on the initial torque, if the driving state of the vehicle is the target state and a third difference between the actual slip rate and the target slip rate of the second target wheel is not within the first preset range, the initial torque of the second target wheel is adjusted based on the third difference.

6. The method for controlling vehicle energy distribution based on load-bearing mass according to any one of claims 1 to 4, characterized in that: Also includes: Determining the total carrying mass of the vehicle based on the carrying mass of each seat; searching a target compensation coefficient corresponding to the total load mass from a fourth calibration table; Based on the target compensation coefficient, the output power of the vehicle is adjusted to optimize the energy distribution strategy of the vehicle.

7. A device for controlling vehicle energy distribution based on load-bearing mass, characterized in that: include: The first acquisition module is used to obtain the load-bearing mass of each seat in the vehicle; a determination module, configured to determine a target torque correction coefficient of the vehicle based on the load-bearing mass of each seat; a correction module configured to correct the output torque of each wheel of the vehicle based on the target torque correction coefficient, and identify a driving state of the vehicle after the output torque of each wheel of the vehicle is corrected based on the target torque correction coefficient; a second acquisition module, configured to obtain an actual slip rate of each wheel of the vehicle if the driving state is a target state; and a speed change rate of the vehicle when driving in the target state is lower than a preset threshold; An adjustment module is configured to adjust the corrected output torque of the first target wheel based on a first difference between the actual slip rate and the target slip rate of the first target wheel of the vehicle, if the first difference between the actual slip rate and the target slip rate is not within a first preset range, so as to optimize the energy distribution strategy of the vehicle.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method for controlling vehicle energy distribution based on load-bearing mass as claimed in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for controlling vehicle energy distribution based on load-bearing mass as claimed in any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method for controlling vehicle energy distribution based on load-bearing mass as claimed in any one of claims 1 to 6 is implemented.

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