Vehicle torque active fault-tolerant control method and device, vehicle and storage medium

Abstract

The invention relates to a torque active fault-tolerant control method and device of a vehicle, the vehicle and a storage medium, and the method comprises the steps that at least one control signal of the vehicle is obtained; based on the at least one control signal, judging whether the distributed driving system of the vehicle is in at least one failure scene of single-driving-wheel failure, same-side dual-driving-wheel failure, different-side dual-driving-wheel failure and multi-driving-wheel failure or not; and if the vehicle is in the at least one failure scene, a torque coordination control strategy of the distributed driving system is matched according to the at least one failure scene, and the distributed driving system is controlled to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy. When the driving wheels break down, deviation of the vehicle can be resisted by controlling the power output of the driving system, and the power output of the vehicle is ensured, so that the safety and the operation stability of the vehicle are improved, the adaptability of the vehicle in different environments is enhanced, and deviation caused by failure of a motor is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, vehicle, and storage medium for active torque fault-tolerant control of a vehicle. Background Technology

[0002] The market size of off-road vehicles in the broad sense could reach one million units in the next five years. With the rapid release of demand in the BEV (Battery Electric Vehicles) market, the penetration rate of BEVs will also enter a fast track.

[0003] Distributed drive electric off-road vehicles have unique advantages in dealing with various off-road scenarios and outdoor living scenarios, and are gradually being perceived and accepted by a broad range of off-road vehicle consumers as the off-road attributes of the vehicles continue to strengthen.

[0004] However, in related technologies, distributed vehicle power systems are prone to abnormal failures, leading to safety risks that differ from those of ordinary vehicle models, which urgently need to be improved. Summary of the Invention

[0005] This application provides a method, device, vehicle, and storage medium for active torque fault-tolerant control of a vehicle, in order to solve the problem that in related technologies, distributed vehicle power systems may experience abnormal failures, leading to safety risks that differ from those of ordinary vehicle models.

[0006] The first aspect of this application provides a torque active fault-tolerant control method for a vehicle, the vehicle having a distributed drive system, wherein the method includes the following steps: acquiring at least one control signal of the vehicle; based on the at least one control signal, determining whether the distributed drive system of the vehicle is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multi-drive wheel failure; if the vehicle is in the at least one failure scenario, matching a torque coordination control strategy of the distributed drive system according to the at least one failure scenario, and controlling the distributed drive system to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

[0007] Optionally, in one embodiment of this application, the step of matching the torque coordination control strategy of the distributed drive system according to the at least one failure scenario if the vehicle is in one of the failure scenarios includes: if the vehicle is in the scenario of single drive wheel failure, the lost longitudinal force is compensated by the remaining motor drive force of the vehicle, and the drive force is redistributed to eliminate the lateral disturbance of the vehicle and generate a torque coordination control value to match the torque coordination control strategy; if the vehicle is in the scenario of failure of two drive wheels on the same side, the lost longitudinal force is compensated by the remaining motor drive force of the vehicle within a target range, and the vehicle is subjected to fault-tolerant control by front wheel steering to match the torque coordination control strategy; if the vehicle is in the scenario of failure of two drive wheels on opposite sides, the vehicle is subjected to adaptive vector control or torque redistribution control according to the state estimation result of the vehicle to match the torque coordination control strategy; if the vehicle is in the scenario of failure of multiple drive wheels, the vehicle is subjected to degradation processing according to the state estimation result to match the torque coordination control strategy.

[0008] Optionally, in one embodiment of this application, the method further includes: obtaining the driver's desired driving speed and driving direction; and controlling the vehicle to follow the driver's desired driving speed and driving direction based on a preset two-degree-of-freedom vehicle model and a reference target including the target centroid sideslip angle and the target yaw rate, so as to perform active fault-tolerant control on the vehicle.

[0009] Optionally, in one embodiment of this application, controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy includes: in the case of single-wheel failure of the torque coordination control strategy, executing the at least one active torque fault-tolerant control action to determine an additional yaw moment value that meets preset optimal conditions, and distributing torque to the unfailed drive wheels according to the additional yaw moment value and tire adhesion rate; in the case of dual-wheel failure on opposite coaxial sides of the torque coordination control strategy, executing the at least one active torque fault-tolerant control action to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

[0010] Optionally, in one embodiment of this application, controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy further includes: executing the at least one active torque fault-tolerant control action when the torque coordination control strategy is in the case of failure of two wheels on opposite axles, so as to distribute torque to the unfailed drive wheels according to the additional yaw moment value; and executing the at least one active torque fault-tolerant control action when the torque coordination control strategy is in the case of failure of two wheels on the same side, so as to distribute torque to the unfailed drive wheels according to the safe torque.

[0011] A second aspect of this application provides a torque active fault-tolerant control device for a vehicle, the vehicle having a distributed drive system. The device includes: an acquisition module for acquiring at least one control signal of the vehicle; a judgment module for determining, based on the at least one control signal, whether the distributed drive system of the vehicle is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multi-drive wheel failure; and a control module for, when the vehicle is in one of the at least one failure scenarios, matching a torque coordination control strategy of the distributed drive system according to the at least one failure scenario, and controlling the distributed drive system to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

[0012] Optionally, in one embodiment of this application, the control module includes: an allocation unit, configured to, when the vehicle is in a scenario where a single drive wheel fails, compensate for the lost longitudinal force using the vehicle's remaining motor drive force, and redistribute the drive force to eliminate the vehicle's lateral disturbance and generate a torque coordination control value to match the torque coordination control strategy; a matching unit, configured to, when the vehicle is in a scenario where both drive wheels on the same side fail, compensate for the lost longitudinal force within a target range using the vehicle's remaining motor drive force, and perform fault-tolerant control of the vehicle through front wheel steering to match the torque coordination control strategy; a control unit, configured to, when the vehicle is in a scenario where both drive wheels on the opposite side fail, perform adaptive vector control or torque redistribution control of the vehicle based on the vehicle's state estimation result to match the torque coordination control strategy; and a processing unit, configured to, when the vehicle is in a scenario where multiple drive wheels fail, perform degradation processing of the vehicle based on the state estimation result to match the torque coordination control strategy.

[0013] Optionally, in one embodiment of this application, it further includes: a direction acquisition module, used to acquire the driver's desired driving speed and driving direction; and a following module, used to control the vehicle to follow the driver's desired driving speed and driving direction based on a preset vehicle two-degree-of-freedom model and a reference target including the target centroid sideslip angle and the target yaw rate, so as to perform active fault-tolerant control of the vehicle.

[0014] Optionally, in one embodiment of this application, the control module includes: a first execution unit, configured to execute at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of single-wheel failure, to determine an additional yaw moment value that satisfies preset optimal conditions, and to distribute torque to the unfailed drive wheel according to the additional yaw moment value and tire adhesion rate; and a second execution unit, configured to execute at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of dual-wheel failure on opposite coaxial sides, to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

[0015] Optionally, in one embodiment of this application, the control module further includes: a third execution unit, configured to execute at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of failure of two wheels on opposite axles, so as to distribute torque to the unfailed drive wheels according to the additional yaw moment value; and a fourth torque unit, configured to execute at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of failure of two wheels on the same side, so as to distribute torque to the unfailed drive wheels according to the safe torque.

[0016] A third aspect of this application provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the active torque fault-tolerant control method for the vehicle as described in the above embodiments.

[0017] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described active torque-tolerant control method for a vehicle.

[0018] This application's embodiments can perform torque coordination control based on different system failure modes and control objectives when drive failure occurs. This mitigates drive deviation in distributed drive vehicles when single or multiple drive wheels fail. When a drive wheel malfunctions, the power output of the drive system is controlled to counteract vehicle deviation and ensure power output, thereby improving vehicle safety and handling stability. Functional testing and verification, along with calibration of the control method using extensive common data, enhances the vehicle's adaptability to different environments. Vehicles equipped with this technology exhibit improved safety and reduced deviation when the motor fails. Therefore, this addresses the issue in related technologies where abnormal failures in distributed vehicle power systems lead to safety risks different from those of conventional vehicle models.

[0019] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0021] Figure 1 This is a flowchart of a vehicle torque active fault-tolerant control method according to an embodiment of this application;

[0022] Figure 2 This is a signal diagram illustrating an active torque fault-tolerant control method for a vehicle according to an embodiment of this application;

[0023] Figure 3 A sensor schematic diagram of a vehicle torque active fault-tolerant control method according to an embodiment of this application;

[0024] Figure 4 This is an overall flowchart of a vehicle torque active fault-tolerant control method according to an embodiment of this application;

[0025] Figure 5 This is a schematic diagram of the structure of a vehicle torque active fault-tolerant control device according to an embodiment of this application;

[0026] Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0027] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0028] The following description, with reference to the accompanying drawings, outlines an active torque fault-tolerant control method, apparatus, vehicle, and storage medium for vehicles according to embodiments of this application. Addressing the issue mentioned in the background art where distributed vehicle powertrain systems can experience abnormal failures, leading to safety risks different from those of conventional vehicle models, this application provides an active torque fault-tolerant control method for vehicles. This method, based on different system failure modes and control objectives, performs torque coordination control when a drive failure occurs. This mitigates drive deviation when a single or multiple drive wheels of a distributed drive vehicle fail. When a drive wheel malfunctions, the power output of the drive system is controlled to counteract vehicle deviation and ensure vehicle power output, thereby improving vehicle safety and handling stability. Functional testing and calibration of the control method using extensive common data enhance the vehicle's adaptability to different environments. Vehicles equipped with this technology exhibit improved safety and reduced deviation during motor failure. Thus, this method solves the problem in related technologies where abnormal failures in distributed vehicle powertrain systems lead to safety risks different from those of conventional vehicle models.

[0029] Specifically, Figure 1 This is a schematic flowchart of a vehicle torque active fault-tolerant control method provided in an embodiment of this application.

[0030] like Figure 1 As shown, the active torque fault-tolerant control method for this vehicle includes the following steps:

[0031] In step S101, at least one control signal of the vehicle is acquired.

[0032] It is understood that the vehicle in the embodiments of this application can be a distributed drive electric vehicle.

[0033] In actual implementation, such as Figure 2 As shown, the embodiments of this application can acquire at least one control signal of the vehicle, such as accelerator pedal signal, brake pedal signal, steering wheel angle signal, vehicle speed signal, wheel speed signal, acceleration sensor signal, yaw rate signal, center of gravity sideslip angle signal, road surface adhesion coefficient signal, slip ratio signal, driver demand torque, wheel vertical force, four-wheel drive torque, CAN (Controller Area Network) bus, etc., and the VCU (Vehicle Control Unit) is connected in parallel on the CAN bus.

[0034] Among them, Figure 3As shown, the embodiments of this application can acquire signals through different sensors. IMU (Inertial Measurement Unit): acquires and sends three-axis / six-axis acceleration signals of the vehicle body to VCU; GPS (Global Positioning System): acquires and sends coordinate signals to VCU; EPS (Electric Power Steering): acquires and sends steering wheel angle signals and front wheel angle signals to VCU; ESP (Electronic Stability Program): acquires and sends four-wheel wheel speed signals, reference vehicle speed signals, and ESP fault signals to VCU; ABS (Antilock Brake System): acquires and sends wheel speed and fault signals; VCU: responsible for active fault-tolerant vector control of four-wheel drive.

[0035] This application can read wheel speed and fault signals from ESP / ABS: receive the "ESP fault status" signal sent by ESP to determine whether the drive anti-slip function has been activated; receive the "four-wheel wheel speed" and "reference vehicle speed" sent by ESP / ABS, and the "current motor speed" sent by MCU (Micro Controller Unit) to determine whether the drive wheels are slipping; read steering signals from EPS: receive the steering signals from EPS to determine whether the vehicle is currently steering; read the MCU motor speed, torque, and fault signals, and send torque command signals to the MCU; read the accelerator pedal opening and pedal speed signals; read signals from IMU; read coordinate signals from GPS; ESC (Electronic Stability Control) is used to send brake pedal position signals, brake pedal speed signals, and brake master cylinder pressure signals to VCU; MCU: refers to the motor controller, used to feed back the "current motor speed" signal, the "current motor fault" signal, and receive and execute the "torque command" signal sent by VCU.

[0036] The embodiments of this application can be used for functional testing and verification. The control method is calibrated through a large amount of common data, which enhances the adaptability of the vehicle in different environments. Under the premise of ensuring that the drive form of the distributed drive electric vehicle remains unchanged, the vehicle system's original signals are collected, analyzed, and arbitrated. A torque active fault-tolerant control strategy is specified for motor abnormal failure, thereby improving the vehicle's safety and handling stability.

[0037] In step S102, based on at least one control signal, it is determined whether the vehicle's distributed drive system is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multiple drive wheel failure.

[0038] It is understood that the embodiments of this application can determine whether a failure scenario exists by analyzing the signal.

[0039] In actual implementation, the goal of torque fault-tolerant control of distributed drive electric vehicles is to perform torque coordination control when drive failure occurs based on different failure modes and control objectives of the system. The embodiments of this application can identify four failure scenarios based on at least one control signal, combined with control objectives and control methods, and determine whether the vehicle's distributed drive system is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multi-drive wheel failure. This provides support for subsequent matching control strategies, ensuring that the vehicle can maintain a certain level of driving stability and safety in the event of drive system failure, and reducing the risk of deviation or loss of control due to motor failure.

[0040] In step S103, if the vehicle is in at least one failure scenario, the torque coordination control strategy of the distributed drive system is matched according to the at least one failure scenario, and the distributed drive system is controlled to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

[0041] In actual implementation, the embodiments of this application can match the torque coordination control strategy of the distributed drive system according to the at least one failure scenario when the vehicle is in at least one failure scenario, and control the distributed drive system to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy. This can improve vehicle safety, reduce deviation when the motor fails, and realize the safety performance of distributed electric vehicles in future applications. It does not require additional mechanical structures and equipment, and can be quickly promoted. It has a significant protective effect on improving vehicle operation safety in electric vehicle models with the same system architecture.

[0042] The embodiments of this application can alleviate the drive deviation when a single or multiple drive wheels of a distributed drive vehicle fail. When a drive wheel fails, the power output of the drive system is controlled to resist the vehicle deviation and ensure the power output of the vehicle, thereby improving the safety and handling stability of the vehicle. It also includes support for vehicles that can send torque commands and is compatible with architecture systems that send the above signals, making it highly versatile.

[0043] Optionally, in one embodiment of this application, if the vehicle is in at least one failure scenario, a torque coordination control strategy for the distributed drive system is matched according to the at least one failure scenario, including: if the vehicle is in a single drive wheel failure scenario, the lost longitudinal force is compensated by the vehicle's remaining motor drive force, and the drive force is redistributed to eliminate the vehicle's lateral disturbance and generate a torque coordination control value to match the torque coordination control strategy; if the vehicle is in a scenario where both drive wheels on the same side fail, the lost longitudinal force is compensated by the vehicle's remaining motor drive force within the target range, and the vehicle is subjected to fault-tolerant control through front wheel steering to match the torque coordination control strategy; if the vehicle is in a scenario where both drive wheels on opposite sides fail, adaptive vector control or torque redistribution control of the vehicle is performed based on the vehicle's state estimation result to match the torque coordination control strategy; if the vehicle is in a scenario where multiple drive wheels fail, the vehicle is degraded based on the state estimation result to match the torque coordination control strategy.

[0044] It is understood that the vehicle state estimation results in the embodiments of this application include, but are not limited to, drive motor state, vehicle dynamic parameters, road conditions, and driver intent.

[0045] In practical implementation, the embodiments of this application can develop control algorithms for the above four failure modes. When the vehicle experiences a single drive wheel failure, an adaptive arbitration algorithm is used to allocate and maintain system operation. Even with only one drive motor failing, longitudinal and lateral force control still have two degrees of freedom. The lost longitudinal force can be compensated by the remaining motor drive force, and lateral disturbances are eliminated by redistributing drive force. That is, the lost longitudinal force is compensated by the vehicle's remaining motor drive force, and drive force is redistributed to eliminate lateral disturbances and generate torque coordination control values ​​to match the torque coordination control strategy. When the vehicle experiences a dual-drive wheel failure on the same side, a function degradation algorithm is used, employing emergency braking / lateral stability allocation control. The controllable variables for longitudinal and lateral forces have only one degree of freedom. The lost longitudinal force can be compensated by the remaining motor drive force within a certain range, but lateral disturbances cannot be compensated by redistributing drive force. Fault-tolerant control is achieved through steering, which utilizes the vehicle's remaining motor drive force to compensate for the lost longitudinal force and uses front-wheel steering for fault-tolerant control to match the torque coordination control strategy. In scenarios where both drive wheels on opposite sides fail, if the opposite-side, non-axle drive wheels fail, adaptive vector control or torque redistribution control is performed based on the vehicle's state estimation results. If both motors on opposite-side, co-axle drive wheels fail, the longitudinal and lateral force control still has two degrees of freedom, and the lost longitudinal force can be compensated by the remaining motor drive force within a certain range, with minimal lateral disturbance, thus matching the torque coordination control strategy. In scenarios where multiple drive wheels fail, the vehicle is downgraded based on the state estimation results, employing emergency braking / lateral stability robust control to match the torque coordination control strategy.

[0046] The embodiments of this application can address the future development direction of distributed drive technology by improving the protection scheme for safe driving of vehicles in the event of motor failure through strategy logic.

[0047] Optionally, in one embodiment of this application, the method further includes: obtaining the driver's desired driving speed and driving direction; and controlling the vehicle to follow the driver's desired driving speed and driving direction based on a preset two-degree-of-freedom vehicle model and a reference target including the target centroid sideslip angle and the target yaw rate, so as to perform active fault-tolerant control of the vehicle.

[0048] It is understood that the embodiments of this application can obtain the driver's acceleration intention through the accelerator pedal sensor, thereby calculating the desired driving speed, and obtain the driver's steering intention through the steering wheel angle sensor, thereby determining the desired driving direction.

[0049] Among them, Figure 4 As shown, this application embodiment establishes a reference target calculation module based on a vehicle two-degree-of-freedom model and the tire magic formula. The reference targets include the target centroid sideslip angle and the target yaw rate, ensuring that the four-wheel drive active fault-tolerant control function follows the driver's desired driving speed and direction. The reference yaw rate is derived from the linear two-degree-of-freedom vehicle model.

[0050]

[0051] Where, γ handle Let v be the target yaw rate. x Where is the longitudinal speed, and is the wheelbase, K design For the vehicle stability factor, δ f This refers to the angular velocity of the steering wheel.

[0052] The two-degree-of-freedom model of the vehicle in steady-state motion yields the following formula for calculating the sideslip angle of the target centroid:

[0053]

[0054] Where, β target For the target centroid sideslip angle, v x K represents the longitudinal vehicle speed. design For vehicle stability factor, l a / l b δ is the distance from the center of mass to the front / rear axis. f ω is the steering wheel angular velocity, and m is the mass of the car.

[0055] Optionally, in one embodiment of this application, controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy includes: when the torque coordination control strategy is in the case of single-wheel failure, executing at least one active torque fault-tolerant control action to determine an additional yaw moment value that meets preset optimal conditions, and distributing torque to the unfailed drive wheels according to the additional yaw moment value and tire adhesion rate; when the torque coordination control strategy is in the case of dual-wheel failure on opposite coaxial sides, executing at least one active torque fault-tolerant control action to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

[0056] It is understood that, in the embodiments of this application, when the four-wheel drive active fault-tolerant control function is activated, the VCU should control the drive torque of the motor to follow the driver's desired driving speed and driving direction; the additional yaw moment value under the preset optimal conditions can be the optimal additional yaw moment value.

[0057] In actual implementation, the embodiments of this application can perform active fault-tolerant control. When the torque coordination control strategy is in the case of single-wheel failure, at least one active torque fault-tolerant control action is executed. Considering a two-degree-of-freedom vehicle model with lateral and yaw motion as a prediction model, the vehicle's yaw rate and center-of-gravity sideslip angle are controlled to follow the target value. The optimal additional yaw moment value is determined by solving a constrained quadratic programming problem, and torque is distributed to the unfailed drive wheels according to the additional yaw moment value and tire adhesion rate. When the torque coordination control strategy is in the case of dual-wheel failure on opposite sides of the same axle, at least one active torque fault-tolerant control action is executed to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

[0058] It should be noted that the preset optimal conditions can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0059] Optionally, in one embodiment of this application, controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy further includes: when the torque coordination control strategy is in the case of failure of two wheels on opposite axles, executing at least one active torque fault-tolerant control action to distribute torque to the unfailed drive wheels according to the additional yaw moment value; and when the torque coordination control strategy is in the case of failure of two wheels on the same side, executing at least one active torque fault-tolerant control action to distribute torque to the unfailed drive wheels according to the safe torque.

[0060] As one possible implementation, embodiments of this application can, in the event of a dual-wheel failure on opposite axles under the torque coordination control strategy, execute at least one active torque fault-tolerant control action, considering the target values ​​of the vehicle's yaw rate and sideslip angle, and distribute torque to the unfailed drive wheels according to the additional yaw moment value; in the event of a dual-wheel failure on the same side under the torque coordination control strategy, execute at least one active torque fault-tolerant control action, considering the target values ​​of the vehicle's yaw rate and sideslip angle, and distribute torque to the unfailed drive wheels according to the safe torque, requiring the driver to operate the steering wheel to maintain the desired driving direction.

[0061] The specific calculation process is as follows:

[0062] Using a two-degree-of-freedom vehicle model that considers lateral and yaw motion as the prediction model, its expression is:

[0063]

[0064] in, For lateral motion prediction variables, γ is the yaw rate, and C is the lateral motion prediction variable. f For the front wheel lateral stiffness, C r For the rear wheel lateral stiffness, T YawReq To add yaw moment;

[0065] Using the sideslip angle and yaw rate as state variables, the additional yaw moment as input variable, and the driver's input front wheel steering angle as disturbance term, after discretization, the increment of the additional yaw moment relative to the previous moment is added as input, resulting in the following simplified form:

[0066]

[0067] in Let ν(k) be the state variable, and ν(k) be the front wheel steering angle. For the output variable, ΔT YawReq (k+1) is the input variable. These are the coefficients of the relevant variables.

[0068] The output over the entire prediction domain at time k is as follows:

[0069]

[0070] Define the output variable at time k to time k+j as: The 'k' following the symbol '|' indicates the current time is k. The control increment is ΔT. YawReq (k+j), j=1,2,...,Np.

[0071]

[0072] in,

[0073] The primary control objective of the model predictive controller is to control the vehicle's yaw rate and sideslip angle to follow target values. Since the additional yaw moment increases the driving torque on one side of the wheel, posing a risk of excessive slippage, the controller design must also consider minimizing the additional yaw moment. The objective function for optimizing the additional yaw moment can be expressed as:

[0074]

[0075] Where refy(k+j) is the expected output in the prediction time domain, Q is the weighting coefficient matrix of the output bias, and R is the weighting coefficient matrix of the control increment.

[0076] Finally, the equivalent band-constrained quadratic programming problem of additional yaw moment control based on model predictive control can be derived:

[0077]

[0078] Where H is the quadratic coefficient matrix, F is the linear coefficient matrix, and E, G, K, L, M are functions of equality constraints, inequality constraints, and boundary constraints, respectively.

[0079] By solving the constrained quadratic programming problem described above, the optimal sequence of additional yaw moment increments can be obtained. By selecting only the first component, the optimal additional yaw moment value at the current moment can be calculated.

[0080]

[0081] in, To achieve the optimal additional yaw moment, To add yaw moment.

[0082] The torque distribution layer of the additional yaw moment in a distributed drive vehicle can optimally distribute the driving force of the four wheels according to specific performance indicators. The optimized performance indicator adopted is the optimal tire adhesion rate of the four wheels, that is, the driving torque of the four wheels is optimized by minimizing the tire adhesion rate of the four wheels.

[0083] In addition, the target driving force of each wheel needs to satisfy a series of equality and inequality constraints. The equality constraints mainly include: front and rear axle driving force constraints and additional yaw moment constraints; the inequality constraints mainly include: drive motor failure constraints and tire friction circle constraints. The total driving force of the front and rear axles of a four-wheel drive electric vehicle needs to meet the driver's torque requirements.

[0084] The active torque fault-tolerant control method for vehicles proposed in this application can perform torque coordination control when drive failure occurs, based on different failure modes and control objectives of the system. This mitigates drive deviation when a single or multiple drive wheels of a distributed drive vehicle fail. When a drive wheel malfunctions, the power output of the drive system is controlled to counteract vehicle deviation and ensure vehicle power output, thereby improving vehicle safety and handling stability. Functional testing and calibration of the control method using a large amount of common data enhance the vehicle's adaptability to different environments. Vehicles equipped with this technology exhibit improved safety and reduced deviation when the motor fails. Therefore, this solves the problem in related technologies where abnormal failures in distributed vehicle power systems lead to safety risks different from those of ordinary vehicle models.

[0085] Next, referring to the accompanying drawings, a torque active fault-tolerant control device for a vehicle according to an embodiment of this application is described.

[0086] Figure 5 This is a schematic diagram of the active torque fault-tolerant control device for a vehicle according to an embodiment of this application.

[0087] like Figure 5 As shown, the vehicle's active torque fault-tolerant control device 10 includes: an acquisition module 100, a judgment module 200, and a control module 300.

[0088] Specifically, the acquisition module 100 is used to acquire at least one control signal of the vehicle.

[0089] The judgment module 200 is used to determine, based on at least one control signal, whether the vehicle's distributed drive system is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multi-drive wheel failure.

[0090] The control module 300 is used to match the torque coordination control strategy of the distributed drive system according to the at least one failure scenario when the vehicle is in at least one failure scenario, and control the distributed drive system to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

[0091] Optionally, in one embodiment of this application, the control module 300 includes: an allocation unit, a matching unit, a control unit, and a processing unit.

[0092] The distribution unit is used to compensate for the lost longitudinal force by using the vehicle's remaining motor driving force when the vehicle is in a scenario where a single drive wheel fails. It also redistributes the driving force to eliminate the vehicle's lateral disturbances and generates torque coordination control values ​​to match the torque coordination control strategy.

[0093] The matching unit is used in scenarios where the vehicle is in a situation where both drive wheels on the same side fail. Within a target range, it uses the vehicle's remaining motor drive force to compensate for the lost longitudinal force and performs fault-tolerant control of the vehicle through front wheel steering to match the torque coordination control strategy.

[0094] The control unit is used to perform adaptive vector control or torque redistribution control of the vehicle based on the vehicle's state estimation results in the event that the vehicle is in a scenario where both drive wheels on the opposite side fail, in order to match the torque coordination control strategy.

[0095] The processing unit is used to perform vehicle degradation processing based on the state estimation results in the case of a scenario where multiple drive wheels fail, in order to match the torque coordination control strategy.

[0096] Optionally, in one embodiment of this application, the vehicle's active torque fault-tolerant control device 10 further includes a direction acquisition module and a following module.

[0097] The direction acquisition module is used to obtain the driver's desired driving speed and driving direction.

[0098] The follow module is used to control the vehicle to follow the driver's desired driving speed and direction based on a preset two-degree-of-freedom vehicle model and a reference target including the target centroid sideslip angle and the target yaw rate, so as to perform active fault-tolerant control of the vehicle.

[0099] Optionally, in one embodiment of this application, the control module 300 includes: a first execution unit and a second execution unit.

[0100] The first execution unit is used to perform at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of single wheel failure, in order to determine the additional yaw moment value that meets the preset optimal conditions, and to distribute torque to the unfailed drive wheel according to the additional yaw moment value and the tire adhesion rate.

[0101] The second execution unit is used to perform at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of failure of the two wheels on opposite sides of the same axle, so as to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

[0102] Optionally, in one embodiment of this application, the control module 300 further includes a third execution unit and a fourth torque unit.

[0103] The third execution unit is used to perform at least one torque active fault-tolerant control action when the torque coordination control strategy is in the case of failure of two wheels on opposite axles, so as to distribute torque to the unfailed drive wheels according to the additional yaw moment value.

[0104] The fourth torque unit is used to perform at least one active torque fault-tolerant control action when the torque coordination control strategy is in the case of failure of both wheels on the same side, so as to distribute torque to the unfailed drive wheels according to the safe torque.

[0105] It should be noted that the foregoing explanation of the embodiment of the active torque fault-tolerant control method for vehicles also applies to the active torque fault-tolerant control device for vehicles in this embodiment, and will not be repeated here.

[0106] The active torque fault-tolerant control device for vehicles proposed in this application can perform torque coordination control when drive failure occurs, based on different failure modes and control objectives of the system. This mitigates drive deviation when a single or multiple drive wheels of a distributed drive vehicle fail. When a drive wheel malfunctions, the device controls the power output of the drive system to counteract vehicle deviation and ensure power output, thereby improving vehicle safety and handling stability. Functional testing and calibration of the control method using extensive common data enhance the vehicle's adaptability to different environments. Vehicles equipped with this technology exhibit improved safety and reduced deviation when the motor fails. Therefore, this addresses the issue in related technologies where abnormal failures in distributed vehicle power systems lead to safety risks different from those of ordinary vehicle models.

[0107] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0108] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0109] When the processor 602 executes the program, it implements the active torque fault-tolerant control method for vehicles provided in the above embodiments.

[0110] Furthermore, the vehicle also includes:

[0111] Communication interface 603 is used for communication between memory 601 and processor 602.

[0112] The memory 601 is used to store computer programs that can run on the processor 602.

[0113] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0114] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0115] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0116] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0117] This embodiment also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described active torque-tolerant control method for vehicles.

[0118] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0119] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0120] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0121] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0122] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0123] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0124] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0125] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for active torque-tolerant control of a vehicle, characterized in that, The vehicle has a distributed drive system, wherein the method includes the following steps: Acquire at least one control signal from the vehicle; Based on the at least one control signal, determine whether the vehicle's distributed drive system is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multiple drive wheel failure. If the vehicle is in at least one of the failure scenarios, the torque coordination control strategy of the distributed drive system is matched according to the at least one failure scenario, and the distributed drive system is controlled to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

2. The control method according to claim 1, characterized in that, If the vehicle is in at least one of the failure scenarios, then matching the torque coordination control strategy of the distributed drive system according to the at least one failure scenario includes: If the vehicle is in a scenario where the single drive wheel fails, the lost longitudinal force is compensated by the remaining motor drive force of the vehicle, and the drive force is redistributed to eliminate the lateral disturbance of the vehicle and generate a torque coordination control value to match the torque coordination control strategy. If the vehicle is in a scenario where both drive wheels on the same side fail, the remaining motor drive force of the vehicle is used to compensate for the lost longitudinal force within the target range, and the vehicle is subjected to fault-tolerant control by front wheel steering to match the torque coordination control strategy. If the vehicle is in a scenario where the opposite dual drive wheels fail, then adaptive vector control or torque redistribution control of the vehicle is performed based on the vehicle's state estimation results to match the torque coordination control strategy. If the vehicle is in a scenario where multiple drive wheels fail, the vehicle is downgraded based on the state estimation results to match the torque coordination control strategy.

3. The control method according to claim 1, characterized in that, Also includes: Obtain the driver's desired driving speed and direction; Based on a preset two-degree-of-freedom vehicle model and a reference target including the target centroid sideslip angle and the target yaw rate, the vehicle is controlled to follow the driver's desired driving speed and driving direction in order to perform active fault-tolerant control of the vehicle.

4. The control method according to claim 3, characterized in that, The step of controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy includes: In the event of a single wheel failure under the torque coordination control strategy, at least one torque active fault-tolerant control action is executed to determine an additional yaw moment value that meets the preset optimal conditions, and to distribute torque to the unfailed drive wheel based on the additional yaw moment value and the tire adhesion rate. In the event of failure of the opposite-side coaxial dual wheels in the torque coordination control strategy, at least one torque active fault-tolerant control action is executed to distribute the driver's desired driving force according to the vehicle's front-wheel drive mode or rear-wheel drive mode.

5. The control method according to claim 1, characterized in that, The step of controlling the distributed drive system to execute at least one corresponding active torque fault-tolerant control action based on the torque coordination control strategy further includes: In the event of failure of two wheels on opposite axles under the torque coordination control strategy, at least one torque active fault-tolerant control action is executed to distribute torque to the unfailed drive wheels according to the additional yaw moment value. In the event of failure of both wheels on the same side under the torque coordination control strategy, at least one torque active fault-tolerant control action is executed to distribute torque to the unfailed drive wheels according to the safe torque.

6. A torque active fault-tolerant control device for a vehicle, characterized in that, The vehicle has a distributed drive system, wherein the device includes: Acquisition module, used to acquire at least one control signal of the vehicle; The judgment module is used to determine, based on the at least one control signal, whether the vehicle's distributed drive system is in at least one of the following failure scenarios: single drive wheel failure, same-side dual drive wheel failure, opposite-side dual drive wheel failure, and multiple drive wheel failure. The control module is configured to, when the vehicle is in at least one of the failure scenarios, match the torque coordination control strategy of the distributed drive system according to the at least one failure scenario, and control the distributed drive system to execute at least one corresponding torque active fault-tolerant control action based on the torque coordination control strategy.

7. The control device according to claim 6, characterized in that, The control module includes: The distribution unit is used to compensate for the lost longitudinal force by using the remaining motor driving force of the vehicle when the vehicle is in a scenario where the single drive wheel fails, and to redistribute the driving force to eliminate the lateral disturbance of the vehicle and generate torque coordination control values ​​to match the torque coordination control strategy. The matching unit is used to compensate for the lost longitudinal force by utilizing the vehicle's remaining motor driving force within a target range when the vehicle is in a scenario where both drive wheels on the same side fail, and to perform fault-tolerant control of the vehicle by steering the front wheels in order to match the torque coordination control strategy. The control unit is configured to perform adaptive vector control or torque redistribution control of the vehicle based on the vehicle's state estimation results when the vehicle is in a scenario where the opposite dual drive wheels fail, in order to match the torque coordination control strategy. The processing unit is configured to perform a degradation process on the vehicle based on the state estimation result when the vehicle is in a scenario where the multiple drive wheels fail, in order to match the torque coordination control strategy.

8. The control device according to claim 6, characterized in that, Also includes: The direction acquisition module is used to obtain the driver's desired driving speed and driving direction; The following module is used to control the vehicle to follow the driver's desired driving speed and driving direction based on a preset two-degree-of-freedom vehicle model and a reference target including the target centroid sideslip angle and the target yaw rate, so as to perform active fault-tolerant control of the vehicle.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the active torque-tolerant control method for a vehicle as described in any one of claims 1-5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the active torque-tolerant control method for a vehicle as described in any one of claims 1-5.

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