Hub bearing impact protection control method, system, vehicle, storage medium and product

Abstract

This application relates to the field of active protection control technology for automotive wheel bearings, and particularly to a wheel bearing shock protection control method, system, vehicle, storage medium, and product. The method includes: acquiring vehicle data, road data, and the stress value of the wheel bearing; if the stress value of the wheel bearing is greater than a first stress threshold, determining the actual operating conditions of the vehicle based on the vehicle data and road data, and determining a target control strategy based on the actual operating conditions; controlling an active control device to execute wheel bearing shock protection actions according to the target control strategy until the stress value of the wheel bearing is less than a second stress threshold, and the second stress threshold is greater than the first stress threshold. This solves the problems in related technologies where wheel bearings are difficult to protect effectively under harsh environmental impact conditions, leading to the inability to suppress dynamic loads on the bearing in a timely manner, resulting in the risk of overload damage or even failure.

Description

Technical Field

[0001] This application relates to the field of active protection control technology for automotive wheel hub bearings, and in particular to a wheel hub bearing anti-shock control method, system, vehicle, storage medium, and product. Background Technology

[0002] When a vehicle encounters uneven road surfaces, potholes, speed bumps, or turns, these impact loads are directly transmitted to the wheel hub bearings. This causes stress concentration within the bearing, leading to deformation and indentation in the raceways. Prolonged rolling can result in spalling, affecting the bearing's service life. Wheel hub bearings are also vulnerable to severe impacts in harsh environments, making it difficult to effectively protect them from dynamic loads and increasing the risk of overload damage or even failure. Summary of the Invention

[0003] This application provides a wheel hub bearing shock protection control method, system, vehicle, storage medium, and product to solve the problems in related technologies, such as the difficulty in effectively protecting wheel hub bearings under harsh environmental impact conditions, resulting in the inability to suppress dynamic loads on the bearings in a timely manner, leading to the risk of overload damage or even failure.

[0004] The first aspect of this application provides a wheel hub bearing anti-impact control method, comprising the following steps: acquiring vehicle data, road data, and the stress value of the wheel hub bearing; if the stress value of the wheel hub bearing is greater than a first stress threshold, determining the actual operating condition of the vehicle based on the vehicle data and road data, and determining a target control strategy based on the actual operating condition; controlling an active control device to perform wheel hub bearing anti-impact actions according to the target control strategy until the stress value of the wheel hub bearing is less than a second stress threshold, and the second stress threshold is greater than the first stress threshold.

[0005] Optionally, the target control strategy is determined based on the actual operating conditions, including: obtaining a correspondence table between the actual operating conditions and the control strategy; and determining the target control strategy based on the actual operating conditions and the correspondence table.

[0006] Optionally, the target control strategy is determined based on the actual operating conditions and the corresponding relationship table, including: if the actual operating condition is that the vehicle is traveling straight with uneven road conditions ahead, the target control strategy includes at least one of the following: reducing suspension stiffness, reducing vehicle height, reducing vehicle speed, reducing drive torque, reducing tire pressure, and increasing damping force; if the actual operating condition is at least one of left and right wheel roll conditions and turning conditions, the target control strategy includes at least one of the following: increasing suspension stiffness, increasing roll angle stiffness, increasing tire pressure, reducing vehicle height, adjusting steering speed, adjusting transmission ratio, and adjusting the difference in tire pressure between the left and right tires; if the actual operating condition is at least one of steering limit conditions and turning interference conditions, the target control strategy includes at least one of the following: limiting steering force, limiting steering angle, and reducing motor torque output; if the actual operating condition is at least one of the following: turning conditions, braking conditions, and entering a curve conditions, the target control strategy includes at least one of the following: adjusting steering speed, adjusting steering force, adjusting steering angle, adjusting transmission ratio, adjusting braking force, and reducing vehicle speed.

[0007] Optionally, before determining the actual operating condition of the vehicle based on the vehicle data and road data, the method further includes: if the actual operating condition cannot be determined based on the vehicle data and road data, then when the stress value of the wheel hub bearing is greater than the second stress threshold, a warning prompt action is executed.

[0008] Optionally, the vehicle data includes at least one of the following: steering wheel angle signal, left and right vehicle speed signal, yaw sensor signal, brake pedal signal, and IMU (Inertial Measurement Unit) signal.

[0009] A second aspect of this application provides a wheel hub bearing anti-impact control system, comprising: an active control device; a sensor assembly for collecting vehicle data, road data, and stress values ​​of the wheel hub bearing; and a vehicle controller connected to both the active control device and the sensor assembly, wherein the vehicle controller executes a computer program to implement the wheel hub bearing anti-impact control method as described in the above embodiment.

[0010] Optionally, the active control device includes a suspension control module, a drive control module, a steering control module, a brake control module, and a tire pressure control module. The suspension control module is used to adjust at least one of the air spring, the variable damping shock absorber, and the vehicle height. The drive control module is used to adjust at least one of the maximum input torque of the motor and the motor speed. The steering control module is used to adjust at least one of the steering angle, steering force, steering speed, and steering ratio. The brake control module is used to adjust at least one of the braking force magnitude, braking force distribution, and braking force speed. The tire pressure control module is used to adjust the tire pressure.

[0011] A third aspect of this application provides a vehicle including a wheel hub bearing anti-impact control system as described in the above embodiments.

[0012] The fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which, when executed, implement the wheel hub bearing anti-shock control method as described above.

[0013] The fifth aspect of this application provides a computer program product, including a computer program or instructions, which, when executed, implement the wheel hub bearing anti-shock control method as described in the above embodiments.

[0014] Therefore, this application has at least the following beneficial effects:

[0015] This application embodiment can acquire vehicle data, road data, and the stress value of the wheel hub bearing. If the stress value of the wheel hub bearing is greater than a first stress threshold, the actual operating condition of the vehicle is determined based on the vehicle data and road data, and a target control strategy is determined based on the actual operating condition. According to the target control strategy, the active control device is controlled to execute anti-impact actions on the wheel hub bearing until the stress value of the wheel hub bearing is less than a second stress threshold, and the second stress threshold is greater than the first stress threshold. This allows for timely suppression of the dynamic load on the bearing, effectively preventing overload damage and significantly improving the reliability and service life of the wheel hub bearing under impact conditions. Therefore, it solves the problems in related technologies where wheel hub bearings are difficult to effectively protect under harsh environmental impact conditions, leading to the inability to timely suppress the dynamic load on the bearing, resulting in the risk of overload damage or even failure.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the impact indentation of a wheel hub bearing according to an embodiment of this application; Figure 2 This is a flowchart of a wheel hub bearing anti-shock control method provided according to an embodiment of this application; Figure 3 This is a flowchart of a wheel hub bearing anti-shock control according to an embodiment of this application; Figure 4 This is a schematic diagram of the force acquisition of a wheel hub bearing according to an embodiment of this application; Figure 5 This is a block diagram of a wheel hub bearing anti-impact control system provided according to an embodiment of this application. Detailed Implementation

[0018] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0019] As a key component of the automotive chassis system, wheel bearings directly affect the vehicle's driving safety and comfort. During operation, vehicles frequently encounter impact loads from uneven road surfaces, potholes, speed bumps, and cornering. Figure 1 As shown, impact loads are directly transmitted to the wheel hub bearing, causing stress concentration, deformation, and indentation in the raceways within the bearing. Prolonged rolling can lead to spalling, accelerating bearing wear and failure, generating vibration and noise, and shortening the bearing's service life. In related technologies, wheel hub bearings rely on their structural strength and lubrication to resist impact loads. Therefore, wheel hub bearings are difficult to effectively protect against impacts in harsh environments, resulting in the inability to promptly suppress dynamic loads on the bearing, leading to the risk of overload damage or even failure.

[0020] The following description, with reference to the accompanying drawings, outlines an embodiment of a wheel hub bearing shock protection control method, system, vehicle, storage medium, and product according to this application. Addressing the problem mentioned in the background art where wheel hub bearings are difficult to effectively protect under harsh environmental impact conditions, leading to the inability to promptly suppress dynamic loads on the bearings and the risk of overload damage or even failure, this application provides a wheel hub bearing shock protection control method. In this method, vehicle data, road data, and the stress value of the wheel hub bearing are acquired. If the stress value of the wheel hub bearing is greater than a first stress threshold, the actual operating conditions of the vehicle are determined based on the vehicle data and road data, and a target control strategy is determined based on these actual operating conditions. According to the target control strategy, an active control device is controlled to execute wheel hub bearing shock protection actions until the stress value of the wheel hub bearing is less than a second stress threshold, and the second stress threshold is greater than the first stress threshold. This allows for timely suppression of dynamic loads on the bearing, effectively preventing overload damage and significantly improving the reliability and service life of the wheel hub bearing under impact conditions. Therefore, this solves the problem in the related art where wheel hub bearings are difficult to effectively protect under harsh environmental impact conditions, leading to the inability to promptly suppress dynamic loads on the bearings and the risk of overload damage or even failure.

[0021] Specifically, Figure 2 This is a flowchart of a wheel hub bearing anti-impact control method provided in an embodiment of this application.

[0022] like Figure 2 As shown, the shock protection control method for wheel hub bearings includes the following steps: In step S201, vehicle data, road data, and stress values ​​of wheel bearings are obtained.

[0023] Among them, vehicle data refers to parameters that reflect the current operating status of the vehicle; road data refers to information that reflects the impact characteristics of the road surface; and the stress value of the wheel hub bearing refers to a physical quantity that characterizes the magnitude of the internal stress borne by the wheel hub bearing during operation.

[0024] It is understood that by acquiring vehicle data, road data, and stress values ​​of wheel bearings, the embodiments of this application can perceive the vehicle's operating status, external impact risks, and actual bearing stress in real time. This provides a complete input basis for subsequent stress over-limit triggering condition identification and target control strategies, thereby achieving accurate prediction and active protection of wheel bearing impact loads.

[0025] In some embodiments, the vehicle data includes at least one of the following: steering wheel angle signal, left and right vehicle speed signal, yaw sensor signal, brake pedal signal, and IMU signal.

[0026] Among them, the steering wheel angle signal refers to the steering wheel rotation angle information that represents the driver's steering intention; the left and right vehicle speed signals refer to the real-time rotation speed information of the left and right wheels of the vehicle; the yaw sensor signal refers to the yaw angular velocity information that reflects the vehicle's rotation state around the vertical axis; the brake pedal signal refers to the pedal travel or pressure information that represents the intensity of the driver's braking operation; and the IMU signal refers to the vehicle acceleration and angular velocity information output by the inertial measurement unit.

[0027] It is understood that by acquiring at least one of the steering wheel angle signal, left and right vehicle speed signal, yaw sensor signal, brake pedal signal and IMU signal as vehicle data, the actual driving conditions of the vehicle can be accurately identified, providing a reliable basis for subsequent target control strategies triggered by stress over-limit, thereby improving the accuracy and responsiveness of wheel hub bearing anti-impact control.

[0028] In step S202, if the stress value of the wheel hub bearing is greater than the first stress threshold, the actual working condition of the vehicle is determined based on the vehicle data and road data, and the target control strategy is determined based on the actual working condition.

[0029] Among them, the first stress threshold refers to the pre-set stress critical value used to determine whether the wheel hub bearing has entered an impact risk state; the actual working condition refers to the specific driving scenario in which the vehicle is currently located, including potholes, speed bumps, turns, or normal road surfaces; the target control strategy refers to the control scheme preset for different actual working conditions to reduce the stress on the wheel hub bearing.

[0030] It is understood that in this embodiment of the application, when the stress value of the wheel hub bearing is greater than the first stress threshold, the actual working condition of the vehicle is determined based on the vehicle data and road data, and the corresponding target control strategy is determined accordingly. This can achieve differentiated response to different impact scenarios, avoid "one-size-fits-all" control, and improve the pertinence and effectiveness of anti-impact measures.

[0031] In some embodiments, determining the target control strategy based on the actual operating conditions includes: obtaining a correspondence table between the actual operating conditions and the control strategy; and determining the target control strategy based on the actual operating conditions and the correspondence table.

[0032] The correspondence table refers to a pre-stored data table that maps different actual operating conditions to corresponding control strategies.

[0033] It is understood that the embodiments of this application obtain a correspondence table between actual working conditions and control strategies, and determine the target control strategy based on the actual working conditions and the correspondence table. This enables the rapid and accurate matching of control schemes suitable for the current impact scenario, thereby improving the response speed and execution reliability of the wheel hub bearing anti-impact control.

[0034] In some embodiments, determining the target control strategy based on the actual operating conditions and the corresponding relationship table includes: if the actual operating condition is that the vehicle is traveling straight with uneven road conditions ahead, the target control strategy includes at least one of the following: reducing suspension stiffness, reducing vehicle height, reducing vehicle speed, reducing drive torque, reducing tire pressure, and increasing damping force; if the actual operating condition is at least one of left and right wheel roll conditions and turning conditions, the target control strategy includes at least one of the following: increasing suspension stiffness, increasing roll angle stiffness, increasing tire pressure, reducing vehicle height, adjusting steering speed, adjusting transmission ratio, and adjusting the difference in tire pressure between the left and right tires; if the actual operating condition is at least one of steering limit conditions and turning interference conditions, the target control strategy includes at least one of the following: limiting steering force, limiting steering angle, and reducing motor torque output; if the actual operating condition is at least one of the following: turning conditions, braking conditions, and entering a curve conditions, the target control strategy includes at least one of the following: adjusting steering speed, adjusting steering force, adjusting steering angle, adjusting transmission ratio, adjusting braking force, and reducing vehicle speed.

[0035] Among them, uneven road conditions refer to road sections with potholes, speed bumps, or undulations; suspension stiffness refers to the ability of the suspension system to resist deformation; vehicle height refers to the vertical distance of the vehicle chassis relative to the ground; vehicle speed refers to the current speed of the vehicle; drive torque refers to the torque output by the motor or engine to drive the wheels; tire pressure refers to the internal gas pressure of the tires; damping force refers to the magnitude of the resistance generated by the shock absorber during operation; left and right wheel camber conditions refer to the state in which the vehicle body tilts due to road surface height differences or lateral acceleration; cornering conditions refer to the state in which the vehicle travels along a curved path; roll angle stiffness refers to the vehicle's ability to resist roll deformation; steering speed refers to the speed at which the steering wheel turns; and gear ratio refers to the ratio of the input and output rotation speeds of the steering system. The proportional relationship between angles; the difference in tire pressure between the left and right tires refers to the difference in ground contact height caused by different tire pressures; the steering limit condition refers to the condition where the steering wheel angle or steering force reaches the maximum design allowable value; the turning interference and obstruction condition refers to the state in which the vehicle becomes dynamically unstable due to external interference during turning; the steering force refers to the operating force applied by the driver to the steering wheel; the steering angle refers to the deflection angle of the wheel relative to the longitudinal centerline of the vehicle; the motor torque output refers to the magnitude of the torque currently output by the drive motor; the steering condition refers to the state in which the vehicle is performing a steering operation; the braking condition refers to the state in which the vehicle is applying brakes; the entry into a curve condition refers to the transition state of the vehicle from a straight line to a curve; the braking force refers to the deceleration torque applied to the wheels by the braking system.

[0036] It is understood that the embodiments of this application determine the target control strategy based on the actual working conditions and the corresponding relationship table. For different working conditions such as uneven road conditions, left and right wheel roll, turning, steering limits, turning interference, braking and entering a curve, at least one control action is executed, including adjusting suspension stiffness, vehicle height, vehicle speed, drive torque, tire pressure, damping force, roll angle stiffness, steering speed, transmission ratio, left and right tire pressure height difference, steering force, steering angle, motor torque output and braking force. This can achieve multi-dimensional and scenario-based active suppression of wheel hub bearing impact load, effectively reduce stress concentration, prevent raceway damage, and improve protection accuracy and system response adaptability.

[0037] In some embodiments, before determining the actual operating condition of the vehicle based on vehicle data and road data, the method further includes: if the actual operating condition cannot be determined based on vehicle data and road data, then when the stress value of the wheel hub bearing is greater than a second stress threshold, a warning prompt action is executed.

[0038] The second stress threshold is a pre-set stress threshold that is higher than the first stress threshold, used to trigger a warning. The warning is a message issued through the instrument panel or human-machine interface to remind the driver of a current misuse of the operating condition or a serious impact risk.

[0039] It is understood that when the actual working conditions cannot be determined based on vehicle data and road data, if the stress value of the wheel hub bearing is greater than the second stress threshold, the embodiment of this application will execute a warning action. This can promptly warn the driver in abnormal or high-risk scenarios where the control strategy cannot be matched, avoid continuous misuse leading to bearing overload damage, and improve system robustness and user safety.

[0040] In step S203, the active control device is controlled to perform the anti-impact action of the wheel hub bearing according to the target control strategy until the stress value of the wheel hub bearing is less than the second stress threshold and the second stress threshold is greater than the first stress threshold.

[0041] Among them, the active control device refers to the vehicle electronic control actuator used to perform anti-shock control; the wheel hub bearing anti-shock action refers to adjusting the vehicle state through the active control device to reduce the force on the wheel hub bearing.

[0042] It is understood that, according to the target control strategy, the active control device in this application performs the anti-impact action of the wheel hub bearing, and continuously adjusts until the stress value of the wheel hub bearing is less than the second stress threshold (which is greater than the first stress threshold). This ensures that the impact load is effectively suppressed to a safe level before the protection is withdrawn, avoiding premature termination of control and repeated over-limits, thereby achieving closed-loop and reliable protection for the wheel hub bearing.

[0043] Specifically, such as Figure 3 As shown, the wheel hub bearing anti-shock control process includes: In step 301, the VCU (Vehicle Control Unit) control module monitors the input signals in real time and acquires bearing stress and strain signals, steering wheel angle signals, left and right vehicle speed signals, yaw sensor signals, brake pedal signals, radar signals, visual perception scene signals, and IMU signals.

[0044] Specifically, firstly, vehicle-mounted cameras and sensors such as visual recognition and radar are used to collect road condition information in real time. Strain sensors installed on the wheel hub bearings can monitor the deformation of the bearing grooves in real time. Figure 4 As shown, the strain sensor is integrated on the outer ring of the bearing, which can monitor the force and deformation of the raceway in real time, determine whether the bearing force exceeds the set target threshold, and identify whether the wheel hub bearing is subjected to impact load, as well as the magnitude and direction of the impact load. The sensors required by the control module include displacement sensors, strain sensors, wheel speed sensors, yaw sensors, steering angle sensors, inertial measurement units, brake pressure sensors, and vehicle height sensors, etc., which transmit signals to the vehicle's VCU module in real time. The vehicle's VCU determines the vehicle's operating mode based on this information and controls it according to the preset control strategy.

[0045] In step 302, the stress value of the wheel hub bearing is collected in real time.

[0046] In step 303, it is determined whether the stress value of the wheel hub bearing is less than the second stress threshold. If the stress value of the wheel hub bearing is not less than the second stress threshold, it is fed back and stored in the VCU. If the stress value of the wheel hub bearing is less than the second stress threshold, the operation ends.

[0047] Specifically, when vehicle sensors, such as those for vehicle vision recognition, cannot detect or predict operating conditions, and the stress value of the wheel hub bearing exceeds the second stress threshold, a warning prompt is issued and stored in the strategy library and MCU (Microcontroller Unit) to prevent misuse of the operation from causing premature failure of the internal components of the bearing.

[0048] In step 304, road condition data and vehicle operating condition information are collected, detected, and fed back.

[0049] In step 305, it is determined whether the working condition meets the set conditions, that is, whether the current working condition is an impact condition such as a sharp turn, emergency braking, acceleration over a pothole, or excessive lateral tilt. If the set conditions are met, the process proceeds to the next step.

[0050] In step 306, if the set conditions are met, it is then determined whether the stress value of the wheel hub bearing is less than the first stress threshold. If the stress value of the wheel hub bearing is not less than the first stress threshold, the working condition determination operation is initiated, and different working conditions are executed.

[0051] In step 307, if the current operating condition is that the vehicle is traveling straight ahead on an uneven road, the suspension control module, tire pressure control module, and drive control module are executed to reduce suspension stiffness, reduce vehicle height, reduce vehicle speed, reduce drive torque, reduce tire pressure, and increase damping force by at least one of the following:

[0052] Specifically, when uneven or pothole-like road conditions are detected ahead while driving straight, the system adjusts according to whether the detected stress value of the wheel bearing exceeds the first stress threshold. If the set conditions are met, the system adjusts according to a preset control strategy: the suspension control module adaptively reduces suspension stiffness (air spring stiffness, tire pressure reduction stiffness) and vehicle height, and increases damping force; the drive control module reduces vehicle speed and torque to reduce impact acceleration; and the tire pressure control module reduces tire pressure to reduce tire stiffness, thereby reducing the vertical force impact load coefficient when passing through extreme road surfaces, absorbing impact vibration, and offsetting or weakening the impact load on the bearing, until the stress value detected in the wheel bearing is less than the second stress threshold.

[0053] In step 308, if the current operating condition is at least one of left and right wheel tilt and cornering, the suspension control module and steering control module are executed to increase suspension stiffness, increase roll angle stiffness, increase tire pressure, lower vehicle height, adjust steering speed, adjust transmission ratio, and adjust the height difference between left and right tire pressures. At this point, it continues to determine whether the wheel bearing stress value is less than a second stress threshold. If it is not less than the second stress threshold, the process returns to the module execution until the wheel bearing stress value is less than the second stress threshold. Then, the operation ends, and the data is stored in the VCU.

[0054] Specifically, when the vehicle is detected to be in a state of left or right wheel tilt or turning, or when the left and right wheels are traveling in a straight line or making a sharp turn on a road surface with unequal heights (left and right wheel ramps), and the stress value of the wheel hub bearing is detected to exceed the first stress threshold, if the set conditions are met, adjustments are made according to the preset control strategy: the suspension control module increases the suspension stiffness, roll angle stiffness, and lowers the center of gravity height (lowers the suspension height) to reduce the increase in wheel load on one side due to tilt and to reduce the amplitude of lateral force; the steering control module adjusts the steering speed and transmission ratio to control understeer or oversteer; and the tire pressure control module increases stiffness and adjusts the height difference between the left and right tire pressures to reduce the impact of lateral force, until the stress value detected by the wheel hub bearing is less than the second stress threshold.

[0055] In step 309, if the current operating condition is at least one of steering limit and turning interference obstruction, then the steering control module and drive control module are executed to limit the steering force, limit the steering angle, and reduce the motor torque output at least one. At this point, it continues to determine whether the wheel hub bearing stress value is less than the second stress threshold. If it is not less than the second stress threshold, the process returns to the module execution until the wheel hub bearing stress value is less than the second stress threshold. Then, the operation ends, and the data is stored in the VCU.

[0056] Specifically, when the vehicle's visual recognition sensor detects that the vehicle is in an abusive condition such as steering limit or external interference, i.e. when the vehicle cannot achieve the steering angle as intended, or when it is interfered with or obstructed by external objects during turning, if the stress strain of the wheel hub bearing exceeds the first stress threshold, adjustments are made according to the preset control strategy: the steering control module controls and limits the steering force or steering angle, and the drive control module reduces the motor torque output to reduce the impact of lateral force on the wheel, so as to prevent the steering angle from continuing to increase and causing internal damage to the wheel hub bearing, impact noise problems in the internal grooves, and to protect the internal components of the wheel hub bearing, until the stress value detected by the wheel hub bearing is less than the second stress threshold.

[0057] In step 310, if the current operating condition is at least one of steering, braking, and entering a curve, then the steering control module, braking control module, and drive control module are executed to adjust at least one of the following: steering speed, steering force, steering angle, transmission ratio, braking force, and vehicle speed reduction. At this point, it is further determined whether the wheel bearing stress value is less than a second stress threshold. If it is not less than the second stress threshold, the process returns to module execution until the wheel bearing stress value is less than the second stress threshold. Then, the operation ends, and the data is stored in the VCU.

[0058] Specifically, when conditions such as high-speed steering, braking, or entering a curve are detected, if the stress value of the wheel hub bearing exceeds the first stress threshold, adjustments are made according to the preset control strategy: the steering control module adjusts the steering speed, steering force, steering angle, and transmission ratio; the drive control module reduces the vehicle speed; and the braking control module limits the braking speed and adjusts the braking force to prevent sudden deceleration and turning, which could cause excessive lateral force, until the stress value detected by the wheel hub bearing is less than the second stress threshold.

[0059] It should be noted that the storage medium contains a computer program that feeds back the operating conditions and control strategies to the vehicle's VCU for storage, memory, and iterative improvement. The vehicle's VCU then uses similar data from subsequent real-vehicle feedback to predict and control parameters such as vehicle suspension, power, and braking, achieving rapid and precise control.

[0060] According to the wheel hub bearing anti-impact control method proposed in this application, vehicle data, road data, and the stress value of the wheel hub bearing are acquired. If the stress value of the wheel hub bearing is greater than a first stress threshold, the actual working condition of the vehicle is determined based on the vehicle data and road data, and a target control strategy is determined based on the actual working condition. The active control device is controlled to execute wheel hub bearing anti-impact actions according to the target control strategy until the stress value of the wheel hub bearing is less than a second stress threshold and the second stress threshold is greater than the first stress threshold. This allows for timely suppression of the dynamic load on the bearing, effectively preventing overload damage and significantly improving the reliability and service life of the wheel hub bearing under impact conditions. Therefore, this solves the problems in related technologies where wheel hub bearings are difficult to effectively protect under harsh environmental impact conditions, leading to the inability to timely suppress the dynamic load on the bearing, resulting in the risk of overload damage or even failure.

[0061] Next, with reference to the accompanying drawings, a hub bearing anti-shock control system proposed according to an embodiment of this application is described.

[0062] Figure 5 This is a block diagram of the wheel hub bearing anti-impact control system according to an embodiment of this application.

[0063] like Figure 5As shown, the wheel hub bearing anti-shock control system includes: an active control device 100, a sensor assembly 200, and a vehicle controller 300.

[0064] The system includes an active control device 100; a sensor assembly 200 for collecting vehicle data, road data, and stress values ​​of wheel bearings; and a vehicle controller 300 connected to both the active control device and the sensor assembly. The vehicle controller executes a computer program to implement the wheel bearing anti-impact control method as described in the above embodiment.

[0065] It is understood that the embodiments of this application collect vehicle data, road data and stress values ​​of wheel bearings through sensor components, and the vehicle controller executes the wheel bearing anti-impact control method based on the collected data, controlling the active control device to implement anti-impact actions, thereby realizing real-time perception, intelligent judgment and closed-loop control of the stress state of the wheel bearing, effectively preventing overload damage and improving system integration and protection reliability.

[0066] In some embodiments, the active control device includes a suspension control module, a drive control module, a steering control module, a brake control module, and a tire pressure control module. The suspension control module is used to adjust at least one of the air spring, the variable damping shock absorber, and the vehicle height. The drive control module is used to adjust at least one of the maximum input torque of the motor and the motor speed. The steering control module is used to adjust at least one of the steering angle, steering force, steering speed, and steering ratio. The brake control module is used to adjust at least one of the braking force magnitude, braking force distribution, and braking force speed. The tire pressure control module is used to adjust the tire pressure.

[0067] The suspension control module refers to a control unit used to adjust at least one of the air springs, variable damping shock absorbers, and vehicle height; the drive control module refers to a control unit used to adjust at least one of the maximum input torque of the motor and the motor speed; the steering control module refers to a control unit used to adjust at least one of the steering angle, steering force, steering speed, and steering ratio; the braking control module refers to a control unit used to adjust at least one of the braking force magnitude, braking force distribution, and braking force speed; the tire pressure control module refers to a control unit used to adjust tire pressure, which is used to change the suspension stiffness and the height difference between the left and right wheels; the air spring refers to an elastic element that adjusts the vehicle body support stiffness through gas pressure; the variable damping shock absorber refers to a damping device with adjustable damping force; the maximum input torque refers to the maximum drive torque command value that the motor can receive; the braking force magnitude refers to the intensity of the deceleration force applied by the braking system; the braking force distribution refers to the proportion of braking force distributed between the front and rear axles or between the left and right wheels; and the braking force speed refers to the speed at which the braking force is applied or released.

[0068] Understandably, the active control device includes a suspension control module, a drive control module, a steering control module, a braking control module, and a tire pressure control module. These modules are used to adjust at least one of the following: air springs, variable damping shock absorbers, vehicle height, maximum input torque of the motor, motor speed, steering angle, steering force, steering speed, steering ratio, braking force magnitude, braking force distribution, braking force speed, and tire pressure. Based on a target control strategy, the device can coordinate and regulate multiple vehicle systems to actively reduce the impact load on the wheel bearings from multiple dimensions, including vertical, lateral, drive, braking, and tire contact, thereby achieving refined, multi-degree-of-freedom impact protection.

[0069] It should be noted that the foregoing explanation of the embodiment of the wheel hub bearing anti-shock control method also applies to the wheel hub bearing anti-shock control system of this embodiment, and will not be repeated here.

[0070] According to the wheel hub bearing anti-impact control system proposed in this application, vehicle data, road data, and the stress value of the wheel hub bearing are acquired. If the stress value of the wheel hub bearing is greater than a first stress threshold, the actual working condition of the vehicle is determined based on the vehicle data and road data, and a target control strategy is determined based on the actual working condition. The active control device is controlled to execute wheel hub bearing anti-impact actions according to the target control strategy until the stress value of the wheel hub bearing is less than a second stress threshold and the second stress threshold is greater than the first stress threshold. This allows for timely suppression of the dynamic load on the bearing, effectively preventing overload damage and significantly improving the reliability and service life of the wheel hub bearing under impact conditions. Therefore, this solves the problems in related technologies where wheel hub bearings are difficult to protect effectively under harsh environmental impact conditions, leading to the inability to timely suppress the dynamic load on the bearing, resulting in the risk of overload damage or even failure.

[0071] This application also provides a vehicle including a wheel hub bearing anti-impact control system as described in the above embodiments.

[0072] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed, implements the wheel hub bearing anti-impact control method as described in the above embodiments.

[0073] This application also provides a computer program product, including a computer program or instructions, which, when executed, implement the wheel hub bearing anti-impact control method as described in the above embodiments.

[0074] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0075] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0076] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0077] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0078] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0079] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method for shock protection control of wheel hub bearings, characterized in that, Includes the following steps: Acquire vehicle data, road data, and stress values ​​for wheel bearings; If the stress value of the wheel hub bearing is greater than the first stress threshold, the actual operating condition of the vehicle is determined based on the vehicle data and the road data, and the target control strategy is determined based on the actual operating condition. According to the target control strategy, the active control device is controlled to perform the wheel hub bearing anti-shock action until the stress value of the wheel hub bearing is less than the second stress threshold, and the second stress threshold is greater than the first stress threshold.

2. The wheel hub bearing anti-impact control method according to claim 1, characterized in that, The step of determining the target control strategy based on the actual operating conditions includes: Obtain the correspondence table between actual operating conditions and control strategies; The target control strategy is determined based on the actual operating conditions and the corresponding relationship table.

3. The wheel hub bearing anti-impact control method according to claim 2, characterized in that, The step of determining the target control strategy based on the actual operating conditions and the corresponding relationship table includes: If the actual working condition is that the vehicle is traveling in a straight line and there is an uneven road ahead, then the target control strategy includes at least one of the following: reducing suspension stiffness, reducing vehicle height, reducing vehicle speed, reducing drive torque, reducing tire pressure, and increasing damping force. If the actual working condition is at least one of the left and right wheel roll condition and the turning condition, then the target control strategy includes at least one of the following: increasing suspension stiffness, increasing roll angle stiffness, increasing tire pressure, reducing vehicle height, adjusting steering speed, adjusting transmission ratio, and adjusting the height difference between left and right tire pressure. If the actual working condition is at least one of the steering limit condition and the turning interference obstacle condition, then the target control strategy includes at least one of the following: limiting steering force, limiting steering angle, and reducing motor torque output. If the actual operating condition is at least one of steering, braking, and entering a curve, then the target control strategy includes at least one of: adjusting steering speed, adjusting steering force, adjusting steering angle, adjusting transmission ratio, adjusting braking force, and reducing vehicle speed.

4. The wheel hub bearing anti-impact control method according to claim 1, characterized in that, Before determining the actual operating condition of the vehicle based on the vehicle data and the road data, the process also includes: If the actual operating conditions cannot be determined based on the vehicle data and the road data, a warning prompt will be executed when the stress value of the wheel bearing exceeds the second stress threshold.

5. The wheel hub bearing anti-impact control method according to claim 1, characterized in that, The vehicle data includes at least one of the following: steering wheel angle signal, left and right vehicle speed signal, yaw sensor signal, brake pedal signal, and IMU signal.

6. A wheel hub bearing anti-impact control system, characterized in that, include: Active control device; Sensor components are used to collect vehicle data, road data, and stress values ​​of wheel bearings; A vehicle controller, which is connected to the active control device and the sensor assembly respectively, executes a computer program to implement the wheel hub bearing anti-impact control method according to any one of claims 1-5.

7. The wheel hub bearing anti-impact control system according to claim 6, characterized in that, The active control device includes a suspension control module, a drive control module, a steering control module, a braking control module, and a tire pressure control module, wherein... The suspension control module is used to adjust at least one of the air spring, variable damping shock absorber and vehicle height; the drive control module is used to adjust at least one of the maximum input torque of the motor and the motor speed; the steering control module is used to adjust at least one of the steering angle, steering force, steering speed and steering ratio; the braking control module is used to adjust at least one of the braking force magnitude, braking force distribution and braking force speed; and the tire pressure control module is used to adjust tire pressure.

8. A vehicle, characterized in that, Including the wheel hub bearing anti-impact control system as described in claim 6.

9. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed, they implement the wheel hub bearing anti-impact control method according to any one of claims 1-5.

10. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed, they implement the wheel hub bearing anti-impact control method according to any one of claims 1-5.

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