Vehicle control method and device, electronic equipment and storage medium

Abstract

The invention provides a vehicle control method and device, electronic equipment and a storage medium. The method comprises the steps that relevant parameters of an air spring of a vehicle and reference driving balance power corresponding to the vehicle speed are obtained; the whole vehicle weight of the vehicle is estimated based on the relevant parameters of the air spring; determining the estimated driving balance power of the vehicle based on the whole vehicle weight; the actual generated power of the vehicle is determined through the reference driving balance power and the estimated driving balance power; and based on the actual generated power, operation of an engine in the vehicle is controlled, so that the whole vehicle weight estimation precision, the whole vehicle energy utilization efficiency and the driving safety are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] With the rapid development of intelligent and new energy vehicles, accurate estimation of vehicle mass has become crucial for improving vehicle performance, economy, and safety. Accurate vehicle mass information is not only the foundation for vehicle control strategy design but also a necessary input for optimizing vehicle drive force distribution and energy recovery strategies by adjusting engine operating conditions. However, in traditional solutions, engine control strategies are designed based on fixed parameters, failing to adapt to dynamic changes in actual vehicle load. This can lead to losses in energy efficiency and even battery depletion, compromising vehicle performance and driving safety.

[0003] Therefore, how to effectively coordinate the weight of the vehicle and the operation of the engine has become a hot research topic. Summary of the Invention

[0004] In view of this, this application aims to propose a vehicle control method, device, electronic equipment, and storage medium to solve the problem of how to effectively coordinate the weight of the vehicle and the operation of the engine. The specific technical solution is as follows: According to a first aspect of this application, a vehicle control method is provided, the method comprising: Obtain the relevant parameters of the vehicle's air springs and the benchmark drive balance power corresponding to the vehicle speed; The total weight of the vehicle is estimated based on the relevant parameters of the air spring. The estimated drive balance power of the vehicle is determined based on the total vehicle weight; The actual power generation of the vehicle is determined by the reference drive balance power and the estimated drive balance power. The operation of the engine in the vehicle is controlled by the actual power generated.

[0005] According to a second aspect of this application, a vehicle control device is provided, the device comprising: The acquisition module is used to acquire relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed; The estimation module is used to estimate the total weight of the vehicle based on the relevant parameters of the air spring. The first determining module is used to determine the estimated drive balance power of the vehicle based on the total vehicle weight. The second determining module is used to determine the actual power generation of the vehicle through the reference drive balance power and the estimated drive balance power; The first control module is used to control the operation of the engine in the vehicle based on the actual power generation.

[0006] According to another aspect of this application, an electronic device is also provided, comprising: processor; Memory used to store the processor's executable instructions; The processor is configured to execute the instructions to implement the vehicle control method described above.

[0007] According to another aspect of this application, a computer-readable storage medium is also provided, wherein instructions are stored therein, which, when executed on a computer, cause the computer to implement any of the vehicle control methods of the first aspect described above.

[0008] The vehicle control method provided in this application acquires relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed. Then, based on the air spring parameters, it estimates the vehicle's total weight. This not only reduces the influence of various factors such as road conditions, tire condition, and driving habits, improving estimation accuracy, but also, compared to traditional suspension displacement sensor solutions, collects more stable data, is less affected by driving vibrations, and reduces the dependence on hardware installation location and accuracy. Furthermore, it does not rely on map experience data and can respond to load changes in real time, enhancing its adaptability to complex real-time traffic environments. Subsequently, the estimated drive balance power is determined using the estimated vehicle weight, allowing the subsequent engine operation control strategy to adaptively adjust according to changes in vehicle weight. Then, the actual power generation of the vehicle is determined using the reference drive balance power and the estimated drive balance power, and the engine operation is controlled based on the actual power generation power. This enables the engine operation to adaptively adjust according to the vehicle's total weight, achieving effective coordination between the vehicle weight and engine operation. This effective coordination not only effectively avoids battery over-discharge caused by insufficient power generation, thus preventing battery depletion and improving vehicle power and driving safety, but also avoids energy efficiency loss caused by excessive power generation, optimizing the overall vehicle energy efficiency.

[0009] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0010] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This is a flowchart of the steps of a vehicle control method provided in this application; Figure 2 yes Figure 1 The diagram shown is a schematic of the curve of the reference drive balance power in a vehicle control method provided in this application. Figure 3 yes Figure 1 The diagram shown is a schematic representation of the basic power generation curve in a vehicle control method provided in this application. Figure 4 yes Figure 1 The diagram shown is a schematic of the curve for estimating drive balance power in a vehicle control method provided in this application. Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in this application; Figure 6 This is a schematic diagram of the structure of an electronic device provided in this application. Detailed Implementation

[0011] To make the objectives, technical solutions, and advantages of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been provided in the various embodiments of this application to facilitate a better understanding of the application. However, the technical solutions claimed in this application can be implemented even without these technical details and with various variations and modifications based on the following embodiments. The division of the various embodiments below is for ease of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0012] Currently, the industry mainly relies on vehicle dynamics model estimation methods, suspension displacement sensor-based estimation methods, and empirical estimation methods based on Global Positioning System (GPS) and map data to estimate vehicle weight.

[0013] Methods based on vehicle dynamics models estimate vehicle weight by analyzing the dynamic response during acceleration, but their accuracy is affected by various factors such as road conditions, tire condition, and driving habits, resulting in an error of 8%–15%. Methods based on suspension displacement sensors estimate vehicle weight by detecting changes in vehicle height, but these methods have extremely high requirements for sensor installation location and accuracy, and are easily affected by vibrations during dynamic driving, leading to significant fluctuations in the estimation results. Empirical estimation methods based on GPS and map data rely on pre-established road condition-vehicle weight relationship models, resulting in poor adaptability and an inability to cope with complex and changing real-world road conditions. Therefore, existing vehicle weight estimation methods suffer from low accuracy, slow response, reliance on additional sensors, and poor adaptability.

[0014] Furthermore, existing weight estimation is independent of vehicle energy management and power demand calculation. Engine operation control strategies are designed based on fixed parameters and cannot adaptively adjust to dynamic changes in the vehicle's actual load, potentially leading to energy efficiency losses and even battery depletion, thus impairing vehicle dynamics and driving safety. Based on these problems, this application proposes a vehicle control method. (Refer to...) Figure 1 The diagram illustrates a flowchart of a vehicle control method provided in this application, the method comprising: Step 101: Obtain the relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed.

[0015] In this application, the vehicle is equipped with a corresponding air spring for each different wheel, and a corresponding air spring pressure sensor is configured for each air spring. The air spring pressure sensor module contains at least four pressure sensors, which are respectively installed in the air chambers of the four air springs of the vehicle. The air spring pressure sensors can obtain relevant parameters of the air springs, such as the internal pressure value (denoted by P), effective area (denoted by A), and standard volume (denoted by A). (represented by V) the actual volume and the tilt angle of the air spring (indicated by V). (Represented by...). The effective area refers to the equivalent projected area of ​​the air spring in the vertical direction (load direction) when the internal gas pressure generates supporting force. The effective area A is not a fixed value; it changes dynamically with spring compression / tension (due to changes in airbag shape). The standard volume is the internal gas volume of the air spring under a certain standard reference state (such as design height, standard air pressure, standard temperature), and is a fixed design value. The actual volume is the internal gas volume of the air spring in real-time operating conditions, which changes in real-time with the spring height. The tilt angle of the air spring is the angle between the actual axis of the spring and the direction of gravity (vertical direction) in degrees. After obtaining the relevant parameters of the air spring, this application will also filter and perform temperature compensation to eliminate the influence of environmental factors. Vehicle speed is obtained through a vehicle speed sensor.

[0016] In this application, the reference drive balance power corresponding to the vehicle speed is obtained through a pre-maintained vehicle speed-power relationship table, which stores the correspondence between vehicle speed, reference drive balance power, and basic power generation at different vehicle speeds. To avoid situations where the corresponding reference drive balance power and basic power generation cannot be determined based on vehicle speed, this application sets the range of vehicle speed values ​​in the vehicle speed-power relationship table based on the vehicle's maximum and minimum vehicle speeds.

[0017] This application first establishes the correspondence between vehicle speed and benchmark drive balance power through simulation testing. The simulation testing process includes: configuring test vehicles of the same model, first adjusting them to an unloaded state, then configuring a certain amount (this value can be set according to needs, and this application does not specify a particular load) of preset load on the unloaded test vehicles, and then controlling them to move at different test speeds at a constant speed. Because the vehicle has no extra power for acceleration, the speed remains stable. Therefore, it is determined that the drive power transmitted from the motor (or engine) output shaft to the wheels of the test vehicle at this time is exactly equal to the total resistance power consumed to overcome all driving resistance at this time. The drive power transmitted from the motor (or engine) output shaft to the wheels at this time is defined as the vehicle's benchmark drive balance power. Based on this simulation test result, the correspondence between vehicle speed and benchmark drive balance power can be obtained, and this correspondence is stored in a vehicle speed-power relationship table.

[0018] Based on the above, the steps for determining the baseline drive balance power of a test vehicle at different speeds include: Adjust the test vehicle to an unloaded state; After configuring a preset load on the test vehicle which is in an unloaded state, it moves at a constant speed according to different test vehicle speeds; Identify the test drive balance power of each vehicle at different test speeds; By testing the drive balance power, the benchmark drive balance power corresponding to each test vehicle at different test speeds is determined.

[0019] The preset load should not be too large, and can be set to increase the weight by 10KG to 20KG. Furthermore, as can be seen from the above, the baseline drive balance power is determined by limiting both the vehicle's load and speed. If either of these conditions changes, the corresponding baseline drive balance power will change. When the preset load remains constant and only the test vehicle speed changes, a curve representing the baseline drive balance power of the test vehicle can be obtained, as shown below. Figure 2 As shown by the blue dashed line in the image. Figure 2 As can be seen, with other factors remaining constant, the vehicle's power generation (i.e., the baseline drive balance power) will also increase as the vehicle speed increases.

[0020] The above steps establish a benchmark drive balance power corresponding to different vehicle speeds through no-load calibration and multi-speed testing under preset loads. This effectively isolates the influence of the vehicle's own mechanical losses and variable loads, providing a high-precision power demand reference benchmark for subsequent vehicle energy management. This ensures that the vehicle can achieve precise matching of power distribution and energy efficiency optimization under various loads and operating conditions.

[0021] After determining the baseline drive balance power, this application sets a preset fluctuation power (typically 1-2 kW) at various test speeds based on the baseline drive balance power. Adding the preset fluctuation power at different test speeds to the baseline drive balance power yields the vehicle's basic power generation at each test speed. The curve of the basic power generation is shown below. Figure 3 As shown by the red line in the diagram. Based on this setting, the correspondence between vehicle speed and basic power generation can be determined, and this correspondence can be stored in a vehicle speed-power relationship table. Subsequently, the basic power generation of the vehicle at different speeds can be determined by looking up the vehicle speed-power relationship table. For example, when the vehicle speed is 90 rpm, at... Figure 3 The corresponding basic power generation capacity is found to be 20 / kW, therefore the basic power generation capacity of the vehicle is 20 / kW.

[0022] The reason for adding a preset fluctuation power to the baseline drive balance power is that if the generated power is only equal to the drive balance power, the battery needs to discharge additionally to power the accessories, leading to a continuous decrease in the state of charge (SOC) and thus the risk of battery depletion. Furthermore, if the generated power is very close to the drive balance power, the engine may operate in an inefficient or highly vibrating range, resulting in unstable operation. Adding the preset fluctuation power ensures battery charge balance, efficient and stable engine operation, and improves the robustness of the test.

[0023] Step 102: Estimate the total vehicle weight based on the relevant parameters of the air springs.

[0024] This application calculates the overall additional load of a vehicle by monitoring changes in the internal pressure of the air springs at all wheel positions. When the overall additional load changes, the compression of the air springs changes, resulting in changes in the internal pressure and the corresponding tilt angle of the air springs. By measuring these changes in pressure and tilt angle, the overall additional load of the vehicle can be calculated. Combined with the vehicle's curb weight, the total vehicle weight can be accurately estimated.

[0025] Therefore, step 102 specifically includes the following sub-steps: Sub-step 1021: Determine the overall additional load of the vehicle based on the internal pressure value and tilt angle of each air spring.

[0026] Sub-step 1022: Obtain the vehicle's curb weight.

[0027] Sub-step 1023: Estimate the total vehicle weight based on the curb weight and overall additional load.

[0028] The above sub-steps dynamically calculate the overall additional load on the vehicle caused by passengers and cargo by integrating the real-time pressure of all air springs in the vehicle and the vehicle body tilt angle data. Combined with the known curb weight, it achieves high-precision, non-intrusive real-time prediction of the current vehicle weight, avoiding the problems of low accuracy, slow response, reliance on additional sensors, and poor adaptability caused by traditional estimation methods.

[0029] This application estimates the vehicle's total weight by adding the curb weight to the overall additional load. When determining the overall additional load of the vehicle based on the internal pressure value and tilt angle of each air spring, it is necessary to introduce other physical characteristic parameters of the air springs into the calculation, including the effective area, standard volume, and actual volume of the air springs. During the calculation, for each air spring, a ratio is first calculated based on its standard volume and actual volume (this ratio represents the stiffness correction factor of the air spring; a ratio > 1 indicates that the air spring is compressed, its stiffness increases, and it can provide greater support force under the same pressure; a ratio < 1 indicates that the air spring is stretched, its stiffness decreases; a ratio = 1 indicates that it is at its design stiffness state). Then, the internal pressure value, effective area, and ratio of each air spring are multiplied to obtain the initial wheel load corresponding to each air spring. The tilt angle of the air spring is multiplied by the initial wheel load to obtain the corrected wheel load corresponding to each air spring. The corrected wheel loads corresponding to each air spring are then summed to obtain the overall additional load of the vehicle. Therefore, sub-step 1021 specifically includes the following steps: Step 01: For each air spring, calculate the initial wheel load corresponding to the air spring based on the internal pressure value, effective area, standard volume and actual volume of the air spring.

[0030] Step 02: Correct the initial wheel load by adjusting the tilt angle corresponding to the air spring to obtain the corrected wheel load corresponding to the air spring.

[0031] Step 03: Sum the corrected wheel loads corresponding to each air spring to obtain the overall additional load of the vehicle.

[0032] Based on the above, the formula (1) for estimating the total weight of the vehicle is as follows: (1) in, It is the internal pressure value of the i-th air spring. It is the effective area of ​​the i-th air spring. It is the standard volume of the i-th air spring. It is the actual volume of the i-th air spring. It is the tilt angle of the i-th air spring. N is the vehicle's curb weight, N is the total number of air springs, and W is the vehicle's total weight. The calculated value is the initial wheel load corresponding to the i-th air spring. The initial wheel load is corrected by adjusting the tilt angle of the i-th air spring, and the result is the corrected wheel load of the i-th air spring.

[0033] For example, suppose a vehicle equipped with four-wheel air suspension (curb weight 2000kg) has the following air spring parameters: Left front wheel air spring parameters: internal pressure 6.0, effective area 95, standard volume 2, actual volume 1.9, tilt angle +1.5; Right front wheel air spring parameters: internal pressure 5.8, effective area 94, standard volume 2, actual volume 1.92, tilt angle +1.5; Left rear wheel air spring parameters: internal pressure 4.5, effective area 85, standard volume 2.2, actual volume 2.1, tilt angle -0.5; Right front wheel air spring parameters: internal pressure 4.6, effective area 86, standard volume 2.2, actual volume 2.08, tilt angle -0.5. When dimensions are not considered, the corrected wheel load of the left front wheel is approximately 599.794, the corrected wheel load of the right front wheel is approximately 567.466, the corrected wheel load of the left rear wheel is approximately 400.698, and the corrected wheel load of the left rear wheel is approximately 418.394. Therefore, the total vehicle weight = 599.794 + 567.466 + 400.698 + 418.394 + 2000 = 3986.352.

[0034] The above steps, by fusing air spring pressure, geometric parameters, and vehicle tilt angle information, achieve high-precision dynamic estimation of the load on each wheel, which is further integrated into the overall vehicle weight. This not only reduces interference from road conditions and driving behavior, improving estimation accuracy, but also, compared to traditional suspension displacement sensor solutions, collects more stable data that is less affected by driving vibrations, reducing reliance on hardware installation location and accuracy. Furthermore, it eliminates the need for map-based empirical data, enabling real-time response to load changes and enhancing adaptability to complex real-time traffic environments.

[0035] Step 103: Determine the estimated drive balance power of the vehicle based on the total vehicle weight.

[0036] After obtaining the vehicle weight, this application can calculate various resistances during vehicle operation by combining the vehicle speed and slope angle. Summing these resistances and multiplying the sum by the vehicle speed determines the vehicle's estimated drive balance power. The slope angle of the road where the vehicle is located can be obtained using an inertial measurement unit. Therefore, step 103, calculating the vehicle's estimated drive balance power, specifically includes the following sub-steps: Sub-step 1031: Obtain the slope angle of the road where the vehicle is located.

[0037] Sub-step 1032 calculates the vehicle's resistance based on its weight, speed, and slope angle.

[0038] Sub-step 1033 calculates the estimated driving balance power of the vehicle based on resistance and vehicle speed.

[0039] These resistances can include at least one of rolling resistance, air resistance, gradient resistance, and acceleration resistance. When calculating the vehicle's resistance based on its weight, speed, and gradient angle, other parameters need to be included in the calculation, such as gravitational acceleration, rolling resistance coefficient, air density, air resistance coefficient, vehicle frontal area, and rotational mass conversion factor.

[0040] In calculating rolling resistance, this application selects to multiply the vehicle weight, gravitational acceleration, rolling resistance coefficient, and the cosine of the slope angle, and uses the result as the rolling resistance. In calculating air resistance, it selects to multiply the air density, air resistance coefficient, vehicle frontal area, and the square of the vehicle speed, and uses half of the result as the air resistance. In calculating slope resistance, it selects to multiply the vehicle weight, gravitational acceleration, and the sine of the slope angle, and uses the result as the slope resistance. In calculating acceleration resistance, it selects to first calculate the acceleration based on the vehicle speed, and then multiply the vehicle weight, the rotational mass conversion factor, and the acceleration, using the result as the acceleration resistance. Therefore, sub-step 1032 specifically includes the following steps: Step 11: Obtain the gravitational acceleration, rolling resistance coefficient, air density, air resistance coefficient, vehicle frontal area, and rotational mass conversion factor.

[0041] Step 12: Calculate the rolling resistance of the vehicle based on the total vehicle weight, gravitational acceleration, rolling resistance coefficient, and slope angle.

[0042] Step 13: Calculate the vehicle's air resistance based on air density, air drag coefficient, vehicle frontal area, and vehicle speed.

[0043] Step 14: Determine the vehicle's slope resistance by using the vehicle's weight, gravitational acceleration, and slope angle.

[0044] Step 15: Calculate the vehicle's acceleration resistance based on the vehicle's weight, rotational mass conversion factor, and vehicle speed.

[0045] Based on the above, the formula (2) for calculating the estimated drive balance power of the vehicle is: (2) in, This refers to the total vehicle weight, g refers to gravitational acceleration, and f refers to the rolling resistance coefficient. It refers to the slope angle. This refers to air density, v refers to vehicle speed, C_d refers to the drag coefficient, and A refers to the vehicle's frontal area. This refers to the rotational mass conversion factor. It refers to acceleration.

[0046] Among these, gravitational acceleration, rolling resistance coefficient, air density, air resistance coefficient, vehicle frontal area, and rotational mass conversion factor are all pre-calibrated values. Gravitational acceleration is typically 9.8 N / kg. The rolling resistance coefficient is the ratio of the equivalent resistance generated by tire deformation, road surface deformation, and friction when a tire rolls on a road surface to the vertical load on the wheel; it is related to the type of road. Air density is the mass of air per unit volume, decreasing with increasing altitude and temperature. The air resistance coefficient is a dimensionless coefficient describing the influence of vehicle body shape on air resistance; a smaller value indicates better streamlinedness, and it is related to the smoothness of the vehicle surface and the body contour design. The vehicle frontal area is the projected area of ​​the vehicle in the direction of travel, which can be calculated from a frontal projection of the vehicle or determined through wind tunnel experiments. The rotational mass conversion factor converts the energy required for vehicle translational acceleration into a coefficient that includes the inertial effects of rotating components such as wheels and drive shafts.

[0047] The above steps dynamically update the resistance parameters based on real-time vehicle weight, gradient, and driving status. This not only significantly improves the accuracy and real-time performance of power demand prediction, but also provides a reliable theoretical basis for vehicle energy management, thereby optimizing power distribution, avoiding energy waste, and ensuring the vehicle's power continuity and energy efficiency under different loads and road conditions.

[0048] Step 104: Determine the vehicle's actual power generation capacity using the reference drive balance power and the estimated drive balance power.

[0049] The speed-power relationship table pre-maintained in this application stores the correspondence between vehicle speed and reference drive balance power and basic power generation at different vehicle speeds. Therefore, based on the speed-power relationship table, the reference drive balance power and basic power generation of the vehicle at different vehicle speeds can be determined. Furthermore, as mentioned above, the reference drive balance power of the vehicle is simulated based on a pre-set reference vehicle weight and speed. The reference vehicle weight equals the weight of the vehicle in an unloaded state plus a preset load. The estimated drive balance power is calculated based on the estimated vehicle weight and speed. When the vehicle speeds are the same, the difference in vehicle weight is the variable causing the difference between the estimated drive balance power and the reference drive balance power. Therefore, this application determines the deviation power generation of the vehicle at the estimated vehicle weight by calculating the difference between the reference drive balance power and the estimated drive balance power. Then, based on the deviation power generation and the basic power generation, the actual power generation of the vehicle at the estimated vehicle weight is determined. Therefore, step 104 specifically includes the following sub-steps: Sub-step 1041: Determine the vehicle's basic power generation based on the preset correspondence between the benchmark drive balance power, vehicle speed, and basic power generation.

[0050] Sub-step 1042 calculates the difference between the reference drive balance power and the estimated drive balance power, and determines the vehicle's deviation power generation under the total vehicle weight based on the difference. Sub-step 1043: Determine the actual power generation of the vehicle by using the base power generation and the deviation power generation.

[0051] Specifically, when calculating the difference between the reference drive balance power and the estimated drive balance power to determine the deviation power generation, it is necessary to calculate the difference based on the reference drive balance power and the estimated drive balance power at the same vehicle speed. When determining the actual power generation of the vehicle using the basic power generation and the deviation power generation, the basic power generation and the deviation power generation are summed. Therefore, sub-step 1043 includes the following steps: Step 20: Sum the base power generation and the deviation power generation to obtain the vehicle's actual power generation.

[0052] It should be noted that when the estimated vehicle weight remains constant, by changing the vehicle speed, a curve of the estimated drive balance power under the estimated vehicle weight can be obtained. This curve shows the correspondence between vehicle speed and estimated drive balance power. Figure 4 As shown. Figure 4In the diagram, the blue dashed line represents the baseline drive balance power of the vehicle under pre-load conditions at different test speeds; the red line represents the basic power generation of the vehicle under pre-load conditions at different test speeds; and the black dashed line represents the estimated drive balance power of the vehicle at different test speeds with the estimated vehicle weight. At the same speed, the portion between the black and blue dashed lines represents the deviation power generation at different test speeds based on the weight difference of the vehicle (the weight difference equals the estimated vehicle weight minus the baseline vehicle weight).

[0053] Step 105: Control the operation of the engine in the vehicle based on the actual power generation.

[0054] The vehicle in this application is a hybrid vehicle, comprising both an electric motor and an engine. During vehicle operation, it initially uses the vehicle's battery for power. However, when the battery's State of Charge (SOC) reaches a critical value, such as 20%, continuing to use the battery would cause the SOC to exceed this threshold, leading to insufficient vehicle power and posing a driving risk. Therefore, the engine must be activated to generate electricity only when the battery's SOC falls below the critical value.

[0055] When charging the battery via the engine, different power generation levels are set, such as Level 1, Level 2, and Level 3. Level 1 power generation is 10-15kW, Level 2 is 20-25kW, and Level 3 is 30-35kW. If the vehicle's engine is set to Level 1, and the calculated actual power generation is 22kW, the engine's power output is insufficient to cover the actual power generation, leading to a continuous decrease in battery charge and eventual battery depletion. In this case, adjusting the engine's power generation level to Level 2 would meet the requirements. Adjusting it to Level 3 would result in unnecessary fuel consumption and over-discharge. Therefore, this application controls the engine's operating level based on the actual power generation.

[0056] The vehicle control method provided in this application acquires relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed. Then, based on the air spring parameters, it estimates the vehicle's total weight. This not only reduces the influence of various factors such as road conditions, tire condition, and driving habits, improving estimation accuracy, but also, compared to traditional suspension displacement sensor solutions, collects more stable data, is less affected by driving vibrations, and reduces the dependence on hardware installation location and accuracy. Furthermore, it does not rely on map experience data and can respond to load changes in real time, enhancing its adaptability to complex real-time traffic environments. Subsequently, the estimated drive balance power is determined using the estimated vehicle weight, allowing the subsequent engine operation control strategy to adaptively adjust according to changes in vehicle weight. Then, the actual power generation of the vehicle is determined using the reference drive balance power and the estimated drive balance power, and the engine operation is controlled based on the actual power generation power. This enables the engine operation to adaptively adjust according to the vehicle's total weight, achieving effective coordination between the vehicle weight and engine operation. This effective coordination not only effectively avoids battery over-discharge caused by insufficient power generation, thus preventing battery depletion and improving vehicle power and driving safety, but also avoids energy efficiency loss caused by excessive power generation, optimizing the overall vehicle energy efficiency.

[0057] Reference Figure 5 The diagram shows a structural schematic of a vehicle control device provided in this application, the device comprising: The acquisition module 201 is used to acquire relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed.

[0058] The estimation module 202 is used to estimate the total weight of the vehicle based on the relevant parameters of the air spring.

[0059] The first determining module 203 is used to determine the estimated drive balance power of the vehicle based on the total vehicle weight.

[0060] The second determining module 204 is used to determine the actual power generation of the vehicle by means of the reference drive balance power and the estimated drive balance power.

[0061] The first control module 205 is used to control the operation of the engine in the vehicle based on the actual power generation.

[0062] Optionally, the air springs include an air spring for each wheel. Relevant parameters include the internal pressure value of each air spring and the tilt angle of each air spring.

[0063] Prediction module 202 includes: The first determining submodule is used to determine the overall additional load of the vehicle based on the internal pressure value and tilt angle corresponding to each air spring.

[0064] The first acquisition submodule is used to acquire the vehicle's curb weight.

[0065] The first estimation submodule is used to estimate the total vehicle weight based on the curb weight and overall additional load.

[0066] Optional parameters also include the effective area, standard volume, and actual volume of each air spring.

[0067] The first determination submodule includes: The first calculation unit is used to perform calculations for each air spring based on its internal pressure value, effective area, standard volume, and actual volume to obtain the initial wheel load corresponding to the air spring.

[0068] And a correction unit, used to correct the initial wheel load by the tilt angle corresponding to the air spring, so as to obtain the corrected wheel load corresponding to the air spring.

[0069] The accumulation unit is used to accumulate the corrected wheel load corresponding to each air spring to obtain the overall additional load of the vehicle.

[0070] Optionally, the first determining module 203 includes: The second acquisition submodule is used to acquire the slope angle of the road where the vehicle is located.

[0071] The first calculation submodule is used to perform calculations based on the vehicle weight, speed, and slope angle to obtain the corresponding resistance of the vehicle.

[0072] The second calculation submodule is used to perform calculations based on resistance and vehicle speed to obtain the vehicle's estimated drive balance power.

[0073] Optionally, the resistance includes at least one of rolling resistance, air resistance, gradient resistance, and acceleration resistance.

[0074] The first operation submodule includes: The acquisition unit is used to acquire gravitational acceleration, rolling resistance coefficient, air density, air resistance coefficient, vehicle frontal area, and rotational mass conversion factor.

[0075] The second calculation unit is used to calculate the vehicle's rolling resistance based on the vehicle's weight, gravitational acceleration, rolling resistance coefficient, and slope angle.

[0076] The third calculation unit is used to calculate the vehicle's air resistance based on air density, air drag coefficient, vehicle frontal area, and vehicle speed.

[0077] The fourth calculation unit is used to perform calculations based on the vehicle weight, gravitational acceleration, and slope angle to obtain the vehicle's slope resistance.

[0078] The fifth calculation unit is used to calculate the vehicle's acceleration resistance based on the vehicle's weight, rotational mass conversion factor, and vehicle speed.

[0079] Optionally, the second determining module 204 includes: The second determining submodule is used to determine the vehicle's basic power generation based on the preset correspondence between the benchmark drive balance power, vehicle speed, and basic power generation.

[0080] The difference calculation submodule is used to calculate the difference between the baseline drive balance power and the estimated drive balance power, and to determine the vehicle's deviation power generation under the total vehicle weight based on the difference. The third determination submodule is used to determine the actual power generation of the vehicle based on the base power generation and the deviation power generation.

[0081] Optionally, the third determination submodule includes: The summation submodule is used to sum the base power generation and the deviation power generation to obtain the vehicle's actual power generation.

[0082] The vehicle control device provided in this application acquires relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed. Then, based on the air spring parameters, it estimates the vehicle's total weight. This not only reduces the influence of various factors such as road conditions, tire condition, and driving habits, improving estimation accuracy, but also, compared to traditional suspension displacement sensor solutions, collects more stable data, is less affected by driving vibrations, and reduces the dependence on hardware installation location and accuracy. Furthermore, it does not rely on map experience data and can respond to load changes in real time, enhancing its adaptability to complex real-time traffic environments. Subsequently, the estimated drive balance power is determined using the estimated vehicle weight, allowing the subsequent engine operation control strategy to adaptively adjust according to changes in vehicle weight. Then, the actual power generation of the vehicle is determined using the reference drive balance power and the estimated drive balance power, and the engine operation is controlled based on the actual power generation power. This enables the engine operation to adaptively adjust according to the vehicle's total weight, achieving effective coordination between the vehicle weight and engine operation. This effective coordination not only effectively avoids battery over-discharge caused by insufficient power generation, thus preventing battery depletion and improving vehicle power and driving safety, but also avoids energy efficiency loss caused by excessive power generation, optimizing the overall vehicle energy efficiency.

[0083] Reference Figure 6 This application also provides an electronic device, such as Figure 6As shown, it includes a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304. Processor 301, memory 303 for storing processor-executable instructions; The processor 301 is configured to execute the instructions to implement the vehicle control method described above: Obtain the relevant parameters of the vehicle's air springs and the benchmark drive balance power corresponding to the vehicle speed; The total weight of the vehicle is estimated based on the relevant parameters of the air spring. The estimated drive balance power of the vehicle is determined based on the total vehicle weight; The actual power generation of the vehicle is determined by the reference drive balance power and the estimated drive balance power. The operation of the engine in the vehicle is controlled based on the actual power generation.

[0084] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0085] The communication interface is used for communication between the aforementioned terminal and other devices.

[0086] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0087] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0088] In another embodiment provided in this application, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform any of the vehicle control methods described in the above embodiments.

[0089] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0090] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0091] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0092] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application are included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Obtain the relevant parameters of the vehicle's air springs and the benchmark drive balance power corresponding to the vehicle speed; The total weight of the vehicle is estimated based on the relevant parameters of the air spring. The estimated drive balance power of the vehicle is determined based on the total vehicle weight; The actual power generation of the vehicle is determined by the reference drive balance power and the estimated drive balance power. The operation of the engine in the vehicle is controlled based on the actual power generation.

2. The method according to claim 1, characterized in that, The air springs include air springs corresponding to each wheel; the relevant parameters include the internal pressure value of each air spring and the tilt angle of each air spring. The estimation of the vehicle's total weight based on the relevant parameters of the air spring includes: The overall additional load of the vehicle is determined based on the internal pressure value and tilt angle of each air spring. Obtain the curb weight of the vehicle; Based on the curb weight and the overall additional load, the total vehicle weight is estimated.

3. The method according to claim 2, characterized in that, The relevant parameters also include the effective area, standard volume, and actual volume of each air spring; The determination of the vehicle's overall additional load based on the internal pressure value and tilt angle of each air spring includes: For each air spring, the initial wheel load corresponding to the air spring is calculated based on the corresponding internal pressure value, effective area, standard volume and actual volume of the air spring. Furthermore, the initial wheel load is corrected by the tilt angle corresponding to the air spring to obtain the corrected wheel load corresponding to the air spring; The modified wheel loads corresponding to each air spring are summed to obtain the overall additional load of the vehicle.

4. The method according to claim 1, characterized in that, The step of determining the estimated drive balance power of the vehicle based on the total vehicle weight includes: Obtain the slope angle of the road where the vehicle is located; The resistance of the vehicle is calculated based on the vehicle weight, vehicle speed, and slope angle. The estimated driving balance power of the vehicle is obtained by calculating based on the resistance and the vehicle speed.

5. The method according to claim 4, characterized in that, The resistance includes at least one of rolling resistance, air resistance, gradient resistance, and acceleration resistance; The calculation based on the vehicle weight, vehicle speed, and slope angle to obtain the corresponding resistance of the vehicle includes: Obtain gravitational acceleration, rolling resistance coefficient, air density, air resistance coefficient, vehicle frontal area, and rotational mass conversion factor; The rolling resistance of the vehicle is calculated based on the total vehicle weight, the gravitational acceleration, the rolling resistance coefficient, and the slope angle. The air resistance of the vehicle is calculated based on the air density, the air drag coefficient, the vehicle's frontal area, and the vehicle speed. The vehicle's slope resistance is determined by the vehicle's total weight, gravitational acceleration, and slope angle. The acceleration resistance of the vehicle is calculated based on the total vehicle weight, the rotational mass conversion factor, and the vehicle speed.

6. The method according to claim 1, characterized in that, Determining the actual power generation of the vehicle using the reference drive balance power and the estimated drive balance power includes: The basic power generation of the vehicle is determined based on the preset correspondence between the benchmark drive balance power, the vehicle speed, and the basic power generation. Calculate the difference between the reference drive balance power and the estimated drive balance power, and determine the deviation power generation of the vehicle under the vehicle weight based on the difference; The actual power generation of the vehicle is determined by the base power generation and the deviation power generation.

7. The method according to claim 6, characterized in that, Determining the actual power generation of the vehicle by using the base power generation and the deviation power generation includes: The actual power generation of the vehicle is obtained by summing the base power generation and the deviation power generation.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire relevant parameters of the vehicle's air springs and the reference drive balance power corresponding to the vehicle speed; The estimation module is used to estimate the total weight of the vehicle based on the relevant parameters of the air spring. The first determining module is used to determine the estimated drive balance power of the vehicle based on the total vehicle weight; The second determining module is used to determine the actual power generation of the vehicle through the reference drive balance power and the estimated drive balance power; The first control module is used to control the operation of the engine in the vehicle based on the actual power generation.

9. An electronic device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the instructions to implement the vehicle control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the vehicle control method as described in any one of claims 1 to 7.

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