Vehicle load estimation method, device, equipment, medium and program product

Abstract

The invention provides a vehicle load estimation method, device and equipment, a medium and a program product, and relates to the technical field of vehicles. According to the vehicle load estimation method, the real-time motor torque, namely the starting motor torque when the target vehicle is started is used as the direct representation of the anti-slip force to replace a dynamic gradient signal (such as a gradient angle) of a traditional gradient sensor, so that a torque error caused by a gradient sensor signal error of the target vehicle on the gradient is eliminated; and the anti-slip slope force is input into a preset load estimation model for load estimation, so that the target load of the target vehicle is obtained, and the load estimation precision and accuracy are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle load estimation method, apparatus, equipment, medium, and program product. Background Technology

[0002] Currently, new energy commercial vehicles (such as electric trucks and light commercial vehicles, LCVs) are gradually replacing traditional fuel vehicles as the mainstream choice in the transportation industry due to their advantages such as low operating costs and good environmental performance. In actual operation, overloading is a common phenomenon among freight drivers to improve transportation efficiency. However, overloading not only accelerates the wear and tear of key vehicle components (such as motors, batteries, and braking systems), but may also lead to safety hazards due to decreased vehicle dynamic performance (such as insufficient climbing ability and increased braking distance). Therefore, vehicles need to have real-time load recognition capabilities to promptly alert users and trigger protection mechanisms (such as limiting acceleration and forced deceleration) when overloading occurs, thereby extending vehicle life and ensuring driving safety.

[0003] In related technologies, vehicle load is typically estimated using vehicle dynamics formulas based on slope sensors. Specifically, vehicle load is estimated by combining vehicle dynamics models (such as traction-resistance balance formulas) with slope sensor data, such as slope angle, and calculating the difference between traction and resistance on the slope.

[0004] However, the inventors discovered that the above-mentioned vehicle load estimation method has the problem of low estimation accuracy in some scenarios. Summary of the Invention

[0005] This application provides a vehicle load estimation method, apparatus, device, medium, and program product to solve the problem of low estimation accuracy in related technologies that use vehicle dynamics formulas based on slope sensors to estimate vehicle load.

[0006] In a first aspect, this application provides a vehicle load estimation method, comprising: in response to the starting of a target vehicle, obtaining the starter motor torque of the target vehicle; calculating the anti-slip force corresponding to the starter motor torque based on the starter motor torque; inputting the anti-slip force into a preset load estimation model to perform load estimation, thereby obtaining the target load of the target vehicle.

[0007] In one possible implementation, before inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle, the method further includes: after the target vehicle starts, acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period.

[0008] In one possible implementation, the anti-slip force is input into a preset load estimation model to estimate the load and obtain the target load of the target vehicle. This includes: inputting the anti-slip force, the driving motor torque data, and the vehicle speed data into the preset load estimation model to estimate the load and obtain at least one intermediate load; and obtaining the target load based on the at least one intermediate load.

[0009] In one possible implementation, after obtaining the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, the method further includes: filtering the driving motor torque data and vehicle speed data to obtain filtered driving motor torque data and filtered vehicle speed data.

[0010] Accordingly, the anti-slip force is input into the preset load estimation model to estimate the load and obtain the target load of the target vehicle. This includes inputting the anti-slip force, the filtered driving motor torque data, and the filtered vehicle speed data into the preset load estimation model to estimate the load and obtain the target load.

[0011] In one possible implementation, in response to the starting of the target vehicle, obtaining the starter motor torque of the target vehicle includes: in response to the starting of the target vehicle, determining whether the target vehicle has entered anti-rollover control; if the target vehicle has entered anti-rollover control, obtaining the starter motor torque of the target vehicle; if the target vehicle has not entered anti-rollover control, determining that the starter motor torque of the target vehicle is 0.

[0012] In one possible implementation, after obtaining the target load of the target vehicle, the method further includes: triggering an overload alarm mechanism in response to the target load exceeding a preset load threshold.

[0013] Secondly, this application provides a vehicle load estimation device, comprising:

[0014] The acquisition module is used to acquire the starter motor torque of the target vehicle in response to the vehicle's start-up.

[0015] The calculation module is used to calculate the anti-slip force corresponding to the starter motor torque based on the starter motor torque.

[0016] The estimation module is used to input the anti-slip force into the preset load estimation model to estimate the load and obtain the target load of the target vehicle.

[0017] In one possible implementation, before inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle, the acquisition module is also used to: acquire the driving motor torque data and vehicle speed data of the target vehicle within a preset time period after the target vehicle starts.

[0018] In one possible implementation, the estimation module is specifically used to: input the anti-slip force, the torque data of the driving motor and the vehicle speed data into a preset load estimation model to estimate the load and obtain at least one intermediate load; and obtain the target load based on the at least one intermediate load.

[0019] In one possible implementation, after acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, the vehicle load estimation device further includes a filtering module (not shown), which is used to: filter the driving motor torque data and vehicle speed data to obtain filtered driving motor torque data and filtered vehicle speed data.

[0020] Accordingly, the estimation module is also used to: input the anti-slip force, the filtered driving motor torque data and the filtered vehicle speed data into the preset load estimation model to estimate the load and obtain the target load.

[0021] In one possible implementation, the acquisition module is specifically used to: determine whether the target vehicle has entered the anti-runaway control in response to the start of the target vehicle; if the target vehicle has entered the anti-runaway control, acquire the starter motor torque of the target vehicle; if the target vehicle has not entered the anti-runaway control, determine that the starter motor torque of the target vehicle is 0.

[0022] In one possible implementation, after obtaining the target load of the target vehicle, the vehicle load estimation device further includes a trigger module (not shown), which is used to trigger an overload alarm mechanism in response to the target load being greater than a preset load threshold.

[0023] Thirdly, this application provides an electronic device, including: a processor and a memory communicatively connected to the processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the vehicle load estimation method provided in the first aspect above.

[0024] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the vehicle load estimation method provided in the first aspect above.

[0025] Fifthly, this application provides a computer program product, comprising: a computer program that, when executed by a processor, implements the vehicle load estimation method provided in the first aspect above.

[0026] The vehicle load estimation method, apparatus, equipment, medium, and program products provided in this application involve obtaining the starter motor torque of the target vehicle in response to its startup, calculating the anti-rollover force corresponding to the starter motor torque, and further inputting the anti-rollover force into a preset load estimation model for load estimation to obtain the target load of the target vehicle. This application uses the real-time motor torque (starter motor torque) at the time of vehicle startup as a direct representation of the anti-rollover force, replacing the dynamic slope signal (such as slope angle) of a traditional slope sensor. This eliminates the torque error caused by the slope sensor signal error on the slope, and by inputting this anti-rollover force into a preset load estimation model for load estimation, the target load of the target vehicle is obtained, thus improving the accuracy and precision of load estimation. Attached Figure Description

[0027] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0028] Figure 1 A schematic diagram illustrating the application scenarios provided in the embodiments of this application;

[0029] Figure 2 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 1 ;

[0030] Figure 3 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 2 ;

[0031] Figure 4 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 3 ;

[0032] Figure 5 This is a schematic diagram of the vehicle load estimation device provided in the embodiments of this application;

[0033] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0034] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0035] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0036] In related technologies, vehicle load estimation mainly relies on two methods: direct static estimation using high-precision sensors and estimation using vehicle dynamics formulas based on slope sensors. Specifically, the direct static estimation method using high-precision sensors involves installing high-precision load sensors (such as weighing modules) and a dedicated algorithm electronic control unit (ECU) on the vehicle to directly collect static load data. This estimation method offers high accuracy and can quickly output load estimation results in static scenarios, but it requires additional high-cost sensors and ECUs, significantly increasing the overall vehicle cost. Furthermore, the sensors are susceptible to environmental interference (such as temperature changes and vibrations).

[0037] The vehicle dynamics estimation method based on slope sensors specifically uses a vehicle dynamics model (such as the traction-resistance balance formula) combined with slope sensor data, such as the slope angle, to estimate the vehicle load by calculating the difference between the traction force and resistance on the slope. While this method has relatively low installation costs for slope sensors, the slope signal fluctuates significantly during dynamic vehicle operation (such as frequent acceleration, braking, or bumpy roads), leading to significant errors in slope resistance calculation and consequently, lower accuracy in estimating the vehicle load.

[0038] Based on the problems existing in related technologies, this application embodiment introduces the real-time torque of the motor in the vehicle anti-rollover control, and uses the starter motor torque when the vehicle starts as a direct representation of the anti-rollover force, replacing the dynamic slope signal of the traditional slope sensor, eliminating the torque error caused by the slope sensor signal error of the target vehicle on the slope, and further inputting the anti-rollover force into the preset load estimation model for load estimation, thereby obtaining the vehicle load and realizing high-precision estimation of vehicle load.

[0039] The application scenarios of the embodiments of this application will be described below first.

[0040] Figure 1 This is a schematic diagram illustrating an application scenario provided in an embodiment of this application. For example... Figure 1As shown, the application scenarios applicable to the vehicle load estimation method provided in this application embodiment include the vehicle control unit (VCU), the anti-rollover control module, and the motor control unit (MCU). The vehicle load estimation method provided in this application embodiment is integrated into the vehicle control unit.

[0041] For example, the vehicles applicable to the embodiments of this application can be new energy commercial vehicles such as electric trucks and light commercial vehicles (LCVs). Specifically, the application scenarios of the vehicle load estimation method provided in the embodiments of this application can include load identification scenarios in vehicle hill start, dynamic driving, and daily operation.

[0042] For example, when a vehicle starts on a slope, anti-rollover control needs to be triggered. First, the anti-rollover control strategy is activated through the anti-rollover control module. Second, the motor controller responds to the anti-rollover control command, obtains the real-time starter motor torque, and uploads it to the vehicle controller. Based on the starter motor torque, the vehicle controller combines transmission system parameters (such as transmission ratio and wheel radius) to convert it into an anti-rollover force, and then inputs the anti-rollover force into a preset load estimation model to estimate the vehicle load.

[0043] It is understood that in this application scenario, the vehicle controller integrating the vehicle load estimation method provided in the embodiments of this application forms a collaborative closed-loop control with the anti-rollover control module and the motor controller. That is, the anti-rollover control module triggers the anti-rollover control requirement, the motor controller feeds back real-time motor torque data, and the vehicle controller outputs the target load through a preset load estimation model. The target load can be further fed back to the anti-rollover control module and the motor controller to optimize the anti-rollover force compensation and motor torque control, thereby realizing the dynamic adaptation of vehicle load estimation and vehicle control.

[0044] The following is based on the above. Figure 1 The vehicle controller shown is the execution subject. The specific implementation of the vehicle load estimation method provided in this application embodiment will be described in detail with reference to specific embodiments.

[0045] Figure 2 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 1 .like Figure 2 As shown, a specific implementation of this vehicle load estimation method may include the following steps:

[0046] S201, in response to the starting of the target vehicle, obtains the starter motor torque of the target vehicle.

[0047] For example, the target vehicle can be a new energy commercial vehicle such as an electric truck or an LCV. This application does not limit the type of target vehicle.

[0048] For example, the starting motor torque is the motor torque corresponding to the starting of the target vehicle when the brake is applied, the gear is engaged, and the brake is released.

[0049] For example, the starting motor torque can be used to characterize the anti-slip force when the target vehicle starts.

[0050] For example, the starting scenario of the target vehicle can be starting on a slope or starting on flat ground, etc. This application does not limit the starting scenario of the target vehicle. Specifically, when the target vehicle starts on a slope, the corresponding starter motor torque can be the motor torque collected in real time by the motor controller, i.e., the anti-rollover compensation torque; when the target vehicle starts on flat ground, since there is no risk of rollover, the corresponding starter motor torque can be a preset value, such as 0 N. m.

[0051] It is understandable that when the target vehicle starts on a slope, the corresponding starter motor torque can be the motor torque related to the anti-slip control, that is, the motor torque obtained in real time through the motor controller.

[0052] One possible implementation of this step is as follows: the target vehicle starts on the slope, the driver presses the brake pedal and engages a driving gear (such as forward (D) or reverse (R)), and at the moment the driver releases the brake pedal, the motor controller collects the current motor output anti-slip compensation torque, i.e. the starting motor torque, in real time, and uploads it to the vehicle controller for subsequent anti-slip force conversion and load estimation.

[0053] Another possible implementation method for this step is: the target vehicle starts on flat ground, the driver presses the brake pedal and engages a driving gear (such as forward gear (D gear) or reverse gear (R gear)), and at the moment the driver releases the brake pedal, the vehicle controller determines the starter motor torque to a preset value, and performs subsequent anti-slip force conversion and load estimation based on the preset value.

[0054] S202, calculate the anti-slip force corresponding to the starting motor torque based on the starting motor torque.

[0055] For example, when the target vehicle is started on level ground, i.e., the starter motor torque is a preset value such as 0 N. When m, the corresponding anti-slide force is 0 N.

[0056] For example, when the target vehicle starts on a slope, the anti-roll-off force corresponding to the starter motor torque can be calculated based on the starter motor torque, combined with the target vehicle's gearbox transmission ratio, final drive ratio, overall transmission system efficiency, and wheel rolling radius.

[0057] For example, when the target vehicle starts on a slope, the anti-roll-off force corresponding to the starter motor torque can be expressed by the following formula:

[0058]

[0059] in, Indicates the anti-slip force. Indicates the starting torque of the motor. Indicates the gearbox ratio. Indicates the gear ratio of the main reducer. This indicates the overall efficiency of the transmission system. This indicates the rolling radius of the wheel.

[0060] S203, input the anti-slip force into the preset load estimation model to estimate the load and obtain the target load of the target vehicle.

[0061] For example, the target load can be the total mass of the target vehicle.

[0062] For example, a preset load estimation model can be optimized based on vehicle dynamics formulas.

[0063] For example, the preset load estimation model can be represented by the following formula:

[0064]

[0065] in, This represents the traction force of a vehicle, also known as the driving force of its wheels, and is measured in Newtons (N). This represents the anti-slip force, measured in N. This represents rolling resistance, expressed in N (unit: N). This represents air resistance, measured in N (N). This represents acceleration resistance, measured in N.

[0066] For example, the above-mentioned preset load estimation model can be further expressed as:

[0067]

[0068] Converting this formula yields:

[0069]

[0070] in, Indicates the overall weight of the vehicle. This refers to the motor torque during vehicle operation, also known as the running motor torque. Indicates the air drag coefficient. Indicates the vehicle's frontal area. Indicates vehicle speed. Represents gravitational acceleration. Indicates the rolling resistance coefficient. This represents the rotational mass conversion factor.

[0071] In this embodiment, in response to the starting of the target vehicle, the starter motor torque of the target vehicle is acquired, and the anti-rollover force corresponding to the starter motor torque is calculated based on the starter motor torque. Furthermore, the anti-rollover force is input into a preset load estimation model for load estimation to obtain the target load of the target vehicle. This embodiment uses the real-time motor torque (starter motor torque) at the time of vehicle startup as a direct representation of the anti-rollover force, replacing the dynamic slope signal (such as slope angle) of a traditional slope sensor. This eliminates the torque error caused by the slope sensor signal error on the slope, and by inputting this anti-rollover force into a preset load estimation model for load estimation, the target load of the target vehicle is obtained, improving the accuracy and precision of load estimation.

[0072] Understandably, compared to related technologies that directly collect vehicle static load data by installing high-precision load sensors (such as weighing modules) and dedicated algorithm ECUs on the vehicle, there is a high cost issue. In the vehicle load estimation method provided in this application embodiment, the starter motor torque used to characterize the vehicle's anti-rollover force can be collected in real time by the target vehicle's motor controller. This eliminates the need to integrate additional hardware into the target vehicle, thus achieving zero-cost vehicle load estimation. Furthermore, by enabling the target vehicle's motor controller to quickly acquire the starter motor torque used to characterize the anti-rollover force when starting on a slope, high-precision input is provided for subsequent vehicle load estimation, thereby improving the accuracy of vehicle load estimation.

[0073] Optionally, the vehicle load estimation method provided in this application embodiment further includes, before inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle: after the target vehicle is started, acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period.

[0074] For example, the preset duration can be 5 seconds, 10 seconds, etc. This application example does not limit the preset duration; it can be determined according to actual application requirements.

[0075] Understandably, once the target vehicle starts, the anti-slip control phase ends, and the target vehicle will enter the normal driving phase. At this time, the torque output by the motor is used to drive the target vehicle to drive normally.

[0076] For example, the motor torque data of the target vehicle during a preset time period can be collected in real time by the motor controller.

[0077] For example, the vehicle speed data of the target vehicle within a preset time period can be collected in real time by wheel speed sensors (such as Hall sensors or electromagnetic induction sensors).

[0078] In this embodiment of the application, after the target vehicle is started, the vehicle load is estimated by acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, and combining the anti-slip force with the preset load estimation model, thereby improving the accuracy of vehicle load estimation.

[0079] The following is combined with Figure 3 The specific implementation method of step S203, which involves inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle, is described in detail.

[0080] Figure 3 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 2 .like Figure 3 As shown, a specific implementation of the vehicle load estimation method that inputs the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle may include the following steps:

[0081] S301, input the anti-slip force, driving motor torque data and vehicle speed data into the preset load estimation model to estimate the load and obtain at least one intermediate load.

[0082] It is understandable that the driving motor torque data collected within the preset time period may include multiple discrete driving motor torque sample values, and the vehicle speed data collected within the preset time period may include multiple discrete vehicle speed sample values, and the driving motor torque sample value and vehicle speed sample value corresponding to the same timestamp have time synchronization.

[0083] In this step, one possible implementation is to input the anti-slip force, the discrete sampled values ​​of the driving motor torque collected within a preset time period, and the discrete sampled values ​​of the vehicle speed into a preset load estimation model (as shown in Formula 3 above) for load estimation. Specifically, for each driving motor torque sampled value and vehicle speed sampled value corresponding to the same time stamp, a load estimation is performed in combination with the anti-slip force to obtain the intermediate load corresponding to that time stamp, and finally multiple intermediate loads are output.

[0084] S302, the target load is obtained based on at least one intermediate load.

[0085] One possible implementation of this step is to perform a weighted average calculation on multiple intermediate loads to obtain a weighted average load, and then determine the weighted average load as the target load.

[0086] For example, the target load can be represented by the following formula:

[0087]

[0088] in, Indicates the target load. This represents the i-th intermediate load, where i represents the index of the intermediate load, and N represents the total number of intermediate loads.

[0089] It is understandable that when there is only one intermediate load, that intermediate load is taken as the target load.

[0090] In this embodiment, the anti-slip force, driving motor torque data, and vehicle speed data are input into a preset load estimation model to estimate the load, obtaining at least one intermediate load. Based on this intermediate load, the target load is then obtained, improving the accuracy of vehicle load estimation. Simultaneously, by collecting driving motor torque data and vehicle speed data for a preset time period (i.e., a short period) and combining this with the anti-slip force for vehicle load estimation, rapid vehicle load estimation is achieved, improving the timeliness of vehicle load estimation.

[0091] Understandably, compared to vehicle dynamics estimation methods based on slope sensors, vehicle load estimation requires extensive correction (such as multiple hill-climbing tests) to approximate the actual load, resulting in poor timeliness and difficulty in meeting the real-time anti-rollback control requirements of vehicles in scenarios such as hill starts. In this embodiment, in response to the target vehicle's start, the motor controller collects the starter motor torque in real time to obtain the corresponding anti-rollback force. After the target vehicle starts, the motor controller collects driving motor data and vehicle speed data within a preset time period. Finally, the anti-rollback force, driving motor data, and vehicle speed data are input into a preset load estimation model for rapid load estimation, improving the timeliness of vehicle load estimation and meeting the real-time anti-rollback control requirements of vehicles in scenarios such as hill starts.

[0092] Optionally, in the vehicle load estimation method provided in this application embodiment, after obtaining the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, the method further includes: filtering the driving motor torque data and vehicle speed data to obtain filtered driving motor torque data and filtered vehicle speed data.

[0093] In one possible implementation, the discrete sampled values ​​of the driving motor torque and vehicle speed collected within a preset time period are filtered using the sliding window averaging method to reduce signal noise interference and obtain filtered driving motor torque data and filtered vehicle speed data.

[0094] For example, the length of the sliding window can be determined according to the preset duration and the data sampling frequency (e.g., when the preset duration is 1s and the sampling frequency is 10Hz, the length of the sliding window can be set to 10 sampling points, etc.). In this embodiment, the length of the sliding window is not limited, and can be determined according to the actual application requirements.

[0095] It is understood that, in the embodiments of this application, by using the sliding window averaging method to filter the driving motor torque data and vehicle speed data, the influence of instantaneous driving motor torque mutations on vehicle load estimation can be eliminated, thereby improving the accuracy of vehicle load estimation.

[0096] Optionally, the anti-slip force is input into a preset load estimation model to estimate the load and obtain the target load of the target vehicle. This includes inputting the anti-slip force, filtered driving motor torque data, and filtered vehicle speed data into a preset load estimation model to estimate the load and obtain the target load.

[0097] It is understandable that the filtered driving motor torque data can be the average value of the driving motor torque after filtering by the sliding window averaging method, which is the discrete sampled value of the driving motor torque collected within a preset time period; the filtered vehicle speed data can be the average value of the vehicle speed after filtering by the sliding window averaging method, which is the discrete sampled value of the vehicle speed collected within a preset time period.

[0098] In one possible implementation, the anti-slip force, the average torque of the driving motor, and the average vehicle speed are input into a preset load estimation model (as shown in Formula 3 above) to estimate the load and obtain the target load of the target vehicle.

[0099] Optionally, in response to the start of the target vehicle, step S201, obtaining the starter motor torque of the target vehicle can be implemented as follows: in response to the start of the target vehicle, determine whether the target vehicle has entered the anti-rollover control; if the target vehicle has entered the anti-rollover control, obtain the starter motor torque of the target vehicle; if the target vehicle has not entered the anti-rollover control, determine that the starter motor torque of the target vehicle is 0.

[0100] For example, one possible implementation is as follows: In response to the start of the target vehicle, determine whether the target vehicle has entered the anti-rollover control based on the target vehicle status (such as motor speed and gear). If the target vehicle has entered the anti-rollover control, the current motor torque, i.e. the starting motor torque, is collected through the motor controller. This starting torque is the motor torque required for the target vehicle to overcome the slope resistance. If the target vehicle has not entered the anti-rollover control, it is assumed that the target vehicle is on flat ground at this time, and the starting motor torque is determined to be 0.

[0101] Understandably, when the target vehicle starts, the driver depresses the brake pedal and engages a driving gear (such as drive (D) or reverse (R)). At the moment the driver releases the brake pedal, if the vehicle controller determines that the target vehicle needs to enter anti-rollover control (e.g., the slope angle is detected to be greater than a preset threshold, or the vehicle has a tendency to roll backward), the drive motor will output anti-rollover compensation torque and rotate in the corresponding direction to suppress the rollback. Specifically, if the driver depresses the brake pedal and engages drive (D), and at the moment the brake pedal is released, if the target vehicle shows a forward rollback tendency (vehicle controller triggers anti-rollover control), the drive motor will rotate counterclockwise (opposite to the forward rollback direction) to suppress the forward rollback by outputting reverse torque. Conversely, if the driver depresses the brake pedal and engages reverse (R), and at the moment the brake pedal is released, if the target vehicle shows a backward rollback tendency (vehicle controller triggers anti-rollover control), the drive motor will rotate clockwise (opposite to the backward rollback direction) to suppress the backward rollback by outputting reverse torque.

[0102] Optionally, the vehicle load estimation method provided in this application embodiment further includes, after estimating the target load of the target vehicle, triggering an overload alarm mechanism in response to the target load being greater than a preset load threshold.

[0103] For example, the preset load threshold can be determined based on the maximum vehicle mass that the target vehicle can bear, but this application embodiment does not limit this.

[0104] For example, when the target load is greater than a preset load threshold, it indicates that the target vehicle is currently in an overloaded state.

[0105] For example, the overload alarm mechanism can be an overload alarm. When the target load exceeds a preset load threshold, the vehicle controller triggers an overload alarm and sends overload prompt information to the user, such as instrument text prompts, buzzer alarms, etc., to remind the user that the vehicle is currently in an overload state.

[0106] For example, the overload alarm mechanism can also be an overload protection mechanism. That is, when the target load exceeds a preset load threshold, the vehicle controller triggers power limiting protection. Specifically, this could involve limiting the maximum output torque of the drive motor to a preset percentage of its rated torque, while simultaneously limiting the maximum speed of the target vehicle to a preset speed threshold. This prevents overload from causing overload on the target vehicle's power system (such as the motor and transmission system), ensuring the vehicle's driving safety. The preset percentage could be 70%, and the preset speed threshold could be 40 km / h.

[0107] For example, the preset percentage and preset speed can be dynamically adjusted based on the difference between the target load and the preset load threshold. For instance, the larger the difference, the smaller the preset percentage and preset speed. This application does not limit the preset percentage and preset speed thresholds; they can be determined based on the vehicle design parameters and actual application requirements.

[0108] For example, the overload alarm mechanism can be an overload protection mechanism that includes overload alarms. The specific implementation is similar to that described above, and will not be repeated here.

[0109] For example, in response to a target load exceeding a preset load threshold, the vehicle overload data is recorded in the vehicle's back-end system to facilitate data review by the vehicle manufacturer.

[0110] In this embodiment of the application, an overload alarm mechanism is triggered in response to the target load exceeding a preset load threshold, thereby improving the driving safety of the target vehicle.

[0111] Figure 4 A flowchart illustrating the vehicle load estimation method provided in this application embodiment. Figure 3 .like Figure 4 As shown, a specific implementation of this vehicle load estimation method may include the following steps:

[0112] S401, in response to the start of the target vehicle, determines whether the target vehicle has entered the anti-slip control.

[0113] The specific implementation method is similar to that described above, and will not be repeated here.

[0114] In this step, in response to the start of the target vehicle, it is determined whether the target vehicle has entered the anti-runaway control. If the target vehicle has entered the anti-runaway control, step S402 is executed; if the target vehicle has not entered the anti-runaway control, step S403 is executed.

[0115] S402, obtain the starter motor torque of the target vehicle.

[0116] The specific implementation method is similar to that described above, and will not be repeated here.

[0117] S403, the starter motor torque of the target vehicle is determined to be 0.

[0118] S404, calculate the anti-slip force corresponding to the starter motor torque based on the starter motor torque.

[0119] The specific implementation method is similar to that described above, and will not be repeated here.

[0120] S405: After the target vehicle is started, acquire the driving motor torque data and vehicle speed data of the target vehicle within a preset time period.

[0121] The specific implementation method is similar to that described above, and will not be repeated here.

[0122] It should be noted that there is no specific order between steps S404 and S405.

[0123] S406, input the anti-slip force, driving motor torque data and vehicle speed data into the preset load estimation model to estimate the load and obtain at least one intermediate load.

[0124] The specific implementation method is similar to that described above, and will not be repeated here.

[0125] S407, the target load is obtained based on at least one intermediate load.

[0126] The specific implementation method is similar to that described above, and will not be repeated here.

[0127] S408, in response to the target load exceeding the preset load threshold, triggers the overload alarm mechanism.

[0128] The specific implementation method is similar to that described above, and will not be repeated here.

[0129] In summary, the vehicle load estimation method provided in this application has the following beneficial effects:

[0130] 1) The starting motor torque used to characterize the vehicle's anti-rollover force can be acquired in real time by the target vehicle's motor controller. No additional hardware needs to be integrated into the target vehicle, thus achieving zero-cost vehicle load estimation.

[0131] 2) By using the real-time motor torque of the target vehicle when it starts, i.e. the starting motor torque, as a direct representation of the anti-slip force, replacing the dynamic slope signal (such as slope angle) of the traditional slope sensor, the torque error caused by the slope sensor signal error of the target vehicle on the slope is eliminated. Then, by inputting this anti-slip force into the preset load estimation model, the target load of the target vehicle is obtained, thereby improving the accuracy and precision of load estimation.

[0132] 3) By collecting driving motor torque data and vehicle speed data within a preset time period (i.e., a short period of time), and combining this with anti-slip force to estimate vehicle load, a rapid estimation of vehicle load is achieved, improving the timeliness of vehicle load estimation.

[0133] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0134] Figure 5 This is a schematic diagram of the vehicle load estimation device provided in an embodiment of this application. Figure 5As shown, the vehicle load estimation device includes an acquisition module 510, a calculation module 520, and an estimation module 530.

[0135] The acquisition module 510 is used to acquire the starter motor torque of the target vehicle in response to the start of the target vehicle.

[0136] The calculation module 520 is used to calculate the anti-slip force corresponding to the starter motor torque based on the starter motor torque.

[0137] The estimation module 530 is used to input the anti-slip force into the preset load estimation model to estimate the load and obtain the target load of the target vehicle.

[0138] In one possible implementation, before inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle, the acquisition module 510 is also used to: acquire the driving motor torque data and vehicle speed data of the target vehicle within a preset time period after the target vehicle starts.

[0139] In one possible implementation, the estimation module 530 is specifically used to: input the anti-slip force, the torque data of the driving motor and the vehicle speed data into a preset load estimation model to perform load estimation, and obtain at least one intermediate load; and obtain the target load based on the at least one intermediate load.

[0140] In one possible implementation, after acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, the vehicle load estimation device further includes a filtering module (not shown), which is used to: filter the driving motor torque data and vehicle speed data to obtain filtered driving motor torque data and filtered vehicle speed data.

[0141] Accordingly, the estimation module 530 is also used to: input the anti-slip force, the filtered driving motor torque data and the filtered vehicle speed data into the preset load estimation model to perform load estimation and obtain the target load.

[0142] In one possible implementation, the acquisition module 510 is specifically used to: determine whether the target vehicle has entered the anti-runaway control in response to the start of the target vehicle; if the target vehicle has entered the anti-runaway control, acquire the starter motor torque of the target vehicle; if the target vehicle has not entered the anti-runaway control, determine that the starter motor torque of the target vehicle is 0.

[0143] In one possible implementation, after obtaining the target load of the target vehicle, the vehicle load estimation device further includes a trigger module (not shown), which is used to trigger an overload alarm mechanism in response to the target load being greater than a preset load threshold.

[0144] The vehicle load estimation device provided in this application embodiment can be used to execute the method steps of the above method embodiment. The specific implementation and technical effects are similar, and will not be repeated here.

[0145] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the electronic device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0146] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0147] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0148] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0149] The memory may include random access memory (RAM) and non-volatile memory (NVM), such as at least one disk storage device.

[0150] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0151] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0152] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0153] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0154] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0155] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0156] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0157] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0158] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0159] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0160] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for estimating vehicle load, characterized in that, include: In response to the starting of the target vehicle, the torque of the starter motor of the target vehicle is obtained; Calculate the anti-slip force corresponding to the starting motor torque based on the starting motor torque; The anti-slip force is input into a preset load estimation model to estimate the load, thereby obtaining the target load of the target vehicle.

2. The vehicle load estimation method according to claim 1, characterized in that, Before inputting the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle, the method further includes: After the target vehicle is started, acquire the driving motor torque data and vehicle speed data of the target vehicle within a preset time period.

3. The vehicle load estimation method according to claim 2, characterized in that, The step of inputting the anti-slip force into a preset load estimation model to perform load estimation and obtain the target load of the target vehicle includes: The anti-slip force, the torque data of the driving motor, and the vehicle speed data are input into the preset load estimation model to estimate the load and obtain at least one intermediate load. The target load is obtained based on the at least one intermediate load.

4. The vehicle load estimation method according to claim 2, characterized in that, After acquiring the driving motor torque data and vehicle speed data of the target vehicle within a preset time period, the method further includes: The driving motor torque data and the vehicle speed data are filtered to obtain filtered driving motor torque data and filtered vehicle speed data. Accordingly, the step of inputting the anti-slip force into a preset load estimation model to perform load estimation and obtain the target load of the target vehicle includes: The anti-slip force, the filtered driving motor torque data, and the filtered vehicle speed data are input into the preset load estimation model to estimate the load and obtain the target load.

5. The vehicle load estimation method according to any one of claims 1 to 4, characterized in that, The step of acquiring the starter motor torque of the target vehicle in response to its start includes: In response to the start of the target vehicle, determine whether the target vehicle has entered the anti-slip slope control; If the target vehicle enters the anti-slip control, the starter motor torque of the target vehicle is obtained; If the target vehicle does not enter the anti-slip control, then the starter motor torque of the target vehicle is determined to be 0.

6. The vehicle load estimation method according to any one of claims 1 to 4, characterized in that, After obtaining the target load of the target vehicle, the process also includes: In response to the target load exceeding a preset load threshold, an overload alarm mechanism is triggered.

7. A vehicle load estimation device, characterized in that, include: The acquisition module is used to acquire the starter motor torque of the target vehicle in response to the start of the target vehicle; The calculation module is used to calculate the anti-slip force corresponding to the starter motor torque based on the starter motor torque. The estimation module is used to input the anti-slip force into a preset load estimation model to estimate the load and obtain the target load of the target vehicle.

8. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the vehicle load estimation method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle load estimation method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, include: A computer program, which, when executed by a processor, implements the vehicle load estimation method as described in any one of claims 1 to 6.

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