A heavy-load reconfigurable chassis driving control method and system based on a distributed electric drive hydraulic unit

Abstract

The application relates to the technical field of vehicle chassis control, and discloses a heavy-load reconfigurable chassis driving control method and system based on a distributed electric drive hydraulic unit. The method realizes the switching of double-bridge and single-bridge operation modes through a pre-constructed reconfigurable chassis driving control architecture. In the determined operation mode, a three-level CAN bus communication protocol is adopted to collect chassis operation data in real time, the collected chassis operation data are transmitted to a control unit of the reconfigurable chassis for processing to generate an execution instruction of a hydraulic system. Based on the generated execution instruction of the hydraulic system, the hydraulic system is optimized to obtain an optimized hydraulic system. In the double-bridge operation mode, the control unit issues driving and steering control instructions based on the optimized hydraulic system, so that efficient driving and steering coordination of front and rear bridges is realized. The application realizes real-time information interaction and coordinated operation among chassis subsystems, thereby improving overall control precision and operation stability.

Description

Technical Field

[0001] This invention belongs to the field of vehicle chassis control technology, and relates to a heavy-duty reconfigurable chassis drive control method and system based on a distributed electro-hydraulic unit. Background Technology

[0002] With the development of intelligent agricultural machinery, engineering vehicles, and special equipment towards high power, multi-functionality, and intelligence, traditional rigid structure and centralized control architecture chassis systems can no longer meet the requirements of complex operating environments for power, stability, and adaptability. Especially in scenarios involving variable loads, complex road conditions, and multi-task collaborative operations, vehicle chassis not only need to have flexible structural reconfiguration capabilities but also need to achieve efficient coordination and precise control between different drive axles.

[0003] In existing technologies, most electric chassis employ a centralized control strategy, which suffers from communication bottlenecks, response delays, and insufficient system redundancy, making it impossible to achieve efficient switching of operating modes and fault isolation. Meanwhile, hydraulic actuators exhibit significant time delays in actual operation, and traditional fixed control logic struggles to cope with rapidly changing load demands, leading to sluggish response, increased energy consumption, and impacting overall control accuracy and safety.

[0004] In addition, the current control method lacks the ability to independently control and coordinate the operation of the front and rear axles, which limits the application of heavy-duty hydraulic distributed reconfigurable chassis in dual-axle drive and high-adhesion scenarios.

[0005] In summary, existing chassis systems suffer from problems such as fixed structure, centralized control, low communication efficiency, and slow hydraulic response. Therefore, there is an urgent need for a new chassis system with high reconfigurability, distributed control capabilities, and a hydraulic delay compensation mechanism to improve the overall operating performance and control robustness of vehicles under multiple operating conditions and modes. Summary of the Invention

[0006] The purpose of this invention is to provide a heavy-duty reconfigurable chassis drive control method and system based on a distributed electro-hydraulic unit, which can realize structural decoupling, task coordination and response acceleration of the chassis under multiple working modes.

[0007] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution.

[0008] In a first aspect, the present invention proposes a heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit, comprising:

[0009] The pre-built reconfigurable chassis drive control architecture enables switching between dual-axle and single-axle operating modes to adapt to the needs of different operating environments. The control units of the reconfigurable chassis include a central control unit, a front axle control unit, and a rear axle control unit.

[0010] Once the operating mode is determined, a three-level CAN bus communication protocol is adopted to collect chassis operating data in real time. The collected chassis operating data is then transmitted to the control unit of the reconfigurable chassis for processing, generating execution commands for the hydraulic system.

[0011] Based on the generated hydraulic system execution instructions, the hydraulic system is optimized by combining the hydraulic system delay improvement scheme to obtain the optimized hydraulic system;

[0012] In dual-axle operation mode, based on the optimized hydraulic system, the control unit issues drive and steering control commands to achieve efficient drive and steering coordination between the front and rear axles.

[0013] In conjunction with the first aspect, further, the switching between dual-axle and single-axle operating modes via a pre-built reconfigurable chassis drive control architecture includes:

[0014] The reconfigurable chassis drive control architecture includes a front and rear axle decoupling design, a pluggable intelligent remote control hub, and a dynamic power management strategy.

[0015] In conjunction with the first aspect, further, after determining the operating mode, a three-level CAN bus communication protocol is used to collect chassis operating data in real time. The collected chassis operating data is then transmitted to the control unit of the reconfigurable chassis for processing, generating execution commands for the hydraulic system, including:

[0016] The chassis operating data includes the working status information of the battery management system, motor control unit, DC-DC converter, input / output module, and battery swapping module. The collected chassis operating data is uploaded to the corresponding axle control unit via CAN_A bus, and then converged to the central control unit via CAN_B bus. The central control unit centrally processes the chassis operating data, and generates execution commands for the hydraulic system by combining the vehicle's operating conditions, working mode, and remote commands sent from the cloud.

[0017] In conjunction with the first aspect, the three-level CAN bus communication protocol further includes a central control unit that serves as both the gateway for the "cloud-to-cloud interaction layer" and the overall control core for the "inter-bridge coordination layer"; the front axle control unit and the rear axle control unit respectively undertake the underlying driving and management tasks of their respective bridges; the front axle control unit and the rear axle control unit are also equipped with a battery management system, a motor control unit, a DC-DC converter, an input / output module, and a battery swapping module, forming the lowest level "device execution layer".

[0018] In conjunction with the first aspect, further, based on the obtained hydraulic system execution instructions, and combined with an improved hydraulic system delay scheme, the hydraulic system is optimized to obtain an optimized hydraulic system, including:

[0019] The proposed improvement scheme for hydraulic system delay includes real-time sensing and monitoring, command priority scheduling, feedforward pressure compensation, and hysteresis characteristic modeling.

[0020] For real-time sensing and monitoring, several sensors (such as pressure sensors, flow sensors, etc.) are installed in the hydraulic system to monitor the operating status of the hydraulic system in real time. The operating status of the hydraulic system includes the pressure, flow rate, and temperature parameters of the hydraulic oil.

[0021] For instruction priority scheduling, hydraulic control instructions are set to the highest priority to ensure priority transmission during bus arbitration, thereby reducing communication latency from the traditional approximately 20ms to <5ms and preventing hydraulic control instructions from being blocked by other low-priority frames (such as battery status and temperature monitoring data) on the CAN bus.

[0022] For the modeling of feedforward pressure compensation and hysteresis characteristics, the pressure demand is predicted based on the rate of change of throttle opening, and compensation pressure is injected in advance to offset the system inertial delay. The formula is as follows:

[0023] ;

[0024] in, It is feedforward compensation pressure; It refers to the throttle opening; It is the rate of change of throttle opening; It is the proportional gain coefficient; It is the differential gain coefficient.

[0025] Construct a pressure-valve opening mapping table:

[0026] ;

[0027] in, It is the hysteresis pressure difference; It's the oil temperature; It is a historical valve opening sequence; by offline calibration of pressure-valve opening curves at different oil temperatures T, the hysteresis pressure difference during the pressure boosting / depressurization process is quantified. .

[0028] In conjunction with the first aspect, further, in the dual-axle operating mode, based on the optimized hydraulic system, the control unit issues drive and steering control commands to achieve efficient drive and steering coordination between the front and rear axles, including:

[0029] In dual-axle operation mode, based on the optimized hydraulic system, the central control unit sends drive and steering coordination control commands to the front axle control unit and the rear axle control unit via the CAN_B bus; the front axle control unit and the rear axle control unit respectively distribute the coordination control commands to their respective lower-level equipment execution layers via the CAN_A bus, thereby achieving efficient drive and steering coordination between the front and rear axles;

[0030] The device execution layer includes a battery management system, a motor control unit, a DC-DC converter, an input / output module, and a battery swapping module.

[0031] In conjunction with the first aspect, the method for generating the drive and steering control commands is as follows: the central control unit calculates the optimal drive torque and steering angle commands based on the vehicle's operating mode and real-time operating condition information, and sends them to the front axle control unit and the rear axle control unit via the CAN bus. The front axle control unit and the rear axle control unit respectively perform precise control of the motor and hydraulic system of their respective axles. The real-time operating condition information includes the vehicle's fault status and battery SOC status. The central control unit evaluates the vehicle's motion state under different operating conditions based on the vehicle dynamics model and real-time sensor data, providing a basis for the PID control algorithm.

[0032] In dual-axle mode, the front and rear axles not only undertake the driving task, but also need to maintain steering coordination; therefore, let the target steering angle of the front axle be... The target steering angle of the rear axle is The target torque for the front and rear axles is , By introducing a collaborative control factor λ, a coupling allocation relationship between drive and steering is established:

[0033] ;

[0034] in, This represents the total torque required by the entire vehicle. The dual-axle coordination coefficient has a value range of 0 to 1, and its value is determined by a preset mapping table. The mapping table takes the operating mode, SOC status and vehicle fault status as inputs, and dynamically allocates weights between the front and rear axles according to different operating conditions.

[0035] During vehicle operation, the central control unit continuously receives real-time feedback from the front axle control unit and the rear axle control unit, and dynamically corrects the drive torque and steering angle through fuzzy logic control and PID control to ensure that the actual vehicle motion state is consistent with the target state; when a single axle steering abnormality is detected (hydraulic pressure > 25MPa or steering angle deviation > 5° for 200ms), the electronic differential strategy is activated:

[0036] ;

[0037] in, The compensation coefficient is expressed as 20 Nm / °. It is a compensation torque; This refers to the deviation between the actual steering angle and the target angle; when the front axle fails, the torque on the inner rear wheel is increased, and the torque on the outer rear wheel is decreased, i.e. If the rear axle fails, the torque of the front axle will be adjusted in the opposite direction.

[0038] Secondly, this invention proposes a heavy-duty reconfigurable chassis drive control system based on a distributed electro-hydraulic unit, comprising:

[0039] The operating mode switching module is configured to switch between dual-axle and single-axle operating modes through a pre-built reconfigurable chassis drive control architecture to adapt to the needs of different operating environments; the control units of the reconfigurable chassis include a central control unit, a front axle control unit, and a rear axle control unit;

[0040] The execution instruction generation module is configured to, under a determined operating mode, use a three-level CAN bus communication protocol to collect chassis operating data in real time, transmit the collected chassis operating data to the control unit of the reconfigurable chassis for processing, and generate execution instructions for the hydraulic system.

[0041] An optimization module is configured to optimize the hydraulic system based on the generated hydraulic system execution instructions, combined with an improvement scheme for hydraulic system delay, to obtain an optimized hydraulic system.

[0042] The control command generation module is configured to, in dual-axle operation mode, issue drive and steering control commands to the control unit based on the optimized hydraulic system, thereby achieving efficient drive and steering coordination between the front and rear axles.

[0043] This invention achieves efficient information transmission and control logic decoupling between various functional modules of the chassis through a fusion design of reconfigurable structure, electric drive coordinated control, distributed communication, and hydraulic compensation optimization. A multi-layered control network is constructed using a three-level CAN bus protocol, significantly improving communication efficiency and system stability. A hydraulic system delay optimization method based on feedforward modeling and real-time data feedback is introduced to effectively compress response time and improve execution accuracy. Furthermore, a decoupled front and rear axle drive and steering coordination strategy enhances the system's handling performance and fault tolerance under complex operating conditions.

[0044] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0045] (1) This invention achieves structural decoupling, task coordination and response acceleration of the chassis under multiple working modes through a reconfigurable electric drive control architecture, a three-level CAN bus communication protocol, a hydraulic system delay optimization strategy and a drive and steering coordinated control method.

[0046] (2) The control system of the present invention can flexibly switch between single / dual axle drive modes according to the operation scenario; ensure efficient and stable transmission of chassis control data through multi-level communication protocols; effectively reduce execution delay by combining hydraulic system feedforward compensation and hysteresis modeling; and achieve precise collaborative control through dynamic torque distribution and fault tolerance mechanism under dual axle operation, thereby comprehensively improving the vehicle's operational stability, control accuracy and system reliability in complex environments. Attached Figure Description

[0047] Figure 1 This is a flowchart of the control method in Embodiment 1 of the present invention.

[0048] Figure 2 This is a structural diagram of the reconfigurable mode in Embodiment 1 of the present invention, which is a dual-bridge mode.

[0049] Figure 3 This is a structural diagram of the reconfigurable mode in Embodiment 1 of the present invention, which is a single-bridge mode.

[0050] Figure 4 This is a diagram of the three-level CAN bus communication protocol in Embodiment 1 of the present invention. Detailed Implementation

[0051] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present invention, rather than limitations thereof. In the absence of conflict, the embodiments of the present invention and the technical features in the embodiments can be combined with each other.

[0052] The term "and / or" simply describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0053] Example 1

[0054] like Figure 1 As shown, the steps of the heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit in this embodiment are as follows:

[0055] Step S1: By constructing a reconfigurable chassis electric drive control architecture, the switching between dual-axle and single-axle operating modes is realized to adapt to the needs of different operating environments.

[0056] Step S2: Under the operating mode determined in Step S1, chassis operating data is collected in real time using the three-level CAN bus communication protocol. The chassis operating data includes the working status information of the battery management system (BMS), motor control unit (MCU), DC-DC converter (DCDC), input / output module (IO), battery swapping module, etc. The collected data is uploaded to the corresponding bridge control unit (VCU1 or VCU2) via CAN_A bus, and then converged to the central control unit (VCU0) via CAN_B bus. The central control unit (VCU0) centrally processes the chassis operating data and generates the hydraulic system execution command by combining the vehicle operating condition, operating mode and remote command issued by the cloud.

[0057] Step S3: Based on the hydraulic system chassis operating data obtained in Step S2, and combined with the feedforward compensation improvement scheme for the hydraulic system delay characteristics, optimize the hydraulic actuator system. This optimization scheme reduces the hydraulic system response delay and improves the response speed and execution accuracy of the hydraulic actuator system under steering and drive commands by predicting the pressure demand and valve opening of the hydraulic system in advance.

[0058] Step S4: In the dual-axle operation mode, based on the hydraulic system optimized in step S3, the efficient drive and steering coordination of the dual-axle system is achieved through the drive and steering coordinated control method.

[0059] In one specific implementation of this embodiment, the structural diagram of the constructed chassis electric drive control architecture is as follows: Figure 2 and Figure 3 As shown, the chassis electric drive control architecture includes a front and rear axle decoupling design, a pluggable intelligent remote control hub, and a dynamic power management strategy. Step S1 specifically includes the following sub-steps:

[0060] Step S11, the front and rear axle decoupling design (i.e., the front and rear axles can be combined into one vehicle, or the front and rear axles can be separated into separate vehicles) allows for flexible switching between dual-axle and single-axle modes, and structural reconstruction is achieved through modular disassembly. The chassis is equipped with three control units: a central control unit (VCU0), a front axle control unit (VCU1), and a rear axle control unit (VCU2). The central control unit (VCU0) serves as the overall control core, used for global coordination in dual-axle mode. The front and rear axles are each equipped with independent control units (VCU1 and VCU2), which act as the control center for their respective independent chassis in single-axle mode, enabling autonomous drive and management. In dual-axle mode, VCU0 interacts with VCU1 and VCU2 via a communication network to achieve unified coordination of the front and rear axle operations. VCU1 and VCU2 are responsible for controlling the motors and related components of their respective axles, and all operational information is reported to VCU0 for centralized processing and scheduling. In single-axle mode, VCU0 stops working, and the chassis is split into two independent units: the front axle chassis and the rear axle chassis. VCU1 and VCU2 serve as the core control units of their respective chassis, independently completing drive and management tasks.

[0061] The pluggable intelligent remote control hub integrates VCU0, a remote receiver, a T-Box, and a DCU, all communicating via a CAN_A bus. VCU0, as the central control unit, coordinates the drive and steering control of the front and rear axles, manages overall tasks, and exchanges data with other control units (such as VCU1 and VCU2). The remote receiver receives control commands from external remote control devices and transmits the signals to VCU0. The T-Box, as the vehicle-mounted terminal, communicates with the cloud, transmits vehicle status information in real time, and receives remote commands. The pluggable intelligent remote control hub can be quickly installed and removed depending on the operating scenario. When both axles are together, VCU1 and VCU2 control the front and rear axles respectively, while VCU0 provides overall control; in this case, only one pluggable intelligent remote control hub is used. When the two axles are separated, the pluggable intelligent remote control hub is installed on one of the axles, and VCU0 is turned off, allowing VCU1 or VCU2 to control the front and rear axles individually. In dual-bridge mode, the coordinated control of the front and rear axles, unified management of the high-voltage system, and remote status monitoring are achieved through a multi-layer CAN bus. In single-bridge mode, the pluggable intelligent remote control hub can be directly removed, and each sub-unit is independently managed by its own control unit (VCU1 or VCU2). The chassis drive control architecture is dynamically switched from centralized to distributed, thereby improving the adaptability and maintenance convenience of the entire chassis drive control architecture.

[0062] The dynamic power management strategy applies to both dual-bridge and single-bridge operating modes. In dual-bridge mode, the system is configured with four independent battery cells, activating only one at a time for power supply. VCU1 and VCU2 communicate with the Battery Management System (BMS) via the CAN_A bus to monitor battery parameters such as charge level, health status, and temperature in real time, transmitting this information to VCU0 via the CAN_B bus for decision-making. When the battery charge falls below a set threshold or a fault occurs (such as abnormal temperature or increased internal resistance), VCU0 automatically switches to the backup battery to ensure continuous power supply. In single-bridge mode, each bridge is equipped with two independent batteries, with each control unit (VCU1 or VCU2) independently executing the battery activation and switching logic, eliminating the need for VCU0. This strategy maximizes battery energy utilization efficiency, enhances fault tolerance, and ensures stable power supply by monitoring battery status in real time to determine whether battery switching is necessary.

[0063] The three-level CAN bus communication protocol constructed in this embodiment is as follows: Figure 4 As shown, step S2 specifically includes the following steps:

[0064] Step S21, the three-level CAN bus communication protocol, enables end-to-end, highly reliable data transmission from cloud remote control to the chassis system. Its overall architecture includes: the central control unit VCU0 serves as both the gateway for the "cloud-to-interaction layer" and the central control core for the "inter-bridge coordination layer"; the front axle control unit VCU1 and the rear axle control unit VCU2 respectively undertake the underlying drive and management tasks for their respective bridges; VCU1 and VCU2 are further equipped with a battery management system (BMS), a motor control unit (MCU), a DC-DC converter, input / output modules (IO), and a battery swapping module, forming the lowest-level "device execution layer".

[0065] The first layer, the "cloud-to-interaction layer," connects the VCU0 to the domain controller DCU, the on-board receiver (TBox), and the remote receiver REMOTE via the CAN_A channel, forming a communication hub between the vehicle and the cloud. This CAN_A channel uses the high-speed 500kbps CAN protocol, enabling not only remote status monitoring, firmware upgrades, and operational diagnostics, but also allowing the VCU0 to send vehicle operating data to the upper-level platform and receive remote control commands, providing a reliable data link for global scheduling in dual-bridge mode.

[0066] The second layer, the "inter-bridge coordination layer," connects three control units—VCU0, VCU1, and VCU2—via the CAN_B channel at a rate of 250kbps. In dual-bridge mode, VCU0 sends drive and steering synchronization commands to VCU1 / VCU2 and aggregates the real-time operating status of each axle, including motor speed, torque output, and hydraulic pressure. This layer of bus enables the distribution of power and coordination of steering across the entire vehicle. In single-bridge mode, the CAN_B bus maintains physical connectivity, but VCU0 is logically offline. VCU1 and VCU2 independently publish and receive messages, allowing the front and rear axles to operate independently.

[0067] The third layer, the "device execution layer," lies below VCU1 and VCU2, connecting to peripheral devices such as the Battery Management System (BMS), Motor Control Unit (MCU), DC-DC converter, Input / Output (IO) modules, and battery swapping module via the CAN_A channel at a rate of 250kbps. Each execution unit (BMS, MCU, DC-DC converter, IO modules, and battery swapping module) reports real-time data such as battery pack status, power electronics module operating parameters, and battery swapping operation requests to the corresponding VCU (VCU1 or VCU2) in a unified message format. The VCU then issues control signals via the CAN_A bus according to the instructions from the upper-level VCU0, completing motor drive, energy management, and battery swapping switching actions. This three-level bus hierarchical structure ensures real-time data transmission and, through physical and logical domain separation, enables dynamic switching and redundancy fault tolerance between centralized and distributed control modes.

[0068] Step S3 specifically includes the following steps:

[0069] Step S31: By installing multiple sensors (such as pressure sensors, flow sensors, etc.) in the hydraulic system, the operating status of the hydraulic system is monitored in real time, including parameters such as hydraulic oil pressure, flow rate, and temperature. This invention sets the control commands of the hydraulic system to the highest priority at the communication level, ensuring priority transmission during bus arbitration, thereby compressing the communication delay from the existing approximately 20ms to <5ms, and preventing the control commands of the hydraulic system from being blocked by other low-priority frames (such as battery status and temperature monitoring data) on the CAN bus.

[0070] Furthermore, this invention also predicts pressure demand based on the rate of change of throttle opening and injects compensating pressure in advance to counteract the inertial delay of the hydraulic system. The formula is as follows:

[0071] ;

[0072] in, It is feedforward compensation pressure; It refers to the throttle opening; It is the rate of change of throttle opening; It is the proportional gain coefficient; It is the differential gain coefficient.

[0073] Construct a pressure-valve opening mapping table:

[0074] ;

[0075] in, It is the hysteresis pressure difference; It's the oil temperature; It is a historical valve opening sequence; by offline calibration of pressure-valve opening curves at different oil temperatures (T), the hysteresis pressure difference during the pressure boosting / depressurization process is quantified. .

[0076] Step S4 specifically includes the following steps:

[0077] Step S41: In dual-axle operation mode, based on the optimized hydraulic system, efficient drive and steering coordination between the front and rear axles is achieved through a drive and steering coordinated control method. In this method, VCU0 calculates the optimal drive torque and steering angle commands based on the vehicle's operating mode and real-time operating condition information, and sends them to VCU1 and VCU2 via the CAN bus. VCU1 and VCU2 then precisely control the motors and hydraulic systems of their respective axles. Real-time operating condition information includes vehicle fault status and battery SOC status. Based on the vehicle dynamics model and real-time sensor data, VCU0 evaluates the vehicle's motion state under different operating conditions, providing a basis for the PID control algorithm.

[0078] In dual-axle mode, the front and rear axles not only undertake the driving task but also need to maintain steering coordination. Therefore, let the target steering angle of the front axle be... The target steering angle of the rear axle is The target torque for the front and rear axles is , By introducing a collaborative control factor λ, a coupling allocation relationship between drive and steering is established:

[0079] ;

[0080] The above formula is the specific method for steering coordination control in this embodiment.

[0081] in, This represents the total torque required by the entire vehicle. This is the dual-axle coordination coefficient, ranging from 0 to 1, and its value is determined by a preset mapping table. The mapping table takes the operating mode, battery SOC status, and vehicle fault status as inputs, and dynamically allocates weights between the front and rear axles according to different operating conditions.

[0082] During vehicle operation, VCU0 continuously receives real-time feedback from VCU1 and VCU2, and dynamically corrects the drive torque and steering angle through fuzzy logic control and PID control to ensure that the actual vehicle motion state remains consistent with the target state. When a single-axle steering anomaly is detected (hydraulic pressure > 25MPa or steering angle deviation > 5°, lasting 200ms), the electronic differential strategy is activated.

[0083] ;

[0084] in, It is a compensation torque; This is the deviation between the actual steering angle and the target angle; when the front axle fails, the torque on the inner rear wheel is increased, and the torque on the outer rear wheel is decreased. (Difference), if the rear axle fails, the front axle torque is adjusted in the opposite direction; This is the compensation coefficient.

[0085] Example 2

[0086] This embodiment further illustrates the heavy-duty reconfigurable chassis drive control method and system based on a distributed electro-hydraulic unit according to the present invention using more specific data.

[0087] In existing hydraulic systems, the transmission delay of hydraulic control commands in CAN bus communication is typically 20ms. However, the heavy-duty reconfigurable chassis drive control method based on the distributed electro-hydraulic unit of this invention effectively compresses the communication delay to less than 5ms by setting the hydraulic control commands to the highest priority. This improvement increases the response speed of the hydraulic system in steering and drive control by about 75%.

[0088] Example 3

[0089] Based on the same inventive concept as Embodiment 1, this embodiment introduces a heavy-duty reconfigurable chassis drive control system based on a distributed electro-hydraulic unit, including:

[0090] The operating mode switching module is configured to switch between dual-axle and single-axle operating modes through a pre-built reconfigurable chassis drive control architecture to adapt to the needs of different operating environments; the control units of the reconfigurable chassis include a central control unit, a front axle control unit, and a rear axle control unit;

[0091] The execution instruction generation module is configured to, under a determined operating mode, use a three-level CAN bus communication protocol to collect chassis operating data in real time, transmit the collected chassis operating data to the control unit of the reconfigurable chassis for processing, and generate execution instructions for the hydraulic system.

[0092] An optimization module is configured to optimize the hydraulic system based on the generated hydraulic system execution instructions, combined with an improvement scheme for hydraulic system delay, to obtain an optimized hydraulic system.

[0093] The control command generation module is configured to, in dual-axle operation mode, issue drive and steering control commands to the control unit based on the optimized hydraulic system, thereby achieving efficient drive and steering coordination between the front and rear axles.

[0094] This invention breaks through the technical bottlenecks of traditional chassis control systems in terms of fixed structure, centralized control, and slow fault response by introducing a reconfigurable chassis electric drive architecture and a three-level CAN communication system. Through priority scheduling, time delay modeling, and feedforward compensation mechanisms, it significantly reduces the response delay of the hydraulic system. Through a dual-axle drive cooperative control strategy, it improves the operational stability and control accuracy of the vehicle under complex working conditions. The control system of this invention supports adaptive architecture switching and fault redundancy operation mechanism, and has good scalability and engineering feasibility.

[0095] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0096] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0097] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0098] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0099] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention, and these all fall within the protection scope of the present invention.

Claims

1. A heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit, characterized in that, include: The system enables switching between dual-axle and single-axle operating modes through a pre-built reconfigurable chassis drive control architecture. Once the operating mode is determined, a three-level CAN bus communication protocol is adopted to collect chassis operating data in real time. The collected chassis operating data is then transmitted to the control unit of the reconfigurable chassis for processing, generating execution commands for the hydraulic system. Based on the generated hydraulic system execution instructions, the hydraulic system is optimized to obtain an optimized hydraulic system; In dual-axle operation mode, based on the optimized hydraulic system, the control unit issues drive and steering control commands to achieve efficient drive and steering coordination between the front and rear axles. The step of optimizing the hydraulic system based on the generated hydraulic system execution instructions to obtain an optimized hydraulic system includes: The improvement scheme for hydraulic system delay includes real-time sensing and monitoring, command priority scheduling, feedforward pressure compensation and hysteresis characteristic modeling. For real-time sensing and monitoring, several sensors are installed in the hydraulic system to monitor the operating status of the hydraulic system in real time. The operating status of the hydraulic system includes the pressure, flow rate and temperature parameters of the hydraulic oil. For instruction priority scheduling, hydraulic control instructions are set to the highest priority; For the modeling of feedforward pressure compensation and hysteresis characteristics, the pressure demand is predicted based on the rate of change of throttle opening, and the compensation pressure is injected in advance to offset the system inertial delay.

2. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 1, characterized in that, The aforementioned pre-built reconfigurable chassis drive control architecture enables switching between dual-axle and single-axle operating modes, including: The reconfigurable chassis drive control architecture includes a front and rear axle decoupling design, a pluggable intelligent remote control hub, and a dynamic power management strategy.

3. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 1, characterized in that, Once the operating mode is determined, a three-level CAN bus communication protocol is used to collect chassis operating data in real time. The collected chassis operating data is then transmitted to the control unit of the reconfigurable chassis for processing, generating execution commands for the hydraulic system, including: The chassis operating data includes the working status information of the battery management system, motor control unit, DC-DC converter, input / output module, and battery swapping module. The collected chassis operating data is uploaded to the corresponding bridge control unit via CAN_A bus, and then converged to the central control unit via CAN_B bus. The central control unit processes the chassis operating data and generates execution commands for the hydraulic system.

4. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 1, characterized in that, The three-level CAN bus communication protocol includes a central control unit that serves as both the gateway for the cloud interaction layer and the overall control core for the inter-bridge coordination layer; the front axle control unit and the rear axle control unit each undertake the underlying driving and management tasks of their respective bridges; the front axle control unit and the rear axle control unit are also equipped with a battery management system, a motor control unit, a DC-DC converter, an input / output module, and a battery swapping module, forming the lowest level of the device execution layer.

5. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 1, characterized in that, The modeling of feedforward pressure compensation and hysteresis characteristics, based on the rate of change of throttle opening to predict pressure demand, injects compensation pressure in advance to offset system inertial delay, as shown in the following formula: ； in, It is feedforward compensation pressure; It refers to the throttle opening; It is the rate of change of throttle opening; It is the proportional gain coefficient; It is the differential gain coefficient; Construct a pressure-valve opening mapping table: ； in, It is the hysteresis pressure difference; It's the oil temperature; It is a historical valve opening sequence; by offline calibration of pressure-valve opening curves at different oil temperatures T, the hysteresis pressure difference during the pressure boosting / depressurization process is quantified. .

6. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 1, characterized in that, In the dual-axle operation mode, based on the optimized hydraulic system, the control unit issues drive and steering control commands to achieve efficient drive and steering coordination between the front and rear axles, including: In dual-axle operation mode, based on the optimized hydraulic system, the central control unit sends drive and steering coordination control commands to the front axle control unit and the rear axle control unit via the CAN_B bus; the front axle control unit and the rear axle control unit respectively distribute the coordination control commands to their respective lower-level equipment execution layers via the CAN_A bus, thereby achieving efficient drive and steering coordination between the front and rear axles; The device execution layer includes a battery management system, a motor control unit, a DC-DC converter, an input / output module, and a battery swapping module.

7. The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit according to claim 6, characterized in that, The method for generating the drive and steering control commands is as follows: the central control unit calculates the optimal drive torque and steering angle commands based on the vehicle's operating mode and real-time operating condition information, and sends them to the front axle control unit and the rear axle control unit via the CAN bus. The front axle control unit and the rear axle control unit control the motor and hydraulic system of their respective axles. The real-time operating condition information includes the vehicle's fault status and battery SOC status. The central control unit evaluates the vehicle's motion state under different operating conditions based on the vehicle dynamics model and real-time sensor data, providing a basis for the PID control algorithm. Let the target steering angle of the front axle be... The target steering angle of the rear axle is The target torque for the front and rear axles is , By introducing a collaborative control factor λ, a coupling allocation relationship between drive and steering is established: ； in, This represents the total torque required by the entire vehicle. The dual-axle coordination coefficient has a value range of 0 to 1, and its value is determined by a preset mapping table. The mapping table takes the operating mode, SOC status and vehicle fault status as inputs, and dynamically allocates weights between the front and rear axles according to different operating conditions. During vehicle operation, the central control unit continuously receives real-time feedback from the front axle control unit and the rear axle control unit, and dynamically corrects the drive torque and steering angle through fuzzy logic control and PID control to ensure that the actual vehicle motion state remains consistent with the target state; when a single axle steering abnormality is detected, the electronic differential strategy is activated. ； in, The compensation coefficient is expressed as 20 Nm / °. It is a compensation torque; This refers to the deviation between the actual steering angle and the target angle; when the front axle fails, the torque on the inner rear wheel is increased, and the torque on the outer rear wheel is decreased, i.e. If the rear axle fails, the torque of the front axle will be adjusted in the opposite direction.

8. A heavy-duty reconfigurable chassis drive control system based on a distributed electro-hydraulic unit, characterized in that, The heavy-duty reconfigurable chassis drive control method based on a distributed electro-hydraulic unit as described in any one of claims 1 to 7 includes: The operating mode switching module is configured to switch between dual-axle and single-axle operating modes through a pre-built reconfigurable chassis drive control architecture. The control units of the reconfigurable chassis include a central control unit, a front axle control unit, and a rear axle control unit. The execution instruction generation module is configured to, under a determined operating mode, use a three-level CAN bus communication protocol to collect chassis operating data in real time, transmit the collected chassis operating data to the control unit of the reconfigurable chassis for processing, and generate execution instructions for the hydraulic system. An optimization module is configured to optimize the hydraulic system based on the execution instructions of the generated hydraulic system, thereby obtaining an optimized hydraulic system. The control command generation module is configured to, in dual-axle operation mode, issue drive and steering control commands to the control unit based on the optimized hydraulic system, thereby achieving efficient drive and steering coordination between the front and rear axles.

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