Automobile driving safety protection control system and method

Abstract

The application relates to the technical field of automobile function safety and power management, in particular to an automobile driving safety protection control system and method, which comprises the following steps: collecting real-time running data of a main power supply and real-time dynamic parameters of a vehicle; calculating the instantaneous maximum available power of the main power supply through a power health state evaluation model; calculating the predicted peak power demand through a key load instantaneous demand prediction model; determining the power-load stability margin through a forward-looking stability margin evaluation model; determining the adaptive handover duration through handover timing adaptive setting; generating the target output current of the main power supply and the feedforward target current of a redundant power supply through a smooth switching function; generating the transient correction current through a proportional-integral controller to control the power transfer from the main power supply to the redundant power supply; the application constructs a composite control architecture combining feedforward and feedback, and ensures the smooth transfer of zero disturbance power and voltage stability.

Description

Technical Field

[0001] This invention relates to the field of automotive functional safety and power management technology, specifically to an automotive driving safety protection control system and method. Background Technology

[0002] With the continuous improvement of vehicle electrification and intelligence, critical safety loads such as electric steering and braking place more stringent requirements on the reliability and stability of on-board power systems. The normal operation of these systems is directly related to driving safety, and their power supply must be absolutely guaranteed.

[0003] The performance of the vehicle's main power supply gradually deteriorates with usage time and environmental changes, resulting in a corresponding decrease in its maximum power output. Simultaneously, under extreme conditions such as emergency obstacle avoidance or instability correction, critical safety loads generate instantaneous peak power demands far exceeding those of normal driving conditions. Existing vehicle power management systems typically only perform simple fault monitoring of the power supply status, lacking precise quantitative assessment of the gradual degradation of the power supply and the ability to proactively predict upcoming power surges based on vehicle dynamics. This mechanism is a passive response after a fault occurs and cannot cope with extreme risk scenarios where power degradation and extreme conditions occur simultaneously. Therefore, it is crucial to proactively identify the risk of instantaneous power shortage caused by the concurrent occurrence of main power supply performance degradation and extreme vehicle conditions, based on a proactive assessment of the power system's supply capacity and prediction of critical load peak demands. Furthermore, it is essential to achieve a rapid, smooth, and uninterrupted power transfer from the degraded main power supply to the redundant power supply before functional failure occurs, thereby ensuring the absolute continuity of power supply to critical safety loads. Summary of the Invention

[0004] To solve the above-mentioned technical problems, the present invention provides a vehicle driving safety protection control system and method. Specifically, the technical solution of the present invention is as follows:

[0005] A method for protecting and controlling vehicle driving safety includes:

[0006] S1 collects real-time operating data of the main power supply and real-time dynamic parameters of the vehicle.

[0007] S2, based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply, calculates the instantaneous maximum available power of the main power supply through the power supply health status assessment model;

[0008] S3, based on the vehicle's real-time dynamic parameters and preset load baseline parameters, calculates and predicts peak power demand through a key load instantaneous demand prediction model.

[0009] S4 collects the current real-time load power, combines the instantaneous maximum available power of the main power supply with the predicted peak power demand, and determines the power supply-load stability margin through a forward-looking stability margin assessment model;

[0010] S5, in response to the power-load stability margin being less than or equal to the preset margin threshold, determines the adaptive handover duration based on the power-load stability margin through adaptive tuning of the handover timing; otherwise, the main power supply is maintained and the redundant power supply is in standby mode.

[0011] S6, based on the adaptive handover duration and the total load current at the start of handover, generates the target output current of the main power supply and the feedforward target current of the redundant power supply through a smooth switching function;

[0012] S7 monitors the bus voltage to obtain real-time voltage deviation, generates transient correction current through a proportional-integral controller, and superimposes the transient correction current onto the feedforward target current of the redundant power supply to form the final redundant power supply control command, in order to control the power transfer from the main power supply to the redundant power supply.

[0013] Preferably, in S2, the instantaneous maximum available power of the main power supply is calculated using a power health status assessment model, including:

[0014] Preset initial internal resistance of main power supply; preset internal resistance threshold for failure judgment; preset optimal operating temperature; preset maximum allowable operating temperature; and preset weighting coefficients;

[0015] Based on the real-time internal resistance and real-time temperature of the main power supply in the real-time operation data, and combined with preset parameters, a main power supply health factor is constructed.

[0016] Multiply the main power supply health factor by the preset main power supply nominal rated power to obtain the instantaneous maximum available power of the main power supply.

[0017] Preferably, in S3, the peak power demand is calculated and predicted using a critical load instantaneous demand prediction model, including:

[0018] The vehicle's real-time dynamic parameters are acquired, including steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure.

[0019] Based on steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure, combined with the preset benchmark standby power of key loads, and combined with preset power demand weighting coefficients for each load, the predicted peak power demand is determined through a multiple linear regression prediction model.

[0020] Preferably, in S4, the power supply-load stability margin is determined using a forward-looking stability margin assessment model, including:

[0021] The current real-time load power is compared with the predicted peak power demand, and the larger value is determined as the instantaneous maximum demand power.

[0022] Calculate the available surplus power of the main power supply based on the instantaneous maximum available power and the instantaneous maximum demand power.

[0023] Divide the surplus power by the instantaneous maximum demand power to obtain the power supply-load stability margin.

[0024] Preferably, the handover timing is adaptively tuned, determining the adaptive handover duration, including:

[0025] Preset high margin threshold; preset low margin threshold; preset minimum allowable handover time; preset maximum allowable handover time;

[0026] In response to a power-load stability margin being less than or equal to a low margin threshold, the adaptive handover duration is determined as the minimum permissible handover duration.

[0027] In response to a power-load stability margin greater than or equal to a high margin threshold, the adaptive handover duration is determined as the maximum allowable handover duration.

[0028] In response to the power-load stability margin being between the low margin threshold and the high margin threshold, the theoretical handover time is calculated using an inverse linear interpolation model, and the theoretical handover time is determined as the adaptive handover time.

[0029] Preferably, in S6, the target output current is generated through a smooth switching function, including:

[0030] A raised cosine S-curve function is used as the smooth switching function; the smooth switching function ensures that the derivative is zero at the moment of handover start and stop.

[0031] Multiply the total load current by the smooth switching function to obtain the feedforward target current of the redundant power supply;

[0032] Multiply the total load current by "1" minus the value of the smooth switching function to obtain the target output current of the main power supply.

[0033] Preferably, the proportional-integral controller generates a transient correction current in real time based on the real-time voltage deviation to compensate for the deviation of the feedforward target current.

[0034] A vehicle driving safety protection control system includes:

[0035] The data acquisition module is used to collect real-time operating data of the main power supply and real-time dynamic parameters of the vehicle.

[0036] The power health assessment module is used to calculate the instantaneous maximum available power of the main power supply based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply.

[0037] The load demand prediction module is used to calculate and predict peak power demand based on the vehicle's real-time dynamic parameters and preset load baseline parameters.

[0038] The stability margin assessment module is used to collect the current real-time load power and combine it with the instantaneous maximum available power of the main power supply and the predicted peak power demand to determine the power supply-load stability margin.

[0039] The active handover control module is used to perform active handover in response to the power-load stability margin being less than or equal to a preset margin threshold.

[0040] The active handover control module includes:

[0041] The timing tuning unit is used to determine the adaptive handover duration based on the power supply-load stability margin.

[0042] The feedforward control unit is used to generate the target output current of the main power supply and the feedforward target current of the redundant power supply based on the adaptive handover duration and the total load current at the start of handover, through a smooth switching function.

[0043] The closed-loop suppression unit is used to monitor the bus voltage to obtain the real-time voltage deviation. Through the proportional-integral controller, it generates a transient correction current and adds the transient correction current to the feedforward target current of the redundant power supply to form the final redundant power supply control command.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] 1. This method enables forward-looking risk prediction. It dynamically quantifies the actual power supply capacity by assessing the health status of the main power supply, such as internal resistance and temperature, in real time. Combined with vehicle dynamic parameters such as steering wheel angle rate, it accurately predicts the future peak power demand of key loads. This dual prediction of supply capacity and load demand enables the system to identify extreme risks of power supply degradation and extreme operating conditions in advance, laying the foundation for active protection control.

[0046] 2. This method establishes a standardized stability margin assessment model. This model compares the dynamically calculated instantaneous maximum available power of the main power supply with the larger value among the real-time load and the predicted peak value to calculate the normalized power-load stability margin. This margin integrates power supply aging quantification and future risk prediction, providing a clear, accurate and unique quantitative decision basis for whether to initiate power handover, thus improving the reliability of the decision.

[0047] 3. This method employs an adaptive handover timing tuning strategy, overcoming the shortcomings of fixed-duration handover. It dynamically calculates the optimal handover duration based on the specific value of the stability margin, within the preset maximum and minimum allowable duration. The more urgent the risk, the faster the handover; if the risk margin is acceptable, the handover process is smoother. This adaptive mechanism ensures the smoothness of the handover process while also considering the speed of fault isolation.

[0048] 4. This method constructs a composite control architecture that combines feedforward and feedback. The feedforward control uses an S-shaped smooth switching function to suppress transient impacts of current switching. At the same time, the closed-loop feedback control monitors the bus voltage deviation in real time and generates a correction current through a PI controller to actively compensate for the deviation of the feedforward model and load mutations. This composite control greatly enhances the robustness of the handover process and ensures smooth power transfer with zero disturbance and voltage stability. Attached Figure Description

[0049] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0050] Figure 1 This is a flowchart of the method of the present invention;

[0051] Figure 2 This is a structural diagram of the system of the present invention. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0053] Example 1:

[0054] Please see Figure 1 A method for protecting and controlling vehicle driving safety, comprising:

[0055] S1 collects real-time operating data of the main power supply and real-time dynamic parameters of the vehicle.

[0056] S2, based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply, calculates the instantaneous maximum available power of the main power supply through the power supply health status assessment model;

[0057] S3, based on the vehicle's real-time dynamic parameters and preset load baseline parameters, calculates and predicts peak power demand through a key load instantaneous demand prediction model.

[0058] S4 collects the current real-time load power, combines the instantaneous maximum available power of the main power supply with the predicted peak power demand, and determines the power supply-load stability margin through a forward-looking stability margin assessment model;

[0059] S5, in response to the power-load stability margin being less than or equal to the preset margin threshold, determines the adaptive handover duration based on the power-load stability margin through adaptive tuning of the handover timing; otherwise, the main power supply is maintained and the redundant power supply is in standby mode.

[0060] S6, based on the adaptive handover duration and the total load current at the start of handover, generates the target output current of the main power supply and the feedforward target current of the redundant power supply through a smooth switching function;

[0061] S7 monitors the bus voltage to obtain real-time voltage deviation, generates transient correction current through a proportional-integral controller, and superimposes the transient correction current onto the feedforward target current of the redundant power supply to form the final redundant power supply control command, in order to control the power transfer from the main power supply to the redundant power supply.

[0062] This invention provides a vehicle driving safety protection control method. Its core purpose is to solve the major safety hazard that may occur when the main power supply of a vehicle is gradually deteriorated and the vehicle is under extreme operating conditions, which may lead to the failure of the instantaneous power demand of the critical safety load and thus cause functional failure. This method constructs a complete closed-loop control system of prediction-evaluation-execution-correction, realizing zero-disturbance power transfer from the deteriorated main power supply to the redundant power supply.

[0063] S1 collects real-time operating data of the main power supply and real-time dynamic parameters of the vehicle.

[0064] This step is the foundation of the entire system's perception;

[0065] The real-time operating data of the main power supply refers to the physical quantities that characterize the current operating state of the main power supply. In this embodiment, it specifically includes: main power supply voltage. Main power supply current and main power supply temperature In addition, a key aging indicator is included: the internal resistance of the main power supply. ; This can be achieved by applying a transient current disturbance to the power supply through the vehicle's battery management system (BMS) or a dedicated monitoring circuit. And measure its voltage response. To perform real-time calculations ;

[0066] Real-time dynamic parameters of a vehicle refer to physical quantities characterizing the driver's intentions and the vehicle's driving posture, used to predict upcoming power surges. In this embodiment, these parameters are obtained from relevant control units via the vehicle controller area network (CAN bus), specifically including: steering wheel angular rate. lateral acceleration of the vehicle and brake master cylinder pressure ;

[0067] S2, based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply, calculates the instantaneous maximum available power of the main power supply through the power supply health status assessment model;

[0068] The purpose of this step is to overcome the shortcomings of the traditional binary judgment of power supply as good or bad, and instead quantify the gradual degradation state of the power supply caused by aging or temperature deviation; it no longer uses a fixed rated power, but calculates a dynamic, instantaneous maximum available power of the main power supply that reflects its current actual health condition. ;Should It serves as a supply-side input for subsequent margin assessments;

[0069] S3, based on the vehicle's real-time dynamic parameters and preset load baseline parameters, calculates and predicts peak power demand through a key load instantaneous demand prediction model.

[0070] The purpose of this step is to proactively predict the instantaneous power peak of critical safety loads under extreme conditions such as emergency obstacle avoidance; it is based on vehicle dynamic parameters collected by S1. Using a multiple linear regression model, the predicted peak power demand that may occur in a very short period of time in the future is calculated. ;Should It serves as the demand-side input for subsequent margin assessment;

[0071] S4 collects the current real-time load power, combines the instantaneous maximum available power of the main power supply with the predicted peak power demand, and determines the power supply-load stability margin through a forward-looking stability margin assessment model;

[0072] The purpose of this step is to establish a standardized, forward-looking risk assessment mechanism; to achieve this, current real-time load power is collected. This value was collected via S1. and Real-time computing The overall supply capacity of system S2 And the biggest future demand for S3 and current needs Calculate a normalized power-load stability margin. ;Should The system's safe distance from the risk of supply falling short of demand was dynamically quantified;

[0073] S5, in response to the power-load stability margin being less than or equal to the preset margin threshold, determines the adaptive handover duration based on the power-load stability margin through adaptive tuning of the handover timing; otherwise, the main power supply is maintained and the redundant power supply is in standby mode.

[0074] This step is the system's decision-making and triggering unit; the system presets a margin threshold, such as... ;

[0075] otherwise The system is in a safe state with sufficient margin, maintaining main power supply and redundant power supply in standby mode.

[0076] In response to The system enters a warning or handover state, indicating that a risk has been predicted. At this time, the system immediately triggers an active handover. Furthermore, to balance the speed and smoothness of the switchover, the system does not use a fixed timing sequence, but rather adjusts it based on the power supply-load stability margin. The specific value is dynamically determined through adaptive tuning of the handover timing, resulting in an adaptive handover duration. The more urgent the risk, The lower, The shorter;

[0077] S6, based on the adaptive handover duration and the total load current at the start of handover, generates the target output current of the main power supply and the feedforward target current of the redundant power supply through a smooth switching function;

[0078] This step involves the proactive handover feedforward control execution; once S5 triggers the handover and confirms it... The system immediately latches the total load current at the start of the handover. ,exist During the duration, a smooth switching function is used. Generate two cross-fade-in / fade-out current command curves: the target output current of the main power supply. ,from Smoothly reducing to 0 and the feedforward target current of redundant power supply Smoothly rise from 0 to ; Throughout the process, it is always equal to This enables a soft switch, thus achieving make-before-break;

[0079] S7 monitors the bus voltage to obtain real-time voltage deviation, generates transient correction current through a proportional-integral controller, and superimposes the transient correction current onto the feedforward target current of the redundant power supply to form the final redundant power supply control command to control the power transfer from the main power supply to the redundant power supply.

[0080] This step involves active handover feedback closed-loop suppression; the feedforward control of S6 is open-loop, which may be due to... Voltage disturbances can occur due to sudden changes or model inaccuracies during the handover process; therefore, high-frequency monitoring of the bus voltage is necessary. and with reference voltage By comparison, the real-time voltage deviation is obtained. A high-speed proportional-integral (PI) controller based on Generate a transient correction current in real time ;Should Superimposed on S6 This forms the final redundant power supply control command. This allows redundant power supplies to actively fill or absorb transient power imbalances. Suppressed within a very small range;

[0081] This embodiment constructs a complete closed-loop control system of prediction-evaluation-execution-correction; it overcomes the shortcomings of passive response after failure in the prior art, and realizes the forward assessment of risk through power health quantification and load peak prediction; once the risk is identified, the system does not adopt hard switching, but initiates active smooth handover and is supplemented by transient closed-loop suppression; finally, it realizes zero-disturbance power transfer from the main power supply to the redundant power supply in the most dangerous scenario of main power supply degradation and vehicle extreme operating conditions, ensuring the absolute continuity of power supply and functional safety of key safety loads such as steering and braking at any time.

[0082] Example 2:

[0083] In S2, the power supply health status assessment model is used to calculate the instantaneous maximum available power of the main power supply, including:

[0084] Preset initial internal resistance of main power supply; preset internal resistance threshold for failure judgment; preset optimal operating temperature; preset maximum allowable operating temperature; and preset weighting coefficients;

[0085] Based on the real-time internal resistance and real-time temperature of the main power supply in the real-time operation data, and combined with preset parameters, a main power supply health factor is constructed.

[0086] Multiply the main power supply health factor by the preset main power supply nominal rated power to obtain the instantaneous maximum available power of the main power supply.

[0087] This embodiment is a specific implementation of step S2, which uses a power health status assessment model to calculate the instantaneous maximum available power of the main power supply.

[0088] Define the preset initial parameters of the main power supply. These parameters are calibrated by the power supply manufacturer at the factory or calibrated through offline experiments:

[0089] Preset initial internal resistance of main power supply The reference internal resistance (Ω) of the power supply at the factory;

[0090] Preset internal resistance threshold for failure detection When the internal resistance reaches this value due to aging, the power supply is considered to be faulty (Ω).

[0091] Preset optimal operating temperature The temperature point at which the power supply has the highest efficiency and most stable performance is ∘°C;

[0092] Preset maximum allowable operating temperature Exceeding this temperature will cause permanent damage to the power supply or a sharp decline in performance (∘°C).

[0093] Preset weighting coefficients: including weights related to the influence of internal resistance. Weighting of temperature effect The weighting coefficients were obtained through offline calibration; specifically, multiple sets of actual peak power output capabilities of the power supply under different aging levels and operating temperatures were collected. Unit: W; Construct the optimization objective function, such as minimizing The optimal solution is obtained through multiple regression analysis. and The value is chosen to maximize the fit between the model's decay curve and the decay curve of the power supply's actual power output capability.

[0094] Constructing main power supply health factors;

[0095] Real-time internal resistance of main power supply based on S1 data acquisition Real-time temperature of main power supply Based on the above preset parameters, a main power supply health factor is constructed. ; The purpose is to quantify the progressive degradation state of the power supply, characterizing the degree of decline in its peak power supply capability compared to the initial state.

[0096] In this embodiment, the power supply health status assessment model is a heuristic derating model based on physical parameters, and its formula is as follows:

[0097]

[0098] in, Main power supply real-time internal resistance (Ω); S1 real-time calculation;

[0099] Main power supply real-time temperature (°C); acquired by S1 sensor;

[0100] The preset parameters are as described above;

[0101] It is the normalized internal resistance degradation component. It is the normalized temperature deviation component; The value of is constrained to Within the range, if the calculated value is greater than 1, take 1; if it is less than 0, take 0, to ensure that it is a dimensionless value.

[0102] Calculate the instantaneous maximum available power of the main power supply;

[0103] Main power health factor With the preset main power supply nominal rated power Multiply to obtain the instantaneous maximum available power of the main power supply. ;

[0104] Main power supply nominal rated power The rated power (W) specified by the power supply at the factory is a preset parameter, and its calculation formula is as follows:

[0105]

[0106] in, : The instantaneous maximum available power of the main power supply (W), the calculation result of this step;

[0107] The nominal rated power of the main power supply is W.

[0108] Main power supply health factor, dimensionless;

[0109] The calculation is based on The logical derivation, in its physical meaning, is that the main power supply is in its current healthy state. The maximum power that can be safely output is determined by dynamic derating.

[0110] This embodiment constructs health factors. It overcomes the limitation of existing technologies that rely on a binary judgment of power supply quality; it can quantify the progressive degradation state of a power supply, such as increased internal resistance and temperature deviation, and convert it into a specific instantaneous maximum available power that can be used for engineering calculations. This provides an accurate and reliable power supply capacity input for subsequent stability margin assessments and is the physical basis for achieving forward-looking risk assessments.

[0111] Example 3:

[0112] In S3, the peak power demand is calculated and predicted using a critical load instantaneous demand prediction model, including:

[0113] The vehicle's real-time dynamic parameters are acquired, including steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure.

[0114] Based on steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure, combined with the preset benchmark standby power of key loads, and combined with preset power demand weighting coefficients for each load, the predicted peak power demand is determined through a multiple linear regression prediction model.

[0115] This embodiment is a specific implementation of step S3, which uses a critical load instantaneous demand prediction model to calculate and predict peak power demand.

[0116] This step begins with acquiring the vehicle's real-time dynamic parameters;

[0117] The real-time dynamic parameters obtained from step S1 include the steering wheel angular rate. Real-time dynamic parameters also include vehicle lateral acceleration. Real-time dynamic parameters also include brake master cylinder pressure. These three parameters are the most critical indicators characterizing extreme operating conditions such as emergency obstacle avoidance and instability correction.

[0118] The predicted peak power demand is determined using a multiple linear regression prediction model.

[0119] The purpose of critical load instantaneous demand forecasting models is to proactively predict a very short period of time in the future. Within, the instantaneous power peaks that critical safety loads may generate;

[0120] This model is based on dynamic parameters collected by S1, combined with the preset benchmark standby power of key loads. ; and combined with their respective preset power demand weighting coefficients , , Determine the predicted peak power demand The formula for this multiple linear regression prediction model is as follows:

[0121]

[0122] in, Predicting the future Peak power demand (W) over a given time period;

[0123] : The baseline standby power (W) of the critical load, i.e., the basic power consumption when the vehicle is running normally; preset load baseline parameters;

[0124] Steering wheel angular rate in rad / s, using its absolute value. This is because the power demand increases significantly whether turning left or right;

[0125] : Vehicle lateral acceleration in m / s², using Characterizes the degree of lateral force on a vehicle;

[0126] Brake master cylinder pressure (Pa), used Characterizes the degree of activation of the braking system;

[0127] Power demand weighting factor for steering angular rate (W / rad / s);

[0128] : Power demand weighting factor for lateral acceleration (W / m / s²);

[0129] : Power demand weighting coefficient for braking pressure (W / Pa);

[0130] and weighting coefficients All of these are preset load baseline parameters; specifically, in a hardware-in-the-loop simulation environment, various emergency obstacle avoidance and instability correction scenarios are reproduced, and the vehicle dynamic parameters under these scenarios are recorded simultaneously. , , and the corresponding critical load actual peak power Based on a large number of collected data points , , , By fitting the data through multiple linear regression analysis ,make sure It can accurately reflect the instantaneous peak power under extreme operating conditions;

[0131] This embodiment enables the system to anticipate upcoming power surges; through forward-looking prediction... This method can effectively identify the extreme risks of power degradation and extreme operating conditions occurring simultaneously. As a key input for assessing system margin, it ensures that risk assessment is based not on current load, but on worst-case future load, greatly improving the system's security foresight.

[0132] Example 4:

[0133] In S4, the power-load stability margin is determined using a forward-looking stability margin assessment model, including:

[0134] The current real-time load power is compared with the predicted peak power demand, and the larger value is determined as the instantaneous maximum demand power.

[0135] Calculate the available surplus power of the main power supply based on the instantaneous maximum available power and the instantaneous maximum demand power.

[0136] Divide the surplus power by the instantaneous maximum demand power to obtain the power supply-load stability margin.

[0137] This embodiment describes the specific implementation method of determining the power supply-load stability margin through a forward-looking stability margin assessment model in step S4.

[0138] Determine the instantaneous maximum power demand;

[0139] Forward-looking stability margin assessment model: must cover both risk scenarios of current load exceeding limits and future predicted load exceeding limits;

[0140] Therefore, the current real-time load power collected by S4 ( The predicted peak power demand calculated by S3 and S3 The larger value is selected as the instantaneous maximum power demand. The calculation formula is as follows:

[0141]

[0142] in, Instantaneous maximum power demand (W); Calculation results for this step;

[0143] Current real-time load power (W); calculated from S1 collected data;

[0144] The predicted peak power demand W is calculated using S3.

[0145] Represents the system in the present and future The highest power requirement that must be met within a given time period;

[0146] Calculate the available surplus power of the main power supply;

[0147] The instantaneous maximum available power of the main power supply is calculated based on S2. With the above instantaneous maximum power demand Calculate the available surplus power of the main power supply, i.e. ;

[0148] Calculate the power supply-load stability margin;

[0149] surplus power ( ) and instantaneous maximum demand power Divide to obtain the power-load stability margin. ;Should The aim is to establish a standardized and forward-looking method for calculating engineering safety margins, and the calculation formula is as follows:

[0150]

[0151] in, Power supply-load stability margin, dimensionless;

[0152] : Maximum instantaneous available power of main power supply (W);

[0153] Instantaneous maximum power demand (W);

[0154] A very small positive number, such as W; for prevention only Numerical stability measures that result in a zero denominator in extremely rare cases;

[0155] The physical meaning is: the surplus power available from the main power supply. Total demand, whether coming or already incurred percentage; when When, it means that supply exceeds demand; when At that time, that is This indicates that the system predicted The impact is imminent or has already overwhelmed us. Insufficient and degraded power supply;

[0156] This embodiment defines... And calculate the standardized margin. This method establishes a forward-looking risk assessment mechanism; It not only reflects the current state, but more importantly, it integrates predictions of future risks and quantifications of the power supply's own aging. As a normalized and dynamic risk indicator, it provides a clear, accurate and unique trigger for the proactive handover decision-making in the S5 step.

[0157] Example 5:

[0158] Adaptive tuning of handover timing, determining the adaptive handover duration, including:

[0159] Preset high margin threshold; preset low margin threshold; preset minimum allowable handover time; preset maximum allowable handover time;

[0160] In response to a power-load stability margin being less than or equal to a low margin threshold, the adaptive handover duration is determined as the minimum permissible handover duration.

[0161] In response to a power-load stability margin greater than or equal to a high margin threshold, the adaptive handover duration is determined as the maximum allowable handover duration.

[0162] In response to the power-load stability margin being between the low margin threshold and the high margin threshold, the theoretical handover time is calculated using an inverse linear interpolation model, and the theoretical handover time is determined as the adaptive handover time.

[0163] This embodiment describes the specific implementation of adaptive tuning of the handover timing in step S5, determining the adaptive handover duration; this step is... When triggered;

[0164] Preset high margin threshold : The dividing line between margin safety and early warning, dimensionless, such as 0.5;

[0165] Preset low margin threshold The boundary between margin warning and danger is dimensionless, such as 0.1; the setting of this threshold has clear technical basis: express Must be compared At least 10% higher, this margin is calculated in reverse based on the minimum operating voltage tolerance of the steering / braking module, ensuring that even Even if an impact occurs, a voltage drop is not enough to cause the module to malfunction.

[0166] Preset minimum allowable handover time : The fastest permissible handover time; determined by the physical characteristics of the bus, such as capacitance and inductance. Limits are in place to prevent voltage spikes from occurring during rapid switching.

[0167] Preset maximum allowable handover time : The slowest allowed handover time, in seconds, e.g., 20ms; when the risk is just triggered. near A slower switching method is used to ensure maximum stability;

[0168] Perform adaptive tuning of handover timing;

[0169] This embodiment employs a clamped inverse linear interpolation model to balance the speed of fault isolation with the stability of power supply and the handover time. Adjustments must be made dynamically based on the urgency of the risk.

[0170] In response to power-load stability margin Less than or equal to the low margin threshold, :

[0171] At this point, the margin is extremely low, and the risk is imminent;

[0172] Then the adaptive handover duration will be... Determined as the minimum allowable handover time To achieve the fastest fault isolation and power switching;

[0173] In response to power-load stability margin Greater than or equal to the high margin threshold, ,and Satisfy the overall triggering conditions of S5 ,Right now Critical point:

[0174] At this point, the margin has just been triggered, and the risk level is at its lowest.

[0175] Then the adaptive handover duration will be... Determined as the maximum allowable handover time To achieve the smoothest and most stable switching;

[0176] In response to power-load stability margin Given the low margin threshold With high margin threshold between, :

[0177] The risk lies between these two extremes and requires linear adjustment.

[0178] The theoretical handover time is then calculated using an inverse linear interpolation model. The theoretical handover time was determined as the adaptive handover time. The calculation formula is:

[0179]

[0180] in, This is the theoretically calculated handover time. and These are the preset maximum and minimum allowable handover times, respectively. For the current power-load stability margin, and These are the preset high and low margin thresholds, respectively;

[0181] The three logics mentioned above can be uniformly represented by a single clamping model, that is, first calculate... Then execute ;

[0182] The final adaptive handover duration in seconds;

[0183] Theoretically calculated handover time in seconds;

[0184] :

[0185] when exist When decreasing within the interval, from linearly reduced to This achieves the goal that: the higher the risk, The lower the price, the faster the handover. The shorter; and Clamping operation ensures Always strictly bound to Within the safe physical zone;

[0186] This embodiment achieves a balance between adaptive handover duration and security; The adaptive calculation ensures that the handover rate matches the level of risk urgency; and The clamping mechanism ensures that the handover process always meets system requirements. Limitations and stability requirements; this avoids the problem of fixed-timing switching being too slow or too fast.

[0187] Example 6:

[0188] In S6, the target output current is generated through a smooth switching function, including:

[0189] A raised cosine S-curve function is used as the smooth switching function; the smooth switching function ensures that the derivative is zero at the moment of handover start and stop.

[0190] Multiply the total load current by the smooth switching function to obtain the feedforward target current of the redundant power supply;

[0191] Multiply the total load current by 1 minus the value of the smooth switching function to obtain the target output current of the main power supply.

[0192] This embodiment is a specific implementation of step S6, which generates the target output current through a smooth switching function.

[0193] A raised cosine S-curve function is used as the smooth switching function;

[0194] Smooth switching function The technical motivation is to avoid traditional hard handover or linear handover. At the instant of start / stop switching, t=0 and t= bring The sudden change can cause inductive surges and bus voltage disturbances;

[0195] This embodiment uses a raised cosine S-curve function as the smooth switching function. The formula is as follows:

[0196]

[0197] : A smooth switching function, dimensionless, whose range smoothly transitions from... Change to ;

[0198] : The current time s during the handover process, starting from 0;

[0199] Adaptive handover duration (s);

[0200] This smooth switching function ensures that its derivative is zero at the instant of handover start-up and shutdown; that is, its derivative is zero. exist and All times are zero; this minimizes transient impacts during start-stop switching, effectively addressing bus voltage disturbances. The key to solving this problem lies in feedforward control techniques.

[0201] Based on this function, the target output current is generated;

[0202] Based on this And S5 determined and the total load current measured at the start of S6. The target current for the main and redundant power supplies is generated to achieve make-before-break soft switching for cross-fade-in and fade-out.

[0203] Total load current With smooth switching function Multiplying them together yields the feedforward target current of the redundant power supply. The calculation formula is as follows:

[0204]

[0205] From Smooth rise to ;

[0206] Total load current Subtract the smooth switching function from 1 Multiply the values ​​to obtain the target output current of the main power supply. The calculation formula is as follows:

[0207]

[0208] From Smooth descent to ;

[0209] From 0 Throughout the entire handover process, the sum of the currents from the two power sources always satisfies: This ensures absolute continuity of bus power; the system precisely tracks these two target curves by controlling solid-state switches.

[0210] This embodiment achieves switching at the two key nodes of start and stop by employing a raised cosine S-curve instead of a nonlinear ramp. Zero mutations; it suppresses transient disturbances in bus voltage caused by current switching to the greatest extent, significantly improving the smoothness of the power transfer process, and laying a good foundation for the closed-loop suppression of S7.

[0211] Example 7:

[0212] In S7, the proportional-integral controller generates a transient correction current in real time based on the real-time voltage deviation to compensate for the deviation of the feedforward target current.

[0213] This embodiment is a specific implementation of step S7, which aims to perform closed-loop correction on the feedforward control of S6.

[0214] S6 The function is a feedforward open-loop control; in actual operating conditions, Possibly During this period, a sudden change occurs within the system itself, or the system impedance changes, leading to S6's... The curve is not perfect and will still produce a small voltage deviation; this transient deviation is actively compensated through high-speed closed-loop feedback.

[0215] The proportional-integral controller adjusts based on real-time voltage deviation. Real-time generation of transient correction current To compensate for the feedforward target current Deviation;

[0216] Monitoring deviation: During the S6 handover process, the bus voltage is monitored at high frequency. and with reference voltage Compare and calculate the real-time voltage deviation. ;

[0217] PI controller: Proportional-integral controller Real-time generation of transient correction current The calculation formula is as follows:

[0218]

[0219] in, Transient correction current A;

[0220] Real-time voltage deviation V; real-time monitoring and calculation;

[0221] : Proportional weighting A / V; Response to current voltage deviation It provides rapid instantaneous compensation;

[0222] Integral weight A / (V·s); eliminate static error and ensure It can eventually converge precisely to ;

[0223] and On the hardware-in-the-loop simulation platform, by... During the period, load is applied suddenly / unloaded for tuning, and the optimization goal is to make... Minimal and controllable overshoot;

[0224] Current superposition: converting transient corrected current The feedforward target current is superimposed in real time to the redundant power supply generated by S6. This forms the final redundant power supply control command. The calculation formula is as follows:

[0225]

[0226] this Yes Dynamic correction amount; when the bus voltage unexpectedly drops. At that time, the PI controller will quickly output a positive value. This enables the final command of the redundant power supply. The instantaneous increase fills the voltage sag; this allows the redundant power supply to proactively and quickly respond to any minute fluctuations in the bus voltage.

[0227] This embodiment constructs a composite control structure of feedforward + feedback by introducing feedback closed-loop suppression in S7 on the basis of feedforward smooth control in S6; this greatly enhances the robustness of the system against load changes and model uncertainties during the handover process. Its real-time compensation function can compensate for the unavoidable issues during the handover process. Suppression within a very small range acceptable to the steering / braking modules ensures the ultimate achievement of zero-disturbance switching.

[0228] Example 8:

[0229] Please see Figure 2 A vehicle driving safety protection control system, comprising:

[0230] The data acquisition module is used to collect real-time operating data of the main power supply and real-time dynamic parameters of the vehicle.

[0231] The power health assessment module is used to calculate the instantaneous maximum available power of the main power supply based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply.

[0232] The load demand prediction module is used to calculate and predict peak power demand based on the vehicle's real-time dynamic parameters and preset load baseline parameters.

[0233] The stability margin assessment module is used to collect the current real-time load power and combine it with the instantaneous maximum available power of the main power supply and the predicted peak power demand to determine the power supply-load stability margin.

[0234] The active handover control module is used to perform active handover in response to the power-load stability margin being less than or equal to a preset margin threshold.

[0235] The active handover control module includes:

[0236] The timing tuning unit is used to determine the adaptive handover duration based on the power supply-load stability margin.

[0237] The feedforward control unit is used to generate the target output current of the main power supply and the feedforward target current of the redundant power supply based on the adaptive handover duration and the total load current at the start of handover, through a smooth switching function.

[0238] The closed-loop suppression unit is used to monitor the bus voltage to obtain the real-time voltage deviation. Through the proportional-integral controller, it generates a transient correction current and adds the transient correction current to the feedforward target current of the redundant power supply to form the final redundant power supply control command.

[0239] This embodiment provides a vehicle driving safety protection control system. The system can be physically integrated into a dedicated safety control unit (ECU) and implemented by a processor running an algorithm program stored in non-volatile memory.

[0240] Data acquisition module:

[0241] Collect real-time operating data of the main power supply. and vehicle's real-time dynamic parameters ;

[0242] This module may physically include tools for measurement. Sensors used for calculation The disturbance and measurement circuitry, and the circuitry for reading from the vehicle's CAN bus. Bus interface;

[0243] Power health assessment module:

[0244] Based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply, the instantaneous maximum available power of the main power supply is calculated. ;

[0245] This module functionally implements method S2, through Factor model and Calculate using the formula;

[0246] Load demand forecasting module:

[0247] Based on the vehicle's real-time dynamic parameters and preset load baseline parameters, the peak power demand is calculated and predicted. ;

[0248] This module functionally implements method S3, specifically executing the multiple linear regression prediction model. ;

[0249] Stability margin assessment module:

[0250] Collect current real-time load power Combined with the instantaneous maximum available power of the main power supply Compared with predicted peak power demand Determine the power supply-load stability margin ;

[0251] This module functionally implements method S4, through... and Calculate using the formula;

[0252] Active handover control module:

[0253] In response to power-load stability margin If the threshold is less than or equal to a preset margin threshold, an active handover is performed. This module is the core execution unit of the system, and its internal components further include:

[0254] Timing tuning unit:

[0255] Used for power-load stability margin Determine the adaptive handover duration ;

[0256] Specifically, it performs an inverse linear interpolation model with clamping. ;

[0257] Feedforward control unit:

[0258] Used for adaptive handover duration and the total load current at the start of the handover Through smooth switching function Generate the target output current of the main power supply and the feedforward target current of redundant power supply ;

[0259] Specifically, the smooth switching logic is executed. Preferred raised cosine function, , ;

[0260] Closed-loop suppression unit:

[0261] Used for monitoring bus voltage To obtain real-time voltage deviation Transient correction current is generated through a proportional-integral controller. and transient correction current Feedforward target current superimposed on redundant power supply This forms the final redundant power control command. ;

[0262] Specifically, the PI controller is executed. and superposition logic ;

[0263] The system in this embodiment provides a complete hardware and functional architecture from risk perception to smooth execution through the clear division of labor and close cooperation of the above modules. The data acquisition module is the perception layer, the power health assessment module and the load demand prediction module are the cognition layer, the quantitative supply and demand and stability margin assessment module are the decision-making layer, and the proactive handover control module is the execution layer. The system architecture is clear and the functions are closed-loop, that is, to ensure the power supply continuity of critical loads under extreme concurrency risks.

[0264] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for protecting and controlling vehicle driving safety, characterized in that, include: S1 collects real-time operating data of the main power supply and real-time dynamic parameters of the vehicle. S2, based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply, calculates the instantaneous maximum available power of the main power supply through the power health status assessment model; S3, based on the vehicle's real-time dynamic parameters and preset load baseline parameters, calculates and predicts peak power demand through a key load instantaneous demand prediction model. S4 collects the current real-time load power, combines the instantaneous maximum available power of the main power supply with the predicted peak power demand, and determines the power supply-load stability margin through a forward-looking stability margin assessment model; S5, in response to the power-load stability margin being less than or equal to the preset margin threshold, determines the adaptive handover duration based on the power-load stability margin through adaptive tuning of the handover timing; otherwise, the main power supply is maintained and the redundant power supply is in standby mode. S6, based on the adaptive handover duration and the total load current at the start of handover, generates the target output current of the main power supply and the feedforward target current of the redundant power supply through a smooth switching function; S7 monitors the bus voltage to obtain real-time voltage deviation, generates transient correction current through a proportional-integral controller, and superimposes the transient correction current onto the feedforward target current of the redundant power supply to form the final redundant power supply control command, in order to control the power transfer from the main power supply to the redundant power supply.

2. The vehicle driving safety protection and control method according to claim 1, characterized in that, In S2, the power supply health status assessment model is used to calculate the instantaneous maximum available power of the main power supply, including: Preset initial internal resistance of main power supply; preset internal resistance threshold for failure judgment; preset optimal operating temperature; preset maximum allowable operating temperature; and preset weighting coefficients; Based on the real-time internal resistance and real-time temperature of the main power supply in the real-time operation data, and combined with preset parameters, a main power supply health factor is constructed. Multiply the main power supply health factor by the preset main power supply nominal rated power to obtain the instantaneous maximum available power of the main power supply.

3. The vehicle driving safety protection and control method according to claim 1, characterized in that, In S3, the peak power demand is calculated and predicted using a critical load instantaneous demand prediction model, including: The system acquires real-time dynamic parameters of the vehicle, including steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure. Based on steering wheel angular rate, vehicle lateral acceleration, and brake master cylinder pressure, combined with the preset benchmark standby power of key loads, and combined with preset power demand weighting coefficients for each load, the predicted peak power demand is determined through a multiple linear regression prediction model.

4. The vehicle driving safety protection and control method according to claim 1, characterized in that, In S4, the power-load stability margin is determined using a forward-looking stability margin assessment model, including: The current real-time load power is compared with the predicted peak power demand, and the larger value is determined as the instantaneous maximum demand power. Calculate the available surplus power of the main power supply based on the instantaneous maximum available power and the instantaneous maximum demand power. Divide the surplus power by the instantaneous maximum demand power to obtain the power supply-load stability margin.

5. The vehicle driving safety protection and control method according to claim 1, characterized in that, Adaptive tuning of handover timing, determining the adaptive handover duration, including: Preset high margin threshold; preset low margin threshold; preset minimum allowable handover time; preset maximum allowable handover time; In response to a power-load stability margin being less than or equal to a low margin threshold, the adaptive handover duration is determined as the minimum permissible handover duration. In response to a power-load stability margin greater than or equal to a high margin threshold, the adaptive handover duration is determined as the maximum allowable handover duration. In response to the power-load stability margin being between the low margin threshold and the high margin threshold, the theoretical handover time is calculated using an inverse linear interpolation model, and the theoretical handover time is determined as the adaptive handover time.

6. The vehicle driving safety protection and control method according to claim 1, characterized in that, In S6, the target output current is generated through a smooth switching function, including: A raised cosine S-curve function is used as the smooth switching function; the smooth switching function ensures that the derivative is zero at the moment of handover start and stop. Multiply the total load current by the smooth switching function to obtain the feedforward target current of the redundant power supply; Multiply the total load current by "1" minus the value of the smooth switching function to obtain the target output current of the main power supply.

7. The vehicle driving safety protection and control method according to claim 1, characterized in that, In S7, the proportional-integral controller generates a transient correction current in real time based on the real-time voltage deviation to compensate for the deviation of the feedforward target current.

8. A vehicle driving safety protection control system, applied to the vehicle driving safety protection control method according to any one of claims 1-7, characterized in that, include: The data acquisition module is used to collect real-time operating data of the main power supply and real-time dynamic parameters of the vehicle. The power health assessment module is used to calculate the instantaneous maximum available power of the main power supply based on the real-time operating data of the main power supply and the preset initial parameters of the main power supply. The load demand prediction module is used to calculate and predict peak power demand based on the vehicle's real-time dynamic parameters and preset load baseline parameters. The stability margin assessment module is used to collect the current real-time load power and combine it with the instantaneous maximum available power of the main power supply and the predicted peak power demand to determine the power supply-load stability margin. The active handover control module is used to perform active handover in response to the power-load stability margin being less than or equal to a preset margin threshold. The active handover control module includes: The timing tuning unit is used to determine the adaptive handover duration based on the power supply-load stability margin. The feedforward control unit is used to generate the target output current of the main power supply and the feedforward target current of the redundant power supply based on the adaptive handover duration and the total load current at the start of handover, through a smooth switching function. The closed-loop suppression unit is used to monitor the bus voltage to obtain the real-time voltage deviation. Through the proportional-integral controller, it generates a transient correction current and adds the transient correction current to the feedforward target current of the redundant power supply to form the final redundant power supply control command.

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