An intelligent driving line control execution system of an all-terrain vehicle and a control method thereof

Abstract

The application relates to an intelligent driving line control execution system of an all-terrain vehicle and a control method thereof, and relates to the technical field of intelligent driving. The intelligent driving line control execution system comprises a vehicle frame body, a core control component with a vehicle controller, a power supply activation component with a steering assist power supply part and a near field communication controller, and an execution component comprising a steering wheel part, and further comprises a line control steering structure for realizing automatic control steering. The line control steering structure comprises a line control steering ware, the line control steering ware is connected with the steering wheel part and is used for driving the steering wheel part to run steering, the line control steering ware is electrically connected with the vehicle controller and the near field communication controller and is controlled by the two, and the line control steering ware is connected with the steering assist power supply part to obtain power. The application has the effect of realizing stable intelligent driving of the all-terrain vehicle.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, and in particular to an intelligent driving drive-by-wire execution system and control method for an all-terrain vehicle. Background Technology

[0002] All-terrain vehicles are light vehicles designed for use on non-highway roads, such as mountains, deserts, and muddy terrain. Their core features are high ground clearance, multi-wheel drive, and strong off-road capability.

[0003] The core operating mode of current all-terrain vehicles is driver-led operation. Key driving control aspects such as steering, braking, and throttle adjustment all rely entirely on the driver's manual operation based on real-time road conditions. For example, when driving on steep mountain slopes, the driver needs to rely on experience to judge the road slope and adhesion, and manually adjust the steering angle and throttle opening.

[0004] However, this operating mode is highly dependent on the driver's experience, physical strength, and reaction speed, making it difficult to adapt to the driving needs in complex scenarios and lacking intelligent driving capabilities. Summary of the Invention

[0005] To achieve stable and intelligent driving of all-terrain vehicles, this invention provides an intelligent driving drive-by-wire execution system and its control method for all-terrain vehicles.

[0006] In a first aspect, the present invention provides an intelligent driving drive-by-wire execution system for an all-terrain vehicle, which adopts the following technical solution:

[0007] An intelligent driving drive-by-wire execution system for an all-terrain vehicle includes a vehicle frame body, on which a core control component with a vehicle controller is mounted, a power supply activation component with a steering assist power supply component and a near-field communication controller, and an execution component including a steering wheel component, and a drive-by-wire steering structure for realizing automated steering control.

[0008] The steer-by-wire structure includes a steer-by-wire device, which is connected to the steering wheel component and used to drive the steering wheel component to steer. The steer-by-wire device is electrically connected to and controlled by the vehicle controller and the near-field communication controller. The steer-by-wire device is connected to the power steering supply component to obtain power.

[0009] By adopting the above technical solution, with the help of the core control components, power activation components, execution components and steer-by-wire structure on the main body of the vehicle frame, the steer-by-wire device is connected to the steering wheel component and controlled by the vehicle controller and the near-field communication controller. It is powered by the power steering power supply component, and the two controllers work together to adjust the direction to achieve stable intelligent driving.

[0010] Optionally, the power supply activation component further includes a storage battery, and the actuation component further includes a braking component;

[0011] The main body of the vehicle frame is also equipped with a brake-by-wire structure that enables automated braking control.

[0012] The brake-by-wire structure includes a brake-by-wire controller and an electronic brake pedal connected to the brake-by-wire controller and used to provide braking signals. The brake-by-wire controller is connected to and used to drive the brake components, and is electrically connected to and controlled by the vehicle controller and the near-field communication controller. The brake-by-wire structure is connected to the battery to obtain power.

[0013] By adopting the above technical solution, the brake-by-wire controller connects the electronic brake pedal and brake components, is controlled by dual controllers and powered by a battery, realizes automatic braking of the vehicle, speeds up the response speed of braking control, and improves driving safety.

[0014] Optionally, the actuation component further includes a throttle component, and the vehicle frame body is also equipped with a drive-by-wire structure for automatically controlling the throttle, the drive-by-wire structure including:

[0015] A throttle control actuator is mounted on the vehicle frame body and is used to communicate with the vehicle controller. The throttle control actuator is connected to the throttle component and is used to simulate the throttle voltage signal variable to achieve precise control of the opening degree of the throttle component.

[0016] An engine controller, mounted on the vehicle frame and electrically connected to the throttle component, is used to read engine status data and assist the vehicle controller in optimizing the control of the throttle component.

[0017] By adopting the above technical solution, the throttle opening is controlled by the actuator simulating voltage signal, and the engine controller optimizes the state, thus realizing the automated control of the vehicle throttle and improving the accuracy of throttle control.

[0018] Optionally, the braking component includes a first braking mechanism connected to and controlled by the brake-by-wire controller and a second braking mechanism having a brake fluid reservoir, the brake fluid reservoir being connected to the first braking mechanism and used for supplying brake fluid.

[0019] By adopting the above technical solution, the first braking mechanism and the second braking mechanism work together to control the vehicle's braking, ensuring that manual braking is also possible on the basis of automatic braking, thereby improving the reliability and emergency response capability of the braking system.

[0020] Optionally, the execution component further includes a lighting component, and the vehicle controller also has a lighting control I / O port;

[0021] The vehicle frame body is also equipped with a drive-by-wire lighting structure that enables automated lighting control. The drive-by-wire lighting structure includes a lighting control handle connected to the lighting control I / O port, which is used to output different voltage signals to the vehicle controller through the lighting control I / O port to control the lighting components.

[0022] By adopting the above technical solution, the light control handle is connected to the vehicle controller through the light control I / O port to output different voltage signals to control the lights, realizing automatic control on the basis of manual control, adapting to different driving environments and improving driving safety.

[0023] Secondly, this application provides a control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle, employing the following technical solution:

[0024] A control method for an intelligent driving drive-by-wire system of an all-terrain vehicle, applied to such a system, includes:

[0025] Step 1: Before driving, obtain the pressure weight of the preset pressure area inside the vehicle, and inflate the airbag below the preset pressure area according to the pressure weight using the preset cushioning inflation method.

[0026] Step 2: While the vehicle is in motion, collect environmental information about the vehicle's location, the distance between the vehicle and the preset target object to be followed, the target speed of the target object to be followed, and the vehicle's own speed.

[0027] Step 3: Determine the following distance based on environmental information and target speed value, and calculate the adjustment distance based on the following distance and interval distance;

[0028] Step 4: Calculate the speed difference based on the target speed value and your own speed value;

[0029] Step 5: Obtain the corrected control parameters based on the adjustment distance and speed difference, and issue a follow-up adjustment signal based on the corrected control parameters;

[0030] Step 6: Inflate the airbag to be corrected using a preset correction inflation method based on the difference between the compressed weight and speed to stabilize the frame;

[0031] Step 7: The vehicle controller controls the drive-by-wire braking structure and the drive-by-wire structure to operate according to the received follow adjustment signal to complete the follow operation.

[0032] By adopting the above technical solution, the airbags are inflated according to the weight inside the vehicle before driving to improve the cushioning performance. During driving, environmental information data and relevant information data of the target following vehicle are collected to realize intelligent following operation. At the same time, the airbag volume is adjusted to tilt the vehicle frame when the vehicle accelerates or decelerates, thereby improving vehicle stability and safety.

[0033] Optional cushioning inflation methods include:

[0034] Step 10: Collect the location of surface strain points in the pressure area and generate the pressure range based on the location of the surface strain points;

[0035] Step 11: Determine the location of the pressure center point based on the pressure range;

[0036] Step 12: Obtain the adjustment vector based on the position of the pressure center point and the preset airbag center position;

[0037] Step 13: Adjust the airbag movement based on the vector control to make the airbag center position coincide with the pressure center point position;

[0038] Step 14: Determine the inflation volume of the airbag in the corresponding pressure area based on the pressure weight;

[0039] Step 15: Inflate the corresponding airbag based on the inflation volume.

[0040] By adopting the above technical solution, the strain points are collected to determine the pressure range and center point, the airbag position is adjusted and the corresponding airbag is inflated based on the pressure weight, so as to achieve precise matching of the airbag with the pressure condition and improve the shock absorption performance of the frame.

[0041] Optional, modified inflation methods include:

[0042] Step 60: Collect the vehicle ambient temperature;

[0043] Step 61: Determine the vehicle's shift status based on the speed difference. The vehicle's shift status includes holding type and shift type.

[0044] Step 62: Based on the speed change type, calculate the total weight of the pressure by summing the weight of the pressure at each pressure zone location;

[0045] Step 63: Match the lifting air volume according to the total weight under pressure and the vehicle ambient temperature;

[0046] Step 640: When the speed difference is greater than 0, define the vehicle as being in an acceleration state, and calculate and determine the replenishment air volume based on the lift air volume and the inflation volume corresponding to the airbag at the rear of the vehicle.

[0047] Step 641: When the speed difference is less than 0, the vehicle is defined as being in a state of impending deceleration. The replenishment volume is calculated and determined based on the lift volume and the inflation volume corresponding to the airbag at the front of the vehicle.

[0048] Step 65: Inflate the corresponding airbag based on the replenishment volume.

[0049] By adopting the above technical solution, the air volume is matched according to the ambient temperature, vehicle shifting status, and total frame weight. The air volume of the front and rear airbags is adjusted according to the predicted acceleration or deceleration status, which adapts to the vehicle shifting requirements, improves the wheel grip, and enhances the vehicle's driving stability.

[0050] Optional methods for airbag rupture detection and repair include:

[0051] Step 80: Match the pressure reference value according to the volume of air lifted, and obtain the internal pressure value of the airbag after stopping inflation;

[0052] Step 81: If the pressure inside the airbag is less than the pressure reference value, continue to inflate the airbag. Stop inflating when the pressure inside the airbag matches the pressure reference value, and continue to monitor the pressure inside the airbag.

[0053] Step 82: Calculate the difference in internal pressure values ​​of the first and last airbags per unit time, and define it as the internal pressure difference.

[0054] Step 83: If the internal pressure difference is greater than 0, the airbag is defined as leaking. The inflation rate is determined according to the internal pressure difference. The airbag is continuously inflated at the inflation rate. At the same time, the preset repair patch is sprayed into the airbag and applied to the leak on the inner wall of the airbag with the airflow for repair.

[0055] Step 84: After the airbag is repaired, continuously monitor the internal pressure of the airbag, and stop inflation when the internal pressure of the airbag is not less than the pressure reference value and the internal pressure difference is not greater than 0.

[0056] By adopting the above technical solution, the airbag rupture condition is detected based on the internal pressure difference, and emergency treatment is carried out using a repair patch when the airbag ruptures, thus avoiding the loss of vehicle stability due to the airbag losing its effectiveness after rupture and ensuring the effective performance of the airbag.

[0057] Optional methods for determining following distance include:

[0058] Step 30: Collect visibility information and road conditions in front of the vehicle;

[0059] Step 31: Match the friction coefficient range according to the road surface conditions;

[0060] Step 32: Match a baseline safety distance based on the target speed value and visibility information;

[0061] Step 33: Match the braking distance based on the friction coefficient range and the target speed value;

[0062] Step 34: Calculate the following distance by summing the baseline safety distance and braking distance.

[0063] By adopting the above technical solution, a baseline safe distance is matched based on the target speed value and visibility information, and then corrected according to road conditions and the target speed value, thereby obtaining an effective following distance and improving the safety of intelligent following.

[0064] In summary, the present invention has at least one of the following beneficial technical effects:

[0065] 1. With the help of the core control components, power activation components, execution components and steer-by-wire structure on the main body of the vehicle frame, the steer-by-wire device is connected to the steering wheel component and controlled by the vehicle controller and the near-field communication controller. It is powered by the power steering power supply component. The two controllers work together to adjust the direction to achieve stable intelligent driving.

[0066] 2. The first and second braking mechanisms work together to control the vehicle's braking, ensuring that manual braking is possible in addition to automatic braking, thus improving the reliability and emergency response capability of the braking system.

[0067] 3. Before driving, the airbags are inflated according to the weight inside the vehicle to improve cushioning performance. During driving, environmental information data and relevant information data of the target vehicle are collected to realize intelligent following operation. At the same time, the airbag volume is adjusted to tilt the frame when the vehicle accelerates or decelerates, thereby improving vehicle stability and safety. Attached Figure Description

[0068] Figure 1 This application relates to a module connection for an intelligent driving drive-by-wire execution system for an all-terrain vehicle. Figure 1 ;

[0069] Figure 2 This application relates to a module connection for an intelligent driving drive-by-wire execution system for an all-terrain vehicle. Figure 2 ;

[0070] Figure 3 This is a module connection diagram of the brake-by-wire structure and brake components of this application;

[0071] Figure 4 This is a flowchart of a control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle according to this application.

[0072] The parts referred to by the numbers in the above attached diagrams are as follows: 1. Chassis body; 11. Core control components; 111. Vehicle controller; 113. Remote control receiver; 114. Remote information processor; 12. Power supply activation components; 121. Battery; 122. Power steering power supply components; 123. Near-field communication controller; 124. Ignition switch; 13. Actuation components; 131. Steering wheel components; 132. Brake components; 1321. First braking mechanism; 13211. Three-way valve; 13212. Right rear caliper; 132 13. Left rear caliper; 1322. Second braking mechanism; 13221. Brake fluid reservoir; 13222. Distributor valve; 13223. Right front caliper; 13224. Left front caliper; 133. Throttle assembly; 134. Lighting assembly; 2. Steer-by-wire structure; 21. Steer-by-wire gear; 3. Brake-by-wire structure; 31. Brake-by-wire controller; 32. Electronic brake pedal; 4. Drive-by-wire structure; 41. Throttle control actuator; 42. Relay; 43. Engine controller; 5. Lighting-by-wire structure; 51. Lighting control handle. Detailed Implementation

[0073] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0074] This invention discloses an intelligent driving drive-by-wire system for all-terrain vehicles.

[0075] Reference Figure 1 , Figure 2 and Figure 3 An intelligent driving drive-by-wire system for an all-terrain vehicle includes a frame body 1, a drive-by-wire steering structure 2, a brake-by-wire structure 3, a drive-by-wire drive structure 4, a light-by-wire structure 5, and a tail box.

[0076] The main body of the chassis 1 includes a core control component 11, a power supply activation component 12, and an execution component 13.

[0077] The core control component 11 includes a vehicle controller 111, a remote control receiver 113, and a remote information processor 114, which are fixedly mounted on the chassis body 1 via the tail box.

[0078] The vehicle controller 111 manages the signal interaction between the throttle control actuator 41, the brake-by-wire controller 31, and the remote control receiver 113. It reads and processes data from the engine controller 43, and forwards it. Simultaneously, it supplies power to the remote control receiver 113 and controls the power supply to the throttle control actuator 41 via the relay 42. The vehicle controller 111 has a lighting control I / O port for electrical connection with the brake-by-wire lighting structure 5 to receive its electrical signals.

[0079] The remote control receiver 113 is used to receive external remote control signals and transmit them to the vehicle controller 111 to enable remote control command access. The remote information processor 114 is used to communicate with the vehicle controller 111 and remotely upload vehicle status information.

[0080] The power supply activation component 12 includes a near-field communication controller 123, an ignition switch 124, and a battery 121 and a power steering power supply component 122 mounted on the vehicle frame body 1.

[0081] Battery 121 supplies power to the vehicle controller 111, brake-by-wire controller 31, and telematics processor 114. Power steering power supply unit 122 is specifically designed to power the steer-by-wire 21. Near-field communication controller 123 is electrically connected to the vehicle controller 111, steer-by-wire 21, brake-by-wire controller 31, and telematics processor 114 to control their startup. Ignition switch 124 is electrically connected to the vehicle controller 111, steer-by-wire 21, brake-by-wire controller 31, and telematics processor 114 to cooperate with near-field communication controller 123 in starting the equipment.

[0082] The actuator 13 includes a steering wheel component 131, a brake component 132, an accelerator component 133, and a light component 134.

[0083] The steering wheel assembly 131 includes a steering wheel and a steering linkage. The steering wheel and steering linkage are connected to the steer-by-wire system 21 via sheet metal parts and splined sleeves. The brake assembly 132 includes a first braking mechanism 1321 and a second braking mechanism 1322. The first braking mechanism 1321 includes a three-way valve 13211 connected to the brake-by-wire system 3, and a left rear caliper 13213 and a right rear caliper 13212 connected to the three-way valve 13211 and used for braking. The second braking mechanism 1322 includes a brake fluid reservoir 13221, a distribution valve 13222 connected to the brake fluid reservoir 13221, and a left front caliper 13224 and a right front caliper 13223 connected to the distribution valve 13222. The brake fluid reservoir 13221 supplies brake fluid to the distribution valve 13222 and the brake-by-wire controller 31 to perform braking operations respectively.

[0084] The throttle component 133 includes an electronic throttle pedal that is electrically connected to and driven by the throttle control actuator 41, the relay 42 and the engine controller 43 to perform driving operations.

[0085] The lighting component 134 includes conventional driving lights and hazard lights that are electrically connected to the vehicle controller 111 and perform illumination operation when the vehicle controller 111 receives a signal from the drive-by-wire lighting structure 5.

[0086] During automatic braking, the brake-by-wire mechanism 3 delivers brake fluid from the brake fluid reservoir 13221 to the three-way valve 13211, which controls the left rear caliper 13213 and the right rear caliper 13212 to clamp the rear wheel brake pads, completing the braking operation. During manual braking, brake fluid from the brake fluid reservoir 13221 passes through the distribution valve 13222, which controls the left front caliper 13224 and the right front caliper 13223 to clamp the front wheel brake pads, completing the braking operation. The two braking methods are independent of each other and do not affect each other, improving the reliability and safety of the braking system.

[0087] The steer-by-wire structure 2 includes a steer-by-wire device 21 connected to the steering wheel component 131 to drive it to steer. The steer-by-wire device 21 is electrically connected to and controlled by the vehicle controller 111 and the near-field communication controller 123. The steer-by-wire device 21 is connected to the power steering power supply component 122 to obtain power.

[0088] The brake-by-wire structure 3 includes a brake-by-wire controller 31 and an electronic brake pedal 32 connected to the brake-by-wire controller 31. The brake-by-wire controller 31 is connected to and drives the brake component 132. The brake-by-wire controller 31 is electrically connected to and controlled by the vehicle controller 111 and the near-field communication controller 123. The brake-by-wire structure 3 is connected to the battery 121 to obtain power. The electronic brake pedal 32 simulates the operation logic of manually pressing the brake pedal, generates an electronic signal of corresponding strength, and transmits it to the brake-by-wire controller 31 to execute the braking operation.

[0089] The drive-by-wire structure 4 includes a throttle control actuator 41 mounted on the chassis body 1 and used for communication with the vehicle controller 111; a relay 42 electrically connected to the vehicle controller 111 and the throttle control actuator 41 and driven by the throttle control actuator 41 to provide power switching for the throttle control actuator 41; and an engine controller 43 mounted on the chassis body 1 and electrically connected to the throttle component 133. The engine controller 43 is used to read engine status data and assist the vehicle controller 111 in optimizing the control of the throttle component 133. The throttle control actuator 41 is connected to the throttle component 133 and is used to simulate throttle voltage signal variables to achieve precise control of the opening degree of the throttle component 133.

[0090] The drive-by-wire lighting structure 5 includes a lighting control handle 51 that connects to the lighting control I / O port and is used to output different voltage signals to the vehicle controller 111 via the lighting control I / O port to control the lighting component 134. Simultaneously, it can also directly output signals to the lighting component 134 via the vehicle controller 111 to achieve automated control.

[0091] Based on the same inventive concept, embodiments of the present invention provide a control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle.

[0092] refer to Figure 4 A control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle includes the following steps:

[0093] Step 1: Before driving, obtain the pressure weight of the preset pressure area inside the vehicle, and inflate the airbag below the preset pressure area according to the pressure weight using a preset cushioning inflation method.

[0094] The pressure-bearing area refers to a specific area within the vehicle frame that requires pressure testing. This is a fixed location determined through design calibration, and its coordinate data is stored in the vehicle controller 111 by staff for system access. In this embodiment, the pressure-bearing area specifically refers to the area where the front and rear passenger seats are located.

[0095] The pressure weight refers to the pressure exerted on the pressure area, which is collected by a pressure sensor pre-installed under the seat.

[0096] The buffer inflation method refers to a preset algorithm process for inflating the airbag based on the pressure weight. This algorithm is stored in the vehicle controller 111 by the operator for system access. The specific calculation and implementation methods will be detailed in subsequent steps and will not be elaborated upon here.

[0097] An airbag is a pre-installed elastic inflatable component between the vehicle frame and the axle, used to assist the shock absorber in absorbing the impact of vibrations on the vehicle frame. It is set one-to-one with the corresponding pressure area and can slide and adjust within the corresponding pressure area.

[0098] Before the vehicle is driven, air is injected into the corresponding airbags based on the pressure weight detected at each pressure area to improve the stability of the frame.

[0099] Step 2: While the vehicle is in motion, collect environmental information about the vehicle's location, the distance between the vehicle and the preset target object to be followed, the target speed of the target object, and the vehicle's own speed.

[0100] Environmental information includes environmental images and road surface images, both of which are captured by vehicle-mounted cameras.

[0101] The target vehicle to be followed is the vehicle that the vehicle needs to follow. It is usually a designated vehicle in front of it, which is obtained by sensors in real time by identifying and locking onto the target in front of it that meets the following conditions.

[0102] The distance between the vehicle and the target being followed is the actual distance between the vehicle and the target being followed, which is obtained by the vehicle-mounted millimeter-wave radar.

[0103] The target speed value refers to the current speed of the object being followed, which is obtained through detection by a vision sensor.

[0104] The vehicle's own speed value refers to the current speed of the vehicle itself, which is retrieved directly from the system.

[0105] When a vehicle appears in front of it while the vehicle is in motion, a detection is triggered, and all the above parameters are collected to provide basic information for subsequent intelligent following.

[0106] Step 3: Determine the following distance based on environmental information and target speed value, and calculate the adjustment distance based on the following distance and interval distance.

[0107] Following distance refers to the reasonable distance required to ensure that a vehicle can safely follow behind a target, and it needs to be determined in conjunction with environmental information and the target's speed. The specific methods for obtaining this distance will be introduced in later steps and will not be elaborated upon here.

[0108] The adjustment distance refers to the distance value that needs to be adjusted to maintain a set following distance between your vehicle and the target object. The adjustment distance is the difference between the following distance and the interval distance.

[0109] Step 4: Calculate the speed difference based on the target speed value and your own speed value.

[0110] Speed ​​difference refers to the difference in speed between your own vehicle and the target being followed. It is obtained by subtracting your own speed from the target speed.

[0111] Step 5: Obtain the corrected control parameters based on the adjustment distance and speed difference, and issue a follow-up adjustment signal based on the corrected control parameters.

[0112] Corrected control parameters refer to parameters used to adjust the vehicle's following state when following a target vehicle, including acceleration and braking force. These parameters are generated by substituting the adjustment distance and speed difference into a preset control algorithm model. The control algorithm model is an existing technology that integrates vehicle dynamics and environmental information to predict future states and solve for the optimal control quantity. It will not be elaborated upon here.

[0113] The following adjustment signal refers to the instruction signal used to control the operation of the vehicle's brake-by-wire structure 3 and drive-by-wire structure 4. It is generated by the vehicle controller 111 by encoding the signal according to the modified control parameters.

[0114] Step 6: Inflate the airbag to be corrected using a preset correction inflation method based on the difference between the compressed weight and speed to stabilize the frame.

[0115] The corrected inflation method refers to a preset operating procedure that adjusts the airbag volume based on the difference between the compressed weight and the speed. This procedure is stored by the operator in the vehicle controller 111 for system recall. The specific calculation and implementation methods will be described in detail in subsequent steps and will not be repeated here.

[0116] Airbags requiring adjustment are specific airbags that need to be inflated to maintain vehicle stability. The location of these airbags is related to the vehicle's gear shifting status. The speed difference determines whether the vehicle is accelerating or decelerating, and different vehicle states correspond to identifying which airbags, at the rear or front, need inflating.

[0117] When the vehicle's status needs to be adjusted according to the driving status of the vehicle in front, the airbags to be corrected are simultaneously inflated to improve the stability of the chassis and ensure the riding experience of the passengers.

[0118] Step 7: The vehicle controller 111 controls the drive-by-wire braking structure 3 and the drive-by-wire drive structure 4 to operate according to the received follow adjustment signal to complete the follow operation.

[0119] The vehicle controller 111 issues different control commands to the brake-by-wire structure 3 and the drive-by-wire structure 4 respectively based on the following adjustment signal to complete the following operation.

[0120] The cushioning inflation method includes the following steps:

[0121] Step 10: Collect the location of surface strain points in the pressure area and generate the pressure range based on the location of the surface strain points.

[0122] The location of a surface strain point refers to the specific point on the surface of a pressure zone where deformation occurs, reflecting the exact location of the pressure action. When a person or object is placed in the pressure zone, it will cause deformation stress on the surface at that location. By collecting deformation signals through a strain sensor pre-installed below the pressure zone, the specific location of the surface strain point can be determined based on the deformation signals.

[0123] The compressive range refers to the area within the compressive region that is subjected to pressure. Based on the locations of multiple surface strain points collected, a continuous boundary is formed through algorithmic fitting, which constitutes the compressive range.

[0124] Step 11: Determine the location of the pressure center point based on the pressure range.

[0125] The pressure center point is the geometric center of the pressure zone, used to accurately locate the core area of ​​pressure application. It is determined by averaging the boundary coordinates of the pressure zone.

[0126] Step 12: Obtain the adjustment vector based on the position of the pressure center point and the preset airbag center position.

[0127] The airbag center position refers to the initial position of the airbag center. It serves as the reference for airbag positioning and is stored in the system as a coordinate point. It is a position point preset by technicians, and the airbag center is at this position point before the vehicle is started.

[0128] The adjustment vector refers to the movement vector required for the airbag to align its center position with the pressure center point. The adjustment vector includes both the direction and distance of movement. It is calculated using the distance formula between two points, by matching the coordinates of the pressure center point with the coordinates of the airbag center.

[0129] Step 13: Adjust the airbag movement based on the vector control so that the center position of the airbag coincides with the center position of the pressure point.

[0130] The airbag is moved by a pre-set dual-axis sliding mechanism located below it, controlled by an adjustment vector. This mechanism aligns the airbag's center position with the pressure center point, ensuring precise cushioning and shock absorption. The dual-axis sliding mechanism allows for position adjustment of the airbag, enabling movement along both the X and Y axes.

[0131] Step 14: Determine the inflation amount of the airbag in the corresponding pressure area based on the pressure weight.

[0132] Inflation volume refers to the volume of gas required to inflate the airbag to achieve the preset cushioning effect. The greater the pressure, the greater the inflation volume. The corresponding inflation volume can be found by looking up the inflation correspondence table based on the pressure weight. The inflation correspondence table is a data table that records different pressure weights and their corresponding inflation volumes. It is obtained by technicians through prior testing and will not be elaborated on here.

[0133] Step 15: Inflate the corresponding airbag based on the inflation volume.

[0134] The inflation pump, connected to the airbag, inflates the corresponding airbag according to the inflation control. Because the pressure weight is different in each pressure area, the inflation volume of the airbag corresponding to each pressure area is also different. Inflation is performed separately according to the corresponding calculated inflation volume.

[0135] In this embodiment, the airbag is divided into a lateral expansion area and a vertical support area. During inflation, it first stretches laterally to form a wide buffer surface, and then stretches vertically in the later stages of inflation to lift the frame. The maximum inflation value is the midpoint between the lateral and vertical stretching, meaning that inflation at this point will not lift the frame.

[0136] The correct inflation method includes the following steps:

[0137] Step 60: Collect the vehicle ambient temperature.

[0138] Vehicle ambient temperature refers to the real-time temperature of the external environment in which the vehicle is located while it is in motion. The vehicle ambient temperature affects the airbag inflator state. The vehicle ambient temperature is obtained by collecting the surface temperature of the airbag through a temperature sensor preset on one side of the airbag.

[0139] Step 61: Determine the vehicle's shift status based on the speed difference. The vehicle's shift status includes hold type and shift type.

[0140] "Maintain speed" and "change speed" refer to the driving states that a vehicle needs to switch according to the driving status of the vehicle in front when following another vehicle safely. "Maintain speed" means that the vehicle speed remains unchanged, while "change speed" means that the vehicle speed changes by accelerating or decelerating.

[0141] Since the vehicle needs to follow the vehicle in front, it will adjust its speed according to the speed difference. Therefore, it can directly predict whether the vehicle is about to enter a holding mode or a shifting mode based on the speed difference, and make different responses accordingly.

[0142] If the speed difference is 0, the vehicle's speed remains constant. If the speed difference is not 0, it means that the vehicle in front is accelerating or decelerating, and the vehicle in front also needs to accelerate or decelerate.

[0143] Step 62: Based on the speed change type, calculate the total weight of the pressure by summing the weight of the pressure at each pressure zone location.

[0144] Total compressive weight refers to the sum of the compressive weights at all compressive areas, reflecting the vehicle's total load. The total compressive weight is calculated by summing the compressive weight values ​​at all compressive areas, collecting data from all locations.

[0145] The gear type indicates whether the vehicle is about to accelerate or decelerate, and air needs to be added to ensure the stability of the chassis.

[0146] The "maintain type" means that the vehicle maintains a constant speed, the frame is stable, and no air replenishment is required, so it will not be elaborated on here.

[0147] Step 63: Match the air volume to the total weight under pressure and the ambient temperature of the vehicle.

[0148] Lift volume refers to the total amount of gas in the airbag that can lift the vehicle frame. Lift volume is related to the total weight under pressure and the ambient temperature. The corresponding lift volume can be found by substituting the total weight under pressure and ambient temperature data into a lift volume correspondence table. This table records data on different total weights under pressure and ambient temperatures, along with their corresponding lift volumes, and is obtained through prior testing by technicians; it will not be elaborated upon here.

[0149] Step 640: When the speed difference is greater than 0, define the vehicle as being in an acceleration state, and calculate and determine the replenishment air volume based on the lift air volume and the inflation volume corresponding to the airbag at the rear of the vehicle.

[0150] When the speed difference is greater than 0, it means that the target speed of the object being followed is greater than the vehicle's own speed, and the vehicle is in a state of waiting to accelerate.

[0151] The replenishment volume refers to the specific amount of gas that needs to be added to the airbag to achieve the required increase in air volume. The replenishment volume is calculated by subtracting the increase in air volume from the original inflation volume of the airbag to be corrected.

[0152] To ensure vehicle frame stability during acceleration, the rear of the frame needs to be raised to improve front wheel traction; therefore, the airbag to be corrected is the rear airbag. If the inflation volume of the rear airbag is less than the lifting volume, then the rear airbag needs to be inflated.

[0153] Step 641: When the speed difference is less than 0, the vehicle is defined as being in a state of impending deceleration. The replenishment volume is calculated and determined based on the lift volume and the inflation volume of the airbag at the front of the vehicle.

[0154] When the speed difference is less than 0, it means that the target speed of the object being followed is less than the vehicle's own speed, and the vehicle is in a state of waiting to decelerate.

[0155] To ensure the stability of the vehicle frame during deceleration, the front of the frame needs to be raised to improve the rear wheel traction; therefore, the airbag to be corrected is the front airbag of the vehicle. The calculation method for the air replenishment volume is the same as in step 640, and will not be repeated here.

[0156] Step 65: Inflate the corresponding airbag based on the replenishment volume.

[0157] An electric air pump, connected to the airbag to be corrected, inflates the corresponding airbag according to the air supply control, thereby raising the front or rear of the vehicle.

[0158] In this embodiment, in order to stably lift the frame, the minimum lifting air volume is the midpoint between the horizontal and vertical stretching, that is, the air replenishment operation at this time will definitely lift the frame.

[0159] The methods for detecting and repairing airbag rupture include the following steps:

[0160] In this embodiment, there is a situation where the airbag is damaged, resulting in the total amount of gas inside the airbag being insufficient to achieve the required lifting volume. In this case, it is necessary to locate and repair the damaged airbag.

[0161] Step 80: Match the pressure reference value according to the volume of air lifted, and obtain the pressure value inside the airbag after inflation stops.

[0162] The pressure reference value refers to the pressure value obtained by collecting the pressure inside the airbag when the gas volume is increased and filled into the standard airbag. Under unchanged conditions, the pressure reference value is a fixed value, which is pre-calibrated by the engineer through inflation test and entered into the system.

[0163] The airbag internal pressure refers to the gas pressure inside the airbag, which is collected in real time by a pressure sensor installed inside the airbag. The airbag internal pressure needs to be checked after inflation or deflation.

[0164] Step 81: If the pressure inside the airbag is less than the pressure reference value, continue to inflate the airbag. Stop inflating when the pressure inside the airbag matches the pressure reference value, and continue to monitor the pressure inside the airbag.

[0165] If the airbag pressure is less than the pressure reference value, it means that the gas inside the airbag has not reached the expected lifting volume. In this case, the inflation pump will continue to be controlled to inflate the airbag. When the airbag pressure is the same as the pressure reference value, it means that the airbag pressure has reached the expected value.

[0166] To prevent the airbag from failing to reach the standard internal pressure value even after being inflated due to aging or other factors, additional gas is added when the internal pressure of the airbag is lower than the pressure reference value.

[0167] Continuous monitoring of the airbag's internal pressure provides a data basis for subsequent detection of whether the airbag has ruptured.

[0168] Step 82: Calculate the difference in internal pressure values ​​of the first and last airbags per unit time, and define it as the internal pressure difference value.

[0169] The internal pressure difference refers to the change in the internal pressure of the airbag per unit time. It can be calculated from the internal pressure values ​​of the airbag measured separately within a unit time. For example, it is obtained by subtracting the internal pressure value of the airbag measured later from the internal pressure value measured earlier. This is used to determine whether the airbag is leaking. If the internal pressure value of the airbag measured earlier is greater than the internal pressure value measured later, it indicates a leak.

[0170] Step 83: If the internal pressure difference is greater than 0, the airbag is defined as leaking. The inflation rate is determined according to the internal pressure difference. The airbag is continuously inflated at the inflation rate. At the same time, the preset repair patch is sprayed into the airbag and applied to the leak on the inner wall of the airbag with the airflow to repair it.

[0171] A pressure difference greater than 0 indicates a decrease in the pressure inside the airbag, which is considered a leak, and a repair signal is issued at this time.

[0172] Inflation rate refers to the volume of gas inflated into the airbag per unit time. The inflation rate is directly proportional to the internal pressure difference; the greater the internal pressure difference, the greater the inflation rate. It is used to dynamically replenish gas when the airbag leaks.

[0173] The repair patch is an adhesive film stored in a sealed bag inside the airbag.

[0174] In response to a repair signal, an electric air pump inflates the sealed bag to burst it, ejecting the repair patch. The patch floats within the air bladder with the airflow and moves to the leak to seal it. The repair patch can be made of butyl rubber.

[0175] When the airbag leaks, as gas continues to be injected, the gas inside the airbag leaks out from the rupture, causing the internal pressure difference to be greater than 0. The repair patch inside the airbag moves with the gas to the leak and adheres tightly to seal it.

[0176] Step 84: After the airbag is repaired, continuously monitor the internal pressure of the airbag, and stop inflation when the internal pressure of the airbag is not less than the pressure reference value and the internal pressure difference is not greater than 0.

[0177] After the airbag repair is completed, the internal pressure of the airbag needs to be monitored to ensure that the repair is successful. When the internal pressure of the airbag is not less than the pressure reference value and the internal pressure difference is not greater than 0, it means that the air pressure inside the airbag has stabilized at the standard value and there is no longer any gas leakage. At this point, the emergency repair is complete, and inflation should be stopped.

[0178] The method for determining following distance includes the following steps:

[0179] Step 30: Determine visibility information and road conditions based on environmental information analysis.

[0180] As mentioned in step 2 above, environmental information includes environmental images and road surface images. Here, we will analyze the environmental images and road surface images.

[0181] Visibility information refers to the clarity of the view ahead of a vehicle, affecting the setting of safe following distance. Visibility information is obtained by analyzing environmental images using the Canny operator algorithm.

[0182] Road surface conditions refer to the specific state of the road surface on which vehicles travel, such as dry, wet, muddy, or icy. The road surface conditions are obtained by analyzing the road surface image using the Canny operator algorithm.

[0183] Step 31: Match the friction coefficient range according to the road surface conditions.

[0184] The friction coefficient range refers to the interval between the friction coefficient between the road surface and the vehicle wheels under corresponding road surface conditions. The friction coefficient range is obtained by looking up the friction coefficient correspondence table after identifying the road surface conditions. The friction coefficient correspondence table is a data table that records different road surface conditions and their corresponding friction coefficient ranges. It is obtained in advance by technicians through experiments and will not be described in detail here.

[0185] For example, the friction coefficient range is relatively large on dry roads, and the corresponding following distance is relatively short.

[0186] Step 32: Match the baseline safety distance based on the target speed value and visibility information.

[0187] The baseline safe distance refers to the basic safe following distance determined based on the target speed value and visibility information, ensuring basic driving safety. The baseline safe distance is obtained by preprocessing the target speed value and visibility data through Kalman filtering or sliding window averaging algorithms to filter out noise and obtain an effective value. Then, it is calculated using the constant time head-off distance method as the core, combined with fuzzy logic matching the visibility correction coefficient.

[0188] Step 33: Match the braking distance according to the friction coefficient range and the target speed value.

[0189] Braking distance refers to the distance a vehicle travels from the start of braking to a complete stop, and it is related to the road surface friction coefficient and the target speed. Braking distance is calculated using the braking distance calculation formula.

[0190] The braking distance calculation formula is: Braking distance = (Target speed²) ÷ (2 × Gravitational acceleration × Road surface friction coefficient × Braking efficiency coefficient), where the braking efficiency coefficient is preset in the system by the staff based on the vehicle braking system performance calibration. The road surface friction coefficient can be the median value of the friction coefficient range.

[0191] Step 34: Calculate the following distance by summing the baseline safety distance and braking distance.

[0192] Following distance refers to the reasonable distance between your vehicle and the target vehicle to ensure driving safety. It is calculated by summing the baseline safety distance and the braking distance.

[0193] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A control method for an intelligent driving drive-by-wire execution system of an all-terrain vehicle, applied to an intelligent driving drive-by-wire execution system of an all-terrain vehicle, comprising a frame body (1), wherein the frame body (1) is equipped with a core control component (11) having a vehicle controller (111), a power supply activation component (12) having a steering assist power supply component (122) and a near-field communication controller (123), and an execution component (13) having a steering wheel component (131), characterized in that, It also includes a steer-by-wire structure (2) for achieving automated steering control. The steer-by-wire structure (2) includes a steer-by-wire device (21), which is connected to the steering wheel component (131) and is used to drive the steering wheel component (131) to steer. The steer-by-wire device (21) is electrically connected to and controlled by the vehicle controller (111) and the near-field communication controller (123). The steer-by-wire device (21) is connected to the power steering power supply component (122) to obtain power. The power supply activation component (12) also includes a battery (121), and the actuation component (13) also includes a braking component (132). The frame body (1) is also equipped with a brake-by-wire structure (3) for automated braking control. The brake-by-wire structure (3) includes a brake-by-wire controller (31) and an electronic brake pedal (32) connected to the brake-by-wire controller (31) and used to provide braking signals; the brake-by-wire controller (31) is connected to the brake component (132) and used to drive the brake component (132) to operate; the brake-by-wire controller (31) is electrically connected to and controlled by the vehicle controller (111) and the near-field communication controller (123); the brake-by-wire structure (3) is connected to the battery (121) to obtain power. The actuator (13) also includes a throttle component (133), and the frame body (1) is also equipped with a drive-by-wire structure (4) for automatically controlling the throttle, the drive-by-wire structure (4) including: Throttle control actuator (41) is installed on the frame body (1) and is connected to the vehicle controller (111). The throttle control actuator (41) is connected to the throttle component (133) and is used to simulate the throttle voltage signal variable to achieve precise control of the opening degree of the throttle component (133). An engine controller (43) is mounted on the vehicle frame body (1) and electrically connected to the throttle component (133). It is used to read engine status data and assist the vehicle controller (111) in optimizing the control of the throttle component (133). The braking component (132) includes a first braking mechanism (1321) connected to and controlled by the brake-by-wire controller (31) and a second braking mechanism (1322) having a brake fluid reservoir (13221), the brake fluid reservoir (13221) being connected to the first braking mechanism (1321) and used for supplying brake fluid; The execution component (13) also includes a lighting component (134), and the vehicle controller (111) also has a lighting control I / O port; The frame body (1) is also equipped with a wire-controlled lighting structure (5) for realizing automated lighting control. The wire-controlled lighting structure (5) includes a lighting control handle (51) connected to the lighting control IO port, which is used to output different voltage signals to the vehicle controller (111) through the lighting control IO port to control the lighting component (134). The control method for the intelligent driving drive-by-wire execution system of an all-terrain vehicle includes: Step 1: Before driving, obtain the pressure weight of the preset pressure area inside the vehicle, and inflate the airbag below the preset pressure area according to the pressure weight using the preset cushioning inflation method. Step 2: While the vehicle is in motion, collect environmental information about the vehicle's location, the distance between the vehicle and the preset target object to be followed, the target speed of the target object to be followed, and the speed of the vehicle itself. The environmental information includes environmental images and road surface images. Step 3: Determine the following distance based on environmental information and target speed value, and calculate the adjustment distance based on the following distance and interval distance; Step 4: Calculate the speed difference based on the target speed value and your own speed value; Step 5: Obtain the corrected control parameters based on the adjustment distance and speed difference, and issue a follow-up adjustment signal based on the corrected control parameters; Step 6: Inflate the airbag to be corrected using a preset correction inflation method based on the difference between the compressed weight and speed to stabilize the frame; Step 7: The vehicle controller (111) controls the drive-by-wire structure (3) and the drive-by-wire structure (4) to operate according to the received follow adjustment signal to complete the follow operation.

2. The control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle according to claim 1, characterized in that, Cushion inflation methods include: Step 10: Collect the location of surface strain points in the pressure area and generate the pressure range based on the location of the surface strain points; Step 11: Determine the location of the pressure center point based on the pressure range; Step 12: Obtain the adjustment vector based on the position of the pressure center point and the preset airbag center position; Step 13: Adjust the airbag movement based on the vector control to make the airbag center position coincide with the pressure center point position; Step 14: Determine the inflation volume of the airbag in the corresponding pressure area based on the pressure weight; Step 15: Inflate the corresponding airbag based on the inflation volume.

3. The control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle according to claim 2, characterized in that, Correction methods for inflation include: Step 60: Collect the vehicle ambient temperature; Step 61: Determine the vehicle's shift status based on the speed difference. The vehicle's shift status includes holding type and shift type. Step 62: Based on the speed change type, calculate the total weight of the pressure by summing the weight of the pressure at each pressure zone location; Step 63: Match the lifting air volume according to the total weight under pressure and the vehicle ambient temperature; Step 640: When the speed difference is greater than 0, define the vehicle as being in an acceleration state, and calculate and determine the replenishment air volume based on the lift air volume and the inflation volume corresponding to the airbag at the rear of the vehicle. Step 641: When the speed difference is less than 0, the vehicle is defined as being in a state of impending deceleration. The replenishment volume is calculated and determined based on the lift volume and the inflation volume corresponding to the airbag at the front of the vehicle. Step 65: Inflate the corresponding airbag based on the replenishment volume.

4. The control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle according to claim 3, characterized in that, Methods for detecting and repairing airbag rupture include: Step 80: Match the pressure reference value according to the volume of air lifted, and obtain the internal pressure value of the airbag after stopping inflation; Step 81: If the pressure inside the airbag is less than the pressure reference value, continue to inflate the airbag. Stop inflating when the pressure inside the airbag matches the pressure reference value, and continue to monitor the pressure inside the airbag. Step 82: Calculate the difference in internal pressure values ​​of the first and last airbags per unit time, and define it as the internal pressure difference. Step 83: If the internal pressure difference is greater than 0, the airbag is defined as leaking. The inflation rate is determined according to the internal pressure difference. The airbag is continuously inflated at the inflation rate. At the same time, the preset repair patch is sprayed into the airbag and applied to the leaking part of the airbag inner wall with the airflow for repair. Step 84: After the airbag is repaired, continuously monitor the internal pressure of the airbag, and stop inflation when the internal pressure of the airbag is not less than the pressure reference value and the internal pressure difference is not greater than 0.

5. The control method for an intelligent driving drive-by-wire execution system for an all-terrain vehicle according to claim 1, characterized in that, Methods for determining following distance include: Step 30: Determine visibility information and road surface conditions based on environmental information analysis; Step 31: Match the friction coefficient range according to the road surface conditions; Step 32: Match a baseline safety distance based on the target speed value and visibility information; Step 33: Match the braking distance based on the friction coefficient range and the target speed value; Step 34: Calculate the following distance by summing the baseline safety distance and braking distance.

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