Drive-by-wire chassis performance attenuation compensation method, device and equipment and readable storage medium

Abstract

The invention discloses a drive-by-wire chassis performance attenuation compensation method, device and equipment and a readable storage medium, and the method comprises the following steps: obtaining data of a plurality of subsystems of a drive-by-wire chassis; processing the acquired data, and outputting component attenuation coefficients and trends; and implementing a compensation strategy on each subsystem according to the attenuation coefficient and trend of the component. According to the technical scheme, by dynamically obtaining and processing the data of the drive-by-wire chassis subsystem, outputting the attenuation coefficient and trend and implementing the compensation strategy in real time, the problems that in the prior art, a static compensation mechanism lacks real-time adaptability and is insufficient in coverage dimension are solved, and the method has the advantages that the real-time performance and adaptability of drive-by-wire chassis performance compensation are improved, and the real-time performance of the drive-by-wire chassis is improved. And the control precision and stability of the system are enhanced.

Description

Technical Field

[0001] This application relates to the field of vehicle control, specifically to a method, device, equipment, and readable storage medium for compensating for the performance degradation of a drive-by-wire chassis. Background Technology

[0002] Against the backdrop of the rapid development of intelligent vehicle technology, the drive-by-wire chassis system, as a core component for achieving high-precision vehicle control, has a decisive impact on driving safety and driving experience due to its performance stability.

[0003] However, the performance degradation compensation technology currently widely used in the industry has deep-seated defects. Existing compensation mechanisms mostly rely on static preset modes, that is, parameter correction through fixed degradation curves. They cannot perceive the dynamic changes in the vehicle's actual operating conditions, resulting in a lack of real-time adaptability in the compensation process. This causes the chassis response to lag or deviation, which seriously restricts the system control accuracy. Summary of the Invention

[0004] This application provides a method, apparatus, device, and readable storage medium for compensating for the performance degradation of a drive-by-wire chassis, which can solve the technical problem in the prior art where the compensation process lacks real-time adaptability, resulting in lag or deviation in chassis response.

[0005] In a first aspect, embodiments of this application provide a method for compensating for performance degradation of a drive-by-wire chassis, comprising the following steps: Acquire data from multiple subsystems of the drive-by-wire chassis; Process the acquired data and output the component attenuation coefficient and trend; Based on the attenuation coefficient and trend of the components, a compensation strategy is implemented for each subsystem.

[0006] In conjunction with the first aspect, in one embodiment, the plurality of subsystems includes a plurality of drive systems, brake-by-wire systems, steering-by-wire systems, and suspension-by-wire systems.

[0007] In conjunction with the first aspect, in one embodiment, the step of acquiring data from multiple subsystems of the drive-by-wire chassis includes: The system uses a multi-source sensor system to collect real-time sensor layer data, actuator layer data, environmental condition data, and system health data from various subsystems of the drive-by-wire chassis.

[0008] In conjunction with the first aspect, in one implementation method, the step of implementing a compensation strategy for each subsystem based on the component attenuation coefficient and trend includes: Based on the attenuation coefficient and trend of the components, a hierarchical compensation strategy is implemented for the sensor layer, actuator layer and electronic component layer of each subsystem.

[0009] In conjunction with the first aspect, in one embodiment, the step of implementing a compensation strategy for each subsystem based on the component attenuation coefficient and trend further includes: Based on the attenuation coefficients and trends of each subsystem, a collaborative compensation instruction is generated through a collaborative optimization algorithm to compensate for the coupling attenuation between multiple subsystems.

[0010] In conjunction with the first aspect, in one implementation, the step of generating a collaborative compensation instruction based on the attenuation coefficients and trends of each subsystem using a collaborative optimization algorithm to compensate for the coupling attenuation between multiple subsystems includes: When driving on bumpy roads, a steering angle accuracy correction model is established, and the compensation gain coefficient of the steering motor is dynamically adjusted based on the vibration frequency and amplitude data of the drive-by-wire suspension system. The design incorporates a brake pressure pre-compensation mechanism based on road surface roughness identification. When the wheel speed sensor detects a fluctuation signal at a specific frequency, the brake controller increases the brake pressure compensation amount in advance. The compensation amount is proportional to the road surface excitation intensity. A torque distribution optimization model is constructed to dynamically limit the abrupt change rate of drive torque.

[0011] In conjunction with the first aspect, in one implementation, the steps following the implementation of a compensation strategy for each subsystem based on the component attenuation coefficient and trend include: Determine whether the deviation of each parameter after compensation from the initial state parameter is less than a preset threshold; If the judgment deviation is not less than the preset threshold, the machine learning evaluation model is updated and the data processing, attenuation evaluation and compensation implementation steps are re-executed. If the deviation is less than the preset threshold, the data processing, attenuation assessment and compensation implementation steps are repeated.

[0012] Secondly, embodiments of this application provide a drive-by-wire chassis performance degradation compensation device, the drive-by-wire chassis performance degradation compensation device comprising: The data acquisition module is configured to acquire data from multiple subsystems of the drive-by-wire chassis. The performance degradation assessment module is configured to process data from multiple subsystems and output component degradation coefficients and trends; and, The dynamic compensation control module is configured to implement compensation strategies for each subsystem.

[0013] Thirdly, this application provides a drive-by-wire chassis performance degradation compensation device, which includes a processor, a memory, and a drive-by-wire chassis performance degradation compensation program stored in the memory and executable by the processor. When the drive-by-wire chassis performance degradation compensation program is executed by the processor, it implements the steps of the drive-by-wire chassis performance degradation compensation method described above.

[0014] Fourthly, embodiments of this application provide a readable storage medium storing a drive-by-wire chassis performance degradation compensation program, wherein when the drive-by-wire chassis performance degradation compensation program is executed by a processor, the steps of the drive-by-wire chassis performance degradation compensation method described above are implemented.

[0015] The beneficial effects of the technical solutions provided in this application include: By dynamically acquiring and processing data from the drive-by-wire chassis system, outputting attenuation coefficients and trends, and implementing compensation strategies in real time, this technology solves the problems of insufficient real-time adaptability and coverage dimensions in existing static compensation mechanisms. It has the advantages of improving the real-time performance and adaptability of drive-by-wire chassis compensation, and enhancing the system's control accuracy and stability. Attached Figure Description

[0016] Figure 1 This is a flowchart illustrating the first embodiment of the drive-by-wire chassis performance degradation compensation method of this application; Figure 2 This is a flowchart illustrating the second embodiment of the drive-by-wire chassis performance degradation compensation method of this application; Figure 3 This is a flowchart illustrating the third embodiment of the drive-by-wire chassis performance degradation compensation method of this application; Figure 4 This is a schematic diagram of the hardware structure of the drive-by-wire chassis performance degradation compensation device involved in the embodiments of this application. Detailed Implementation

[0017] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0018] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0019] Against the backdrop of the rapid development of intelligent vehicle technology, the drive-by-wire chassis system, as a core component for achieving high-precision vehicle control, has a decisive impact on driving safety and driving experience due to its performance stability.

[0020] However, the performance degradation compensation technology currently widely used in the industry has deep-seated defects. Existing compensation mechanisms mostly rely on static preset modes, that is, parameter correction through fixed degradation curves. They cannot perceive the dynamic changes in the vehicle's actual operating conditions, resulting in a lack of real-time adaptability in the compensation process. This causes the chassis response to lag or deviation, which seriously restricts the system control accuracy.

[0021] This application provides a method, apparatus, device, and readable storage medium for compensating for the performance degradation of a drive-by-wire chassis, which can solve the technical problem in the prior art where the compensation process lacks real-time adaptability, resulting in lag or deviation in chassis response.

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0023] In a first aspect, embodiments of this application provide a method for compensating for performance degradation of a drive-by-wire chassis.

[0024] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the drive-by-wire chassis performance degradation compensation method of this application. Figure 1 As shown, the methods for compensating for performance degradation in drive-by-wire chassis include: S10: Acquire data from multiple subsystems of the drive-by-wire chassis; S20: Process the acquired data and output the component attenuation coefficient and trend; S30: Based on the attenuation coefficient and trend of the components, implement a compensation strategy for each subsystem.

[0025] In this embodiment, by dynamically acquiring and processing data from the drive-by-wire chassis system, outputting attenuation coefficients and trends, and implementing compensation strategies in real time, the problem of insufficient real-time adaptability and coverage dimensions in the static compensation mechanism of the prior art is solved. It has the advantages of improving the real-time performance and adaptability of drive-by-wire chassis performance compensation, and enhancing the system control accuracy and stability.

[0026] Chassis-by-wire is a vehicle chassis technology that uses electronic signals, rather than traditional mechanical connections, to control core vehicle functions such as steering, braking, drive, and suspension. This design aims to improve vehicle responsiveness, control precision, and integration.

[0027] A subsystem refers to the individual functional modules that make up the steer-by-wire chassis. For example, the drive system is responsible for the vehicle's power output, the brake-by-wire system is responsible for the vehicle's deceleration and stopping, the steering-by-wire system is responsible for the vehicle's driving direction control, and the suspension-by-wire system is responsible for the vehicle's driving stability.

[0028] Component degradation coefficients and trends are indicators used to quantify the changes in the performance of various components in a drive-by-wire chassis over time, usage intensity, or environmental factors. The degradation coefficient represents the degree of decline in the current performance of a component relative to its initial state, while the degradation trend describes the future direction or rate of change in component performance.

[0029] Compensation strategies refer to a series of technical measures taken to restore or maintain the expected performance of a drive-by-wire chassis by adjusting system parameters, control logic, or actuator outputs in response to component degradation. The aim is to proactively intervene and offset the negative impacts of component performance decline.

[0030] There are several methods for acquiring data from multiple subsystems of a drive-by-wire chassis. For example, operating data for a specific subsystem can be periodically collected using a single type of sensor installed on the vehicle, such as wheel speed sensors. Alternatively, operating parameters of a specific subsystem (e.g., the drive system only) can be manually read or recorded during regular vehicle diagnostics. Furthermore, limited fault codes or basic operating data can be obtained through the on-board diagnostic (OBD) interface. In some cases, data acquisition can also be performed by connecting an external device to the vehicle under preset test conditions. For example, during routine vehicle maintenance, technicians can obtain the operating current and voltage data of the drive motors using a device connected to the vehicle's diagnostic port.

[0031] Various data analysis methods can be employed to process the collected data and output component attenuation coefficients and trends. For example, a preset threshold comparison method can be used to compare the collected data with the component's initial baseline value. If the data exceeds a preset performance range, the component is considered to be attenuating, and a fixed attenuation coefficient is output. Alternatively, a simple linear regression model can be used to fit a straight line showing the performance change over time based on the component's historical operating data, thereby predicting its attenuation trend. Furthermore, a lookup table method can be used to match the collected data with the corresponding attenuation coefficient and trend in a preset attenuation lookup table. For instance, brake pedal travel data of the braking system can be collected and compared with the baseline travel of a new car. If the current travel exceeds a certain fixed percentage of the baseline travel, a preset brake component attenuation coefficient is output, assuming its attenuation trend is linearly increasing.

[0032] In implementing compensation strategies for each subsystem based on the component's attenuation coefficient and trend, various compensation measures can be adopted. For example, the fixed control parameters of a single subsystem (such as the drive system) can be adjusted to offset the attenuation effect. Performance loss can also be compensated by increasing or decreasing the fixed output of the actuator. Furthermore, a simple open-loop control method can be used, directly applying a preset compensation value based on the calculated attenuation coefficient. In some cases, if component attenuation is severe, performance can be restored by replacing the faulty component. For example, if the attenuation coefficient of the drive motor indicates a decrease in its output torque, the current input of the drive motor can be directly increased to compensate for the torque loss. If the attenuation trend of the steering system indicates a slower steering response, the steering motor's assist coefficient can be simply increased.

[0033] Furthermore, in one embodiment, the plurality of subsystems includes multiple of a drive system, a brake-by-wire system, a steering-by-wire system, and a suspension-by-wire system.

[0034] The drive system is the core of a vehicle's power supply; its performance degradation can manifest as insufficient power output, sluggish response, or increased energy consumption. Monitoring and compensating for the drive system ensures that the vehicle's acceleration and climbing ability remain at design levels. This can be achieved by collecting operating parameters such as current, voltage, speed, and temperature from components like the motor controller and battery management system to assess their health. The brake-by-wire system is responsible for the vehicle's braking function; its performance degradation can lead to increased braking distance, slower braking response, or inconsistent brake pedal feel. Compensating for the brake-by-wire system is crucial for ensuring driving safety. This can be achieved by monitoring data from brake pedal sensors, wheel speed sensors, and brake fluid pressure sensors to assess braking performance. The steer-by-wire system is responsible for the vehicle's steering; its performance degradation can manifest as poor steering feel, decreased steering precision, or abnormal return torque. Compensating for the steer-by-wire system helps maintain vehicle handling stability and driving comfort. This can be achieved by acquiring information from steering angle sensors, steering torque sensors, and motor current sensors to assess the steering system's condition. The steerable suspension system is responsible for a vehicle's ride stability and handling. Performance degradation in this system can lead to decreased ride comfort, poor vehicle attitude control, or reduced shock absorption. Compensating for the steerable suspension system can improve the vehicle's ride experience and road adaptability. This can be achieved by collecting data from sensors such as vehicle acceleration sensors, suspension travel sensors, and pressure sensors to evaluate the suspension system's performance. Clearly defining these core subsystems helps ensure comprehensive data collection and targeted compensation strategies.

[0035] The aforementioned technical solution clarifies that the multiple subsystems of the steer-by-wire chassis specifically include several components such as the drive system, brake-by-wire system, steering-by-wire system, and suspension-by-wire system. The solution presented in this application ensures comprehensive and systematic monitoring and compensation for the performance degradation of the core functional modules of the steer-by-wire chassis. This avoids compensation blind spots or incompleteness caused by omitting key subsystems, making data collection more targeted and degradation assessment more accurate. Consequently, the established compensation strategy can more effectively restore the overall performance of the steer-by-wire chassis, improving vehicle safety, reliability, and driving experience.

[0036] Furthermore, in one embodiment, step S10 includes: real-time acquisition of sensor layer data, actuator layer data, environmental condition data, and system health data of each subsystem in the multiple subsystems of the drive-by-wire chassis through a multi-source sensor system.

[0037] A multi-source sensor system refers to a collection of sensors integrating various types, capable of acquiring data from different dimensions and locations. Its function is to provide a comprehensive, three-dimensional data view to ensure accurate perception of the steerable chassis's operating status. This system may include, but is not limited to, inertial measurement units (IMUs), wheel speed sensors, steering angle sensors, brake pressure sensors, motor current / voltage sensors, temperature sensors, humidity sensors, and GPS receivers. Real-time acquisition means that the data acquisition process is synchronized with the occurrence of actual physical events, or with a very short delay, to ensure the timeliness and accuracy of the data. This is crucial for assessing the performance degradation of dynamically changing steerable chassis, enabling timely reflection of the system's current operating status and trends. Sensor-level data refers to raw data directly measured by physical sensors, such as wheel speed, steering angle, brake pedal travel, and suspension displacement. This data directly reflects the physical state and input information of the subsystem. Actuator-level data refers to data related to the control commands, response status, and feedback information of actuators (such as motors, hydraulic pumps, and solenoid valves) in the steerable chassis, such as drive motor torque, brake caliper pressure, steering motor current, and suspension damping force. These data reflect the execution status of control commands and the actual output of the actuators. Environmental condition data refers to the external environmental conditions in which the drive-by-wire chassis operates, such as road surface type, slope, coefficient of friction, ambient temperature, humidity, wind speed, and vehicle load. System health data reflects the operating status of various components or systems within the drive-by-wire chassis, such as battery health status, controller temperature, communication bus error rate, sensor fault diagnostic codes, software version information, and historical fault records. This data helps determine whether there are potential faults or anomalies within the system.

[0038] The proposed solution utilizes a multi-source sensor system to acquire multi-dimensional and multi-layered real-time data from various subsystems of the drive-by-wire chassis. Specifically, sensor-level data provides the most direct physical state information of the subsystems; actuator-level data reflects the execution effect of control commands and the response characteristics of the actuators; environmental condition data supplements the consideration of the impact of the external environment on system performance; and system health data reveals the operating status and potential faults of internal system components. This comprehensive and real-time hierarchical data acquisition mechanism allows the assessment of drive-by-wire chassis performance degradation to move beyond single-dimensional or lagging data, enabling the construction of a more complete and dynamic system. By integrating this rich data, the degradation characteristics of each subsystem component can be more accurately identified, including its degree of degradation and development trend, thus providing a solid data foundation for subsequent compensation strategies and significantly improving the accuracy of degradation assessment and the timeliness of compensation.

[0039] In some of the embodiments described above in this application, compensation strategies for each subsystem of the drive-by-wire chassis are proposed. However, in practical applications, the internal structures of each subsystem of the drive-by-wire chassis are complex, and their performance degradation may occur at different physical or functional levels, such as sensors, actuators, or electronic components. If only a uniform compensation strategy is adopted, it may not be possible to accurately compensate for the degradation characteristics at different levels, resulting in poor compensation effects or wasted resources.

[0040] In response, this application further proposes a step of implementing a compensation strategy for each subsystem based on the component attenuation coefficient and trend, including: implementing a layered compensation strategy for the sensor layer, actuator layer and electronic component layer of each subsystem respectively based on the component attenuation coefficient and trend.

[0041] The "layered compensation strategy" refers to logically dividing the various subsystems of the drive-by-wire chassis into different functional or physical layers, and independently designing and applying compensation measures for each layer. This strategy aims to address the problem of large differences in attenuation characteristics among different layers within the system, ensuring the accuracy and effectiveness of compensation. For example, specific compensation parameters or algorithms can be set for each layer based on attenuation models or historical data; alternatively, different compensation mechanisms can be employed, such as data calibration for the sensor layer, control parameter adjustment for the actuator layer, and error tolerance or redundancy management for the electronic component layer.

[0042] The proposed solution employs a layered compensation strategy for each subsystem of the drive-by-wire chassis. Based on the component attenuation coefficients and trends, it accurately identifies and compensates for the performance degradation of the sensor, actuator, and electronic component layers. This refined compensation mechanism allows for more targeted compensation measures, avoiding overcompensation or undercompensation that might result from a broad approach to the entire subsystem. By independently analyzing and processing the attenuation characteristics at different levels, the system can more effectively restore and maintain the overall performance of the drive-by-wire chassis, ensuring that the vehicle maintains its expected handling, stability, and safety during long-term operation. This method fully leverages a deep understanding of attenuation characteristics, refining compensation from a macroscopic to a microscopic level, thereby achieving more efficient and precise performance recovery.

[0043] Specifically, Kalman filtering is used to calibrate the signal to reduce sensor accuracy; adaptive algorithms are used to adjust motor control parameters to reduce actuator wear; and predictive control is used to generate instructions in advance to address electronic component delays.

[0044] In some embodiments described above, this application proposes acquiring data from multiple subsystems of a steerable drive chassis, processing the acquired data to output component attenuation coefficients and trends, and implementing a hierarchical compensation strategy for each subsystem based on these attenuation coefficients and trends. However, in the complex operating environment of a steerable drive chassis, the various subsystems (such as the drive system, brake-by-wire system, steering-by-wire system, and suspension-by-wire system) are not completely independent; their functions and performance are often closely coupled. When one subsystem experiences performance degradation, this degradation may affect other subsystems through coupling effects, leading to a non-linear decline in overall performance. Simply performing independent hierarchical compensation on each subsystem may not effectively solve this problem of coupling attenuation between multiple subsystems, thus limiting the recovery and stability of overall performance.

[0045] In one embodiment, please refer to Figure 2 Step S30 includes: S31: Based on the attenuation coefficients and trends of each subsystem, a collaborative compensation instruction is generated through a collaborative optimization algorithm to compensate for the coupling attenuation between multiple subsystems.

[0046] The "attenuation coefficients and trends based on each subsystem" refer to the quantitative indicators obtained after evaluating the performance degradation of each subsystem of the drive-by-wire chassis. The attenuation coefficient typically represents the degree of performance decline of a component or system relative to its initial or ideal state, and can be a percentage, ratio, or other dimensionless value. The trend describes how this attenuation changes over time, mileage, or usage conditions, such as linear attenuation, exponential attenuation, or periodic fluctuations. These data form the basis for subsequent compensation decisions, providing crucial information about "where the attenuation occurred," "how much attenuation occurred," and "how the attenuation will develop."

[0047] "Cooperative optimization algorithms" are computational methods designed to simultaneously consider multiple interrelated optimization objectives or variables and seek the overall optimal solution. Their role is to handle complex interactions between multiple subsystems, avoiding global suboptimal solutions or conflicts caused by local optimization. Possible implementations include: using multi-objective genetic algorithms to simulate natural selection and genetic mechanisms to find a Pareto optimal solution set among multiple objective functions, thereby balancing the compensation needs of different subsystems; or using model predictive control (MPC) to establish a predictive model that includes the dynamic models and coupling relationships of each subsystem, and to calculate the optimal control input at each time step through rolling optimization to minimize prediction errors and decay effects.

[0048] "Coordinated compensation instructions" are a set of specific commands calculated by the coordinated optimization algorithm based on the attenuation coefficients and trends of each subsystem, used to guide the actuators of each subsystem to perform compensation operations. These instructions are no longer independent adjustments to a single subsystem, but rather comprehensively consider the coupling relationships between multiple subsystems, aiming to optimize overall performance. For example, it may include fine-tuning of the torque output of the drive system, increasing or decreasing the pressure of the braking system, changing the amount of power steering, and adjusting the damping force of the suspension system, etc., and these adjustments are coordinated with each other.

[0049] "Compensating for coupling attenuation between multiple subsystems" refers to eliminating or mitigating the overall performance degradation caused by the mutual influence between different subsystems due to physical connections, control logic, or functional dependencies through holistic and coordinated compensation measures. For example, a decrease in drive system power may affect braking energy recovery efficiency, thereby affecting braking system performance; wear in the steering system may lead to increased vehicle vibration, thereby affecting the suspension system. The solution in this application aims to eliminate or mitigate the negative impacts of these interactions through holistic and coordinated compensation measures, ensuring the overall performance and stability of the drive-by-wire chassis.

[0050] The proposed solution involves acquiring and evaluating the component attenuation coefficients and trends of each subsystem of the drive-by-wire chassis, and then inputting this independent attenuation information, along with the known coupling relationships between the subsystems, into a collaborative optimization algorithm. The core of this algorithm lies in its ability to simultaneously consider the performance objectives and constraints of multiple subsystems, such as maximizing energy efficiency or minimizing vibration while ensuring vehicle stability. By comprehensively weighing and calculating these multiple objectives, the algorithm generates a set of coordinated compensation instructions. These instructions are applied to the entire drive-by-wire chassis system, not just a single subsystem. They guide the actuators of each subsystem to make coordinated adjustments, effectively offsetting or mitigating performance degradation caused by the coupling effects between multiple subsystems. For example, when the drive system and suspension system simultaneously experience attenuation and influence each other, the algorithm might generate a single instruction to adjust both the drive torque output curve and the suspension damping force in a coordinated manner to restore vehicle smoothness and handling, rather than adjusting only one of them independently. This holistic compensation mechanism can more comprehensively and effectively address the complex attenuation problem of the drive-by-wire chassis, ensuring that the system maintains a high level of performance and safety even under attenuation conditions.

[0051] The following is a concrete example to illustrate this. After evaluating the performance degradation of the drive system, brake system, steering system, and suspension system of the steer-by-wire chassis, their respective degradation coefficients and trends were obtained. For example, the motor efficiency of the drive system decreased by 5%, the braking response time of the braking system increased by 10ms, the steering clearance of the steering system increased by 0.5 degrees, and the damping coefficient of the suspension system decreased by 8%. Simultaneously, the system recognizes that the decrease in drive system efficiency indirectly affects regenerative braking, while the increased steering clearance may lead to increased vibration when the vehicle is driving on bumpy roads, thus affecting suspension performance. In this case, a collaborative optimization algorithm based on a multi-objective genetic algorithm can be used. This algorithm takes the aforementioned degradation coefficients and trends, the coupling model between subsystems, and preset performance objectives (such as vehicle stability, ride comfort, and energy consumption) as input. Through iterative calculation, the algorithm generates a series of Pareto-optimal compensation schemes. For example, one optimal solution might include: issuing commands to the drive system motor controller to slightly increase output torque under specific operating conditions to compensate for efficiency losses; simultaneously, issuing commands to the braking system controller to appropriately adjust the braking pressure curve during energy recovery to optimize energy recovery efficiency and avoid conflicts with drive system compensation; furthermore, issuing commands to the steering system controller to add a certain amount of power assist compensation during steering to counteract the effects of increased clearance; and issuing commands to the suspension system controller to fine-tune the damping force at specific vibration frequencies to collaboratively improve vehicle ride comfort. These commands are packaged into collaborative compensation commands and synchronously sent to the actuators of each subsystem, thereby achieving overall compensation for the coupling attenuation of multiple subsystems.

[0052] Through the above technical solution, this application can effectively solve the problem of coupling attenuation between multiple subsystems of a drive-by-wire chassis. By introducing a collaborative optimization algorithm on the basis of independent hierarchical compensation for each subsystem, it can comprehensively consider the attenuation state of each subsystem and their mutual influence, generating coordinated compensation commands. This not only avoids the problem of local optimization leading to global suboptimal results that may occur with compensation of a single subsystem, but also more comprehensively restores the overall performance of the drive-by-wire chassis, improving vehicle driving stability, handling, and ride comfort. Especially under complex operating conditions, this solution can effectively cope with the performance degradation caused by the collaborative action of multiple subsystems, ensuring that the drive-by-wire chassis can maintain near-new vehicle performance even after long-term use and component aging, significantly improving system reliability.

[0053] Furthermore, in one embodiment, please refer to Figure 3 Step S31 includes: S311: When driving on bumpy roads, establish a steering angle accuracy correction model and dynamically adjust the compensation gain coefficient of the steering motor based on the vibration frequency and amplitude data of the drive-by-wire suspension system. S312: Design a brake pressure pre-compensation mechanism based on road surface roughness identification. When the wheel speed sensor detects a fluctuation signal of a specific frequency, the brake controller increases the brake pressure compensation amount in advance. The compensation amount is proportional to the road surface excitation intensity. S313: Construct a torque distribution optimization model to dynamically limit the abrupt change rate of drive torque.

[0054] The establishment of a steering angle accuracy correction model aims to quantify and correct the deviation between the steering angle output and the expected value of the steer-by-wire system under specific operating conditions caused by component attenuation or external interference. This model can be based on state estimation algorithms such as Kalman filtering, extended Kalman filtering, or unscented Kalman filtering, fusing steering angle sensor data, vehicle dynamics models, and road information to estimate the actual accuracy of the steering angle in real time and predict its correction amount. Alternatively, machine learning models, such as neural networks or support vector machines, can be used, trained with a large amount of real-world driving data to learn the patterns of steering angle errors under different road conditions and attenuation levels, and output corresponding correction values. Dynamically adjusting the compensation gain coefficient of the steering motor based on the vibration frequency and amplitude data of the steer-by-wire suspension system is to address the impact of vehicle vibration caused by bumpy roads on steering accuracy. By using data from the steer-by-wire suspension system to adjust the compensation strength of the steering motor in real time, the anti-interference capability and accuracy of the steering system can be improved. This can be achieved by analyzing vibration frequency and amplitude data, identifying the road surface unevenness level, and then consulting a preset compensation gain coefficient lookup table, or by dynamically calculating the gain coefficient based on vibration intensity using a fuzzy logic controller.

[0055] This design incorporates a brake pressure pre-compensation mechanism based on road surface roughness identification. The aim is to pre-apply additional pressure compensation to the braking system when a vehicle travels over uneven road surfaces, offsetting the decrease in braking performance caused by factors such as wheel bounce and adhesion fluctuations, thereby improving braking response and stability. Road surface roughness identification can be achieved by analyzing the spectral characteristics or root mean square value of wheel speed sensor signals. For example, when the wheel speed signal exhibits significant fluctuations within a specific frequency range, it is identified as an uneven road surface. When the wheel speed sensor detects a fluctuation signal at a specific frequency, the brake controller pre-increases the brake pressure compensation amount. The compensation amount is proportional to the road surface excitation intensity. This clarifies the triggering conditions and compensation logic of the brake pressure pre-compensation mechanism, ensuring timely and appropriate compensation before road surface roughness causes a potential decrease in braking performance. The fluctuation signal at a specific frequency can be extracted from the wheel speed signal using methods such as Fast Fourier Transform or wavelet analysis. The brake controller can quantify the road surface excitation intensity based on the amplitude or energy of the fluctuation signal and increase the brake pressure proportionally.

[0056] A torque distribution optimization model is constructed to optimize the torque allocation to each drive wheel in multi-drive vehicles based on vehicle status, driver intent, and road conditions, thereby improving vehicle power, economy, and stability. This model can be based on vehicle dynamics models and optimization algorithms (such as quadratic programming, sequential quadratic programming, or genetic algorithms) to calculate the optimal torque distribution scheme in real time, aiming to minimize tire slip ratio, maximize traction, or minimize energy consumption. Dynamically limiting the abrupt change rate of drive torque aims to prevent excessive changes in drive torque within a short period, thereby reducing wheel slippage, impact, and vibration, and improving vehicle ride smoothness and stability, especially on low-traction surfaces or under rapid acceleration / deceleration conditions. This can be achieved by introducing a first-order or second-order low-pass filter into the torque control loop to smooth the desired torque command, thus limiting its rate of change.

[0057] This application's solution establishes a steering angle accuracy correction model when driving on bumpy roads and dynamically adjusts the steering motor's compensation gain coefficient based on the vibration frequency and amplitude data of the steer-by-wire suspension system. This enables the steer-by-wire system to effectively cope with the interference of road vibration on steering accuracy. Simultaneously, by designing a brake pressure pre-compensation mechanism based on road unevenness identification, when the wheel speed sensor detects a fluctuation signal at a specific frequency, the brake controller can preemptively increase the brake pressure compensation amount, and the compensation amount is proportional to the road excitation intensity, thus ensuring stable braking performance when the wheel bounces or adhesion fluctuates. Furthermore, by constructing a torque distribution optimization model and dynamically limiting the abrupt change rate of drive torque, vehicle instability or slippage caused by excessive instantaneous torque changes under complex road conditions is effectively avoided. These mechanisms work synergistically, enabling the steer-by-wire chassis to provide refined and scenario-specific compensation for coupling attenuation between subsystems when facing specific complex operating conditions, thereby improving the overall performance and safety of the chassis.

[0058] The following is a concrete example. When a vehicle is traveling on a continuous bumpy road, the sensors of the steer-by-wire suspension system collect high-frequency, large-amplitude vibration data in real time. This data is input into the steering angle accuracy correction model. Based on the vibration intensity—for example, when the vibration frequency exceeds 10Hz and the amplitude is greater than 5cm—the model dynamically calculates and adjusts the compensation gain coefficient of the steering motor, for example, from 0.8 to 1.2, to more effectively suppress the impact of road impacts on steering feel and accuracy. Simultaneously, the wheel speed sensors detect periodic fluctuations in wheel speed, such as significant amplitude changes within the 5-15Hz frequency range. Upon recognizing these fluctuations, the brake controller applies a pre-compensation pressure to the brake lines before or simultaneously with the driver pressing the brake pedal, based on the amplitude of the fluctuation signal (representing the road excitation intensity). For example, if the road excitation intensity is assessed as moderate, the brake pressure compensation can be increased by 50kPa; if assessed as high, it can be increased by 100kPa to ensure timely and effective braking response. Furthermore, the torque distribution optimization model continuously monitors the vehicle's driving status and road surface information. When the vehicle is driving on bumpy roads, the model dynamically adjusts the torque output of each drive wheel based on road adhesion estimation and vehicle stability requirements, and strictly limits the abrupt change rate of drive torque. For example, it limits the maximum torque change rate from the conventional 500 Nm / s to 200 Nm / s to avoid wheel slippage or vehicle instability caused by excessive instantaneous torque changes, thereby improving the vehicle's handling and safety in complex road conditions.

[0059] Through the above technical solutions, this application provides a refined and scenario-based compensation strategy to address the coupling attenuation problem among multiple subsystems in specific complex operating conditions such as driving on bumpy roads in a steerable chassis. Specifically, by establishing a steering angle accuracy correction model and dynamically adjusting the compensation gain coefficient of the steering motor based on vibration data from the steerable suspension system, the adverse effects of road vibration on steering accuracy are effectively suppressed, improving the stability and responsiveness of the steering system. By designing a brake pressure pre-compensation mechanism based on road unevenness identification and increasing the brake pressure compensation amount in advance based on specific fluctuation signals detected by wheel speed sensors, the braking efficiency and safety of the braking system under complex road conditions are significantly improved, avoiding a decrease in braking performance due to wheel bounce. By constructing a torque distribution optimization model and dynamically limiting the abrupt change rate of drive torque, wheel slippage and vehicle instability caused by torque transients under uneven road surfaces or low adhesion conditions are effectively prevented, thereby enhancing vehicle traction and ride comfort. Overall, these measures enable the drive-by-wire chassis to respond more intelligently and accurately to the coupling attenuation between subsystems when facing complex and ever-changing driving environments, significantly improving the overall performance, driving safety, and ride comfort of the drive-by-wire chassis.

[0060] Furthermore, in one embodiment, the steps following step S30 include: Determine whether the deviation of each parameter after compensation from the initial state parameter is less than a preset threshold; If the judgment deviation is not less than the preset threshold, the machine learning evaluation model is updated and the data processing, attenuation evaluation and compensation implementation steps are re-executed. If the deviation is less than the preset threshold, the data processing, attenuation assessment and compensation implementation steps are repeated.

[0061] The determination of whether the deviations of the compensated parameters from the initial state parameters are less than preset thresholds aims to evaluate the actual effectiveness of the compensation strategy. The effectiveness of the compensation can be quantified by comparing the differences between the compensated system parameters and the initial or ideal state parameters. This step can be achieved by collecting data from multiple subsystems of the drive-by-wire chassis again after compensation and comparing it with the baseline data or preset ideal performance indicators before compensation to calculate the deviations of various performance parameters (such as response time, stability, and accuracy). Alternatively, a performance evaluation model can be established, with the compensated system operating data input into the model. The model outputs a comprehensive performance indicator, which is then compared with a preset performance threshold. The preset threshold can be an acceptable range of performance deviation set according to vehicle design requirements, safety standards, or user experience needs.

[0062] If the deviation is not less than the preset threshold, the machine learning evaluation model is updated and the data processing, attenuation evaluation, and compensation implementation steps are re-executed. When the compensation effect is poor, i.e., the deviation is too large, the entire compensation process needs to be optimized and iterated. Updating the machine learning evaluation model is key to improving the accuracy of the evaluation and the intelligence of the compensation strategy. The machine learning evaluation model can be retrained based on historical data and current compensation effect data, adjusting the model parameters to more accurately predict the attenuation trend or evaluate the compensation effect. For example, reinforcement learning, adaptive control algorithms, etc., can be used. Re-executing the data processing, attenuation evaluation, and compensation implementation steps means that the system enters a closed-loop optimization process, generating a more accurate attenuation coefficient and a more effective compensation strategy through the new model and evaluation results.

[0063] If the deviation is less than a preset threshold, the data processing, attenuation assessment, and compensation implementation steps are re-executed. Even when the compensation effect meets expectations (i.e., the deviation is within an acceptable range), the system still needs continuous monitoring and compensation to address new attenuation or environmental changes. Re-executing the data processing, attenuation assessment, and compensation implementation steps signifies that the system has entered a periodic maintenance and optimization cycle to ensure the long-term stability of the drive-by-wire chassis performance. This continuous cycle can be set to trigger at fixed time intervals or when specific operating condition changes are detected to maintain the system's adaptive capability.

[0064] This application's solution introduces a performance verification step after implementing compensation strategies for each subsystem of the drive-by-wire chassis. First, the actual effect of the compensation is quantified by comparing the deviations of the compensated parameters with the initial parameters. This deviation calculation is based on real-time monitoring and evaluation of system performance. If the compensation effect is found to be unsatisfactory, i.e., the deviation is not less than a preset threshold, it indicates that the current compensation strategy or attenuation assessment model may be insufficient. In this case, the system intelligently updates its internal machine learning evaluation model, using the latest operating data and compensation feedback information to retrain the model or adjust its parameters, thereby improving the model's accuracy in attenuation prediction and compensation effect evaluation. Subsequently, based on the updated model, the system restarts the entire process of data processing, attenuation assessment, and compensation implementation, forming an adaptive optimization loop. Conversely, if the compensation effect is good, i.e., the deviation is less than the preset threshold, it indicates that the current compensation strategy is effective. However, to cope with new attenuation or environmental changes that may occur during long-term operation of the drive-by-wire chassis, the system will still periodically or under specific conditions re-execute the data processing, attenuation assessment, and compensation implementation steps to ensure continuous performance optimization and maintenance. This closed-loop feedback mechanism, combined with the aforementioned open-loop process of "acquiring data from multiple subsystems of the drive-by-wire chassis - processing the acquired data and outputting component attenuation coefficients and trends - implementing compensation strategies for each subsystem based on the component attenuation coefficients and trends," transforms the performance attenuation compensation of the drive-by-wire chassis from a one-time operation into a continuous adaptive and self-optimizing process, enabling the compensation strategy to be adjusted and improved based on actual results.

[0065] Secondly, embodiments of this application also provide a drive-by-wire chassis performance degradation compensation device.

[0066] In one embodiment, the drive-by-wire chassis performance degradation compensation device includes a data acquisition module, a performance degradation evaluation module, and a dynamic compensation control module. The data acquisition module is configured to acquire data from multiple subsystems of the drive-by-wire chassis; the performance degradation evaluation module is configured to process the acquired data from multiple subsystems and output the component degradation coefficient and trend; and the dynamic compensation control module is configured to implement compensation strategies for each subsystem.

[0067] In the technical solution of this embodiment, by dynamically acquiring and processing data of the drive-by-wire chassis system, outputting attenuation coefficients and trends, and implementing compensation strategies in real time, the problem of lack of real-time adaptability and insufficient coverage dimensions in the static compensation mechanism of the prior art is solved. It has the advantages of improving the real-time performance compensation and adaptability of drive-by-wire chassis, and enhancing the system control accuracy and stability.

[0068] Thirdly, this application provides a drive-by-wire chassis performance degradation compensation device, which can be a personal computer (PC), laptop computer, server or other device with data processing capabilities.

[0069] Reference Figure 4 , Figure 4 This is a schematic diagram of the hardware structure of the drive-by-wire chassis performance degradation compensation device involved in the embodiments of this application. In the embodiments of this application, the drive-by-wire chassis performance degradation compensation device may include a processor, a memory, a communication interface, and a communication bus.

[0070] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0071] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the drive-by-wire chassis performance degradation compensation device, as well as interfaces used for interconnecting the drive-by-wire chassis performance degradation compensation device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0072] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0073] The processor can be a general-purpose processor, which can call the drive-by-wire chassis performance degradation compensation program stored in the memory and execute the drive-by-wire chassis performance degradation compensation method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the drive-by-wire chassis performance degradation compensation program is called can refer to the various embodiments of the drive-by-wire chassis performance degradation compensation method of this application, and will not be repeated here.

[0074] Those skilled in the art will understand that Figure 4The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0075] Fourthly, embodiments of this application also provide a readable storage medium.

[0076] The present application has a readable storage medium storing a drive-by-wire chassis performance degradation compensation program, wherein when the drive-by-wire chassis performance degradation compensation program is executed by a processor, it implements the steps of the drive-by-wire chassis performance degradation compensation method as described above.

[0077] The method implemented when the drive-by-wire chassis performance degradation compensation procedure is executed can be referred to in various embodiments of the drive-by-wire chassis performance degradation compensation method of this application, and will not be repeated here.

[0078] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0079] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0080] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0081] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0082] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0083] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0084] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for compensating for performance degradation of a drive-by-wire chassis, characterized in that, Includes the following steps: Acquire data from multiple subsystems of the drive-by-wire chassis; Process the acquired data and output the component attenuation coefficient and trend; Based on the attenuation coefficient and trend of the components, a compensation strategy is implemented for each subsystem.

2. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 1, characterized in that, The multiple subsystems include multiple components of the drive system, brake-by-wire system, steering-by-wire system, and suspension-by-wire system.

3. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 1 or 2, characterized in that, The steps for acquiring data from multiple subsystems of the drive-by-wire chassis include: The system uses a multi-source sensor system to collect real-time sensor layer data, actuator layer data, environmental condition data, and system health data from various subsystems of the drive-by-wire chassis.

4. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 3, characterized in that, The steps for implementing compensation strategies for each subsystem based on the component attenuation coefficient and trend include: Based on the attenuation coefficient and trend of the components, a hierarchical compensation strategy is implemented for the sensor layer, actuator layer and electronic component layer of each subsystem.

5. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 1, characterized in that, The steps for implementing compensation strategies for each subsystem based on the component attenuation coefficient and trend include: Based on the attenuation coefficients and trends of each subsystem, a collaborative compensation instruction is generated through a collaborative optimization algorithm to compensate for the coupling attenuation between multiple subsystems.

6. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 5, characterized in that, The step of generating collaborative compensation instructions based on the attenuation coefficients and trends of each subsystem using a collaborative optimization algorithm to compensate for the coupling attenuation between multiple subsystems includes: When driving on bumpy roads, a steering angle accuracy correction model is established, and the compensation gain coefficient of the steering motor is dynamically adjusted based on the vibration frequency and amplitude data of the drive-by-wire suspension system. The design incorporates a brake pressure pre-compensation mechanism based on road surface roughness identification. When the wheel speed sensor detects a fluctuation signal at a specific frequency, the brake controller increases the brake pressure compensation amount in advance. The compensation amount is proportional to the road surface excitation intensity. A torque distribution optimization model is constructed to dynamically limit the abrupt change rate of drive torque.

7. The method for compensating for performance degradation of a drive-by-wire chassis according to claim 1, characterized in that, Based on the component attenuation coefficients and trends, the steps following the implementation of compensation strategies for each subsystem include: Determine whether the deviation of each parameter after compensation from the initial state parameter is less than a preset threshold; If the judgment deviation is not less than the preset threshold, the machine learning evaluation model is updated and the data processing, attenuation evaluation and compensation implementation steps are re-executed. If the deviation is less than the preset threshold, the data processing, attenuation assessment and compensation implementation steps are repeated.

8. A drive-by-wire chassis performance degradation compensation device, characterized in that, The drive-by-wire chassis performance degradation compensation device includes: The data acquisition module is configured to acquire data from multiple subsystems of the drive-by-wire chassis. The performance degradation assessment module is configured to process data from multiple subsystems and output component degradation coefficients and trends; and, The dynamic compensation control module is configured to implement compensation strategies for each subsystem.

9. A drive-by-wire chassis performance degradation compensation device, characterized in that, The drive-by-wire chassis performance degradation compensation device includes a processor, a memory, and a drive-by-wire chassis performance degradation compensation program stored in the memory and executable by the processor, wherein when the drive-by-wire chassis performance degradation compensation program is executed by the processor, it implements the steps of the drive-by-wire chassis performance degradation compensation method as described in any one of claims 1 to 7.

10. A readable storage medium, characterized in that, The readable storage medium stores a drive-by-wire chassis performance degradation compensation program, wherein when the drive-by-wire chassis performance degradation compensation program is executed by a processor, it implements the steps of the drive-by-wire chassis performance degradation compensation method as described in any one of claims 1 to 7.

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