A vehicle impact protection method, device, equipment and storage medium

Abstract

The application discloses a vehicle impact protection method, device, equipment and storage medium. When the method provided by the application is executed, first, vehicle speed data output by a motor controller can be read in real time, and the speed value is converted into real-time angular acceleration. Then, an adaptive torque control strategy is selected according to the angular acceleration to limit and adjust the torque of the driving motor, so as to weaken the damage of the landing impact on the reducer. During the continuous operation of the torque protection control, the speed is collected uninterruptedly to update the angular acceleration value. Once it is monitored that the angular acceleration crosses zero from a negative value to a positive value, torque slow-rising recovery logic is started, the motor output torque is recovered gently, and the sudden increase of the torque is prevented to cause secondary transmission impact. The application can realize low-cost and high-precision impact protection of the vehicle transmission gear under the vehicle wheel floating-landing working condition.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a method, device, equipment, and storage medium for impact protection of a vehicle. Background Technology

[0002] Unmanned logistics vehicles often travel on unstructured roads such as logistics parks and rural roads, which are often uneven with potholes, speed bumps, and other irregular surfaces. When vehicles travel at high speeds, their wheels are prone to lifting off the ground and then landing again: after the wheels leave the ground, the ground support load disappears, the motor load decreases sharply, and the speed increases rapidly. At the moment the wheels land, they experience enormous resistance from the ground. If the motor continues to output high torque, it will generate a strong impact load, which is transmitted to the reducer gears through the drive shaft, easily causing the gear teeth to break and become damaged.

[0003] It can use LiDAR and cameras to detect road features ahead in advance, predict the working conditions and adjust the motor torque before the impact load occurs, and has outstanding impact protection effect. However, the hardware deployment cost of the whole solution is high, the supporting perception algorithm is complex, and it puts high requirements on the reliability of vehicle computing hardware and sensor operation. Summary of the Invention

[0004] To address the aforementioned issues, this application provides a vehicle impact protection method, device, equipment, and storage medium that can achieve low-cost, high-precision impact protection of transmission gears under wheel-to-ground conditions without adding external road surface sensing sensors or increasing hardware costs.

[0005] The embodiments of this application disclose the following technical solutions: A method for impact protection of a vehicle, the method comprising: The real-time rotational speed of the target vehicle is collected from the motor controller of the target vehicle. Convert the real-time rotational speed into real-time angular acceleration; The current torque management strategy for the target vehicle is determined based on the real-time angular acceleration. The torque of the drive motor of the target vehicle is regulated based on the current torque management strategy. Throughout the torque regulation process, the real-time rotational speed of the target vehicle is continuously collected and the real-time angular acceleration is updated. If the real-time angular acceleration is detected to change from a negative value to a positive value after crossing zero, the torque gradual recovery mode is entered.

[0006] In one possible implementation, the torque recovery mode includes: The rise recovery slope was calculated based on the peak angular acceleration during this impact. By employing the torque gradual recovery slope, the output torque of the drive motor is controlled to smoothly recover to the original required torque issued by the target vehicle; The formula for calculating the gradual recovery slope is as follows: K r =K0×exp(-γ×α peak ); Among them, K r K0 is the gradual recovery slope; γ is the attenuation coefficient; α is the gradual recovery slope. peak This represents the peak angular acceleration during the impact process.

[0007] In one possible implementation, determining the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration includes: If the real-time angular acceleration is greater than the first angular acceleration threshold and less than or equal to the second angular acceleration threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold is less than the preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the real-time angular acceleration is greater than the third angular acceleration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first angular acceleration threshold is less than the second angular acceleration threshold, and the second angular acceleration threshold is less than the third angular acceleration threshold.

[0008] In one possible implementation, determining the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration further includes: Calculate the first derivative of the real-time angular acceleration to obtain the rate of change of angular acceleration; If the rate of change of angular acceleration is greater than a first rate of change threshold and less than or equal to a second rate of change threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold is less than a preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the rate of change of angular acceleration is greater than the third rate of change threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first rate of change threshold is less than the second rate of change threshold, and the second rate of change threshold is less than the third rate of change threshold.

[0009] In one possible implementation, the method further includes: The real-time rotational speed is subjected to a short-time Fourier transform to obtain the rotational speed spectrum; Extract the energy change of the rotational speed spectrum within a specific frequency band and obtain the spectral amplitude of the rotational speed spectrum; the specific frequency band is the frequency band near the first-order natural frequency of the transmission system; The reference energy threshold and reference amplitude threshold corresponding to a specific frequency band are determined through vehicle calibration tests. Based on the reference energy threshold, the reference amplitude threshold, the energy change, and the spectral amplitude, the current torque management strategy corresponding to the target vehicle is determined, and the torque regulation of the drive motor of the target vehicle based on the current torque management strategy is executed, as well as subsequent steps. Specifically, if the energy change is less than the baseline energy threshold, the current torque management strategy is determined to be a mild intervention strategy; if the energy change is greater than the baseline energy threshold and the spectral amplitude is less than or equal to the baseline amplitude threshold, the current torque management strategy is determined to be a moderate intervention strategy; and if the spectral amplitude is greater than the baseline amplitude threshold, the current torque management strategy is determined to be a severe intervention strategy.

[0010] In one possible implementation, the mild intervention strategy is: not limiting the upper limit of the amplitude of the output torque of the drive motor, but only constraining the rate of change of the output torque, limiting the rate of change of the output torque to N% of the original requested rate of change of the output torque; where N is a positive integer. The moderate intervention strategy is as follows: according to formula T target =T request ×K calculates the target torque output by the motor of the target vehicle, where T request The original torque demand issued to the target vehicle is K, which is the dynamic torque limiting coefficient. The dynamic torque limiting coefficient is calculated by the formula K=max(0.3, 1-β×(α / α2-1)), where α is the real-time angular acceleration, α2 is the second angular acceleration threshold, and β is the preset adjustable slope parameter. The heavy intervention strategy is as follows: the target torque of the target vehicle is directly set to zero, and the drive motor of the target vehicle is controlled to switch to free coasting mode.

[0011] In one possible implementation, the method further includes: During the process of smoothing the output torque recovery based on the torque gradual recovery slope, the actual output torque of the drive motor is continuously monitored; When the actual output torque reaches M% or more of the original required torque issued by the target vehicle, the torque gradual recovery mode is exited to restore the normal torque control of the drive motor; M is a positive integer.

[0012] An impact protection device for a vehicle, the device comprising: The rotational speed acquisition unit is used to acquire the real-time rotational speed of the target vehicle from the motor controller of the target vehicle. An angular acceleration calculation unit is used to convert the real-time rotational speed into real-time angular acceleration; A torque strategy determination unit is used to determine the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration. The motor torque control unit is used to control the torque of the drive motor of the target vehicle based on the current torque management strategy. The zero-crossing monitoring and recovery unit is used to continuously collect the real-time rotational speed of the target vehicle and update the real-time angular acceleration throughout the entire process of torque regulation. If the real-time angular acceleration is detected to cross from a negative value to a positive value, the torque gradual recovery mode is entered.

[0013] A vehicle impact protection device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the vehicle impact protection method as described above.

[0014] A computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the vehicle impact protection method as described above.

[0015] Compared with the prior art, this application has the following advantages: This application provides a vehicle impact protection method, device, equipment, and storage medium. Specifically, when executing the vehicle impact protection method provided in this application embodiment, the rotational speed signal of the vehicle motor controller is collected in real time, and the rotational speed data is converted into real-time angular acceleration to accurately identify the impact conditions of the vehicle's wheels lifting off the ground and landing on unstructured road conditions such as potholes, uneven surfaces, and speed bumps. Then, based on a torque control strategy matched with the real-time angular acceleration, torque regulation is specifically performed on the drive motor to suppress the impact load generated at the moment the wheel lands, preventing damage to the reducer gears due to instantaneous impact. Simultaneously, angular acceleration data is continuously monitored and updated throughout the torque regulation process. By identifying the zero-crossing state of angular acceleration from negative to positive, the road condition is identified as returning to stability, and a torque gradual recovery mode is triggered. This effectively avoids secondary impacts caused by sudden torque increases, achieving stable and efficient impact protection for the vehicle's transmission system while simplifying control logic and saving hardware costs. This application directly reuses the real-time speed signal from the original vehicle's motor controller to calculate angular acceleration and determine impact conditions, eliminating the need for additional road perception sensors. This saves on hardware costs and avoids the reliability issues of exposed sensors in complex road conditions. Furthermore, the entire solution only requires basic calculations such as speed acquisition, angular acceleration conversion, and strategy matching, without high-complexity algorithms such as road point cloud parsing, significantly reducing the onboard computing load. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings used in the description of the embodiment or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A flowchart illustrating a vehicle impact protection method provided in this application embodiment; Figure 2 A flowchart illustrating another vehicle impact protection method provided in this application embodiment; Figure 3 This is a schematic diagram of the structure of a vehicle impact protection device provided in an embodiment of this application. Detailed Implementation

[0018] To facilitate understanding of the technical solutions provided in the embodiments of this application, the background technology involved in the embodiments of this application will be described below.

[0019] When unmanned logistics vehicles travel in unstructured traffic scenarios such as logistics parks and rural roads, they frequently encounter uneven road conditions such as potholes, speed bumps, and road imperfections. When vehicles travel at high speeds over uneven surfaces, a situation can easily occur where the wheels lift off the ground and then fall back to the ground: during the wheel-off phase, the ground support load completely disappears, the drive motor load drops rapidly, and the motor speed increases sharply. At the moment the wheel touches the ground again, it will experience severe ground resistance. If the drive motor continues to output high torque, it will generate a momentary high-intensity impact load. This impact load acts directly on the reducer gear structure through the drive shaft, which can easily cause gear teeth to break, leading to transmission mechanism failure.

[0020] One vehicle road impact active vibration reduction control method relies on LiDAR and cameras to detect the road surface conditions ahead, predicting the operating conditions and making advance corrections to the motor torque before the impact load is formed, resulting in excellent protective performance. The specific process of this control method is as follows: Road surface perception data is collected within the pre-aiming area in front of the target vehicle. The road surface perception data uses LiDAR point cloud data or road elevation map data; based on the road surface perception data, the road surface geometric feature parameters corresponding to each road surface unit in front of the vehicle are calculated to determine the road surface type of each road surface unit. The road surface geometric feature parameters include vertical drop height and slope change angle. The vertical drop height of a road surface unit is defined as the difference between the maximum and minimum elevations of the road surface points within the unit; an appropriate estimated impact energy calculation formula is matched according to the road surface characteristics of different road surface units, and the estimated impact energy of each road surface unit is calculated by combining the road surface geometric feature parameters; a corresponding torque management strategy is matched according to the estimated impact energy of each road surface unit; when the vehicle travels to the corresponding road surface unit position, the matched torque management strategy is invoked to adjust the drive motor torque. However, the hardware purchase cost of this control scheme is relatively high, the road recognition algorithm architecture is complex, and there are stringent requirements on the computing power of the vehicle controller and the long-term working stability of the sensors.

[0021] To address this issue, this application provides a vehicle impact protection method, device, equipment, and storage medium. First, it directly reads the real-time rotational speed data output by the vehicle's motor controller. Then, it performs a differential calculation on the rotational speed to obtain the real-time angular acceleration. Using a torque control strategy matched to the angular acceleration, it dynamically constrains the output torque of the drive motor, thereby reducing the transmission impact caused by the large torque at the moment of impact. Throughout the torque control process, the rotational speed and angular acceleration values ​​are continuously refreshed. Once the angular acceleration is detected to cross from a negative value to zero, the road impact condition is determined to have ended, and torque gradual recovery control is initiated to avoid a direct torque increase that could cause a secondary impact. The entire process relies on the vehicle's native electronic control signals to complete impact identification and torque closed-loop control. This application can achieve low-cost, high-precision impact protection for the vehicle's transmission gears during wheel-to-ground conditions.

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0023] See Figure 1 The figure is a flowchart of a vehicle impact protection method provided in an embodiment of this application. Figure 1 As shown, the impact protection method for this vehicle may include steps S101-S105: S101: The real-time rotational speed of the target vehicle is collected from the motor controller of the target vehicle.

[0024] To avoid the drawbacks of adding additional road surface pre-aiming sensors such as lidar and vision cameras, including increased hardware costs, poor environmental adaptability, and high sensor failure rates, and to simplify the vehicle control algorithm and reduce the computing power consumption of the onboard main control chip, the signal can be read directly from the vehicle's original motor controller hardware. The real-time speed signal of the vehicle's drive motor can be collected from the motor controller of the target vehicle. The motor controller itself is a standard component of the unmanned logistics vehicle's power control system, and the speed signal is a regular operating parameter of the electronic control system. The signal sampling is stable, has strong real-time performance, and does not require additional wiring or sensing elements. It can intuitively reflect the sudden changes in speed when the wheels are off the ground and under load, based on the dynamic fluctuation characteristics of the motor speed. This provides stable and reliable basic raw data support for subsequent calculation of real-time angular acceleration and identification of road impact conditions.

[0025] S102: Convert the real-time rotational speed into real-time angular acceleration.

[0026] To quantify the degree of drastic fluctuation in motor speed during wheel lift-off and landing, and to distinguish between smooth driving, normal rapid acceleration, and sudden speed changes caused by road impact, the collected real-time speed can be converted into real-time angular acceleration through differential calculation.

[0027] When the wheel is airborne, the sudden drop in load will bring a large positive angular acceleration. At the moment of landing, the ground resistance suppresses the rotational speed and will generate a negative angular acceleration. By observing the sign and amplitude changes of the angular acceleration, we can intuitively reflect the strength of the impact that the transmission system is subjected to. Compared with directly using the original rotational speed, angular acceleration can amplify the transient change characteristics of rotational speed and weaken the interference of smooth signals during constant speed driving. It can provide accurate quantitative indicators for subsequent two-dimensional impact classification identification by combining amplitude and duration. It can also continuously capture the zero-crossing feature of angular acceleration from negative to positive in the subsequent torque control stage, thereby judging the torsional vibration cycle node and triggering torque gradual recovery, which fully supports the calculation basis of the entire impact protection control logic.

[0028] In one possible implementation, the real-time angular acceleration is calculated based on the collected real-time rotational speed. The specific conversion formula is: angular acceleration α(t) = dω / dt = 2π·dn / dt; where ω represents the angular velocity of the motor and n is the real-time rotational speed. By performing a differential operation on the rotational speed, the angular acceleration value that can characterize the instantaneous change rate of the rotational speed can be obtained, thereby quantifying the degree of abrupt change in motor speed under the conditions of wheel airborne and ground landing.

[0029] S103: Determine the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration.

[0030] To accurately match the appropriate motor torque control level under different impact levels, while balancing the protection effect of transmission gears and the normal driving power output of the vehicle, a condition classification judgment can be carried out based on the calculated real-time angular acceleration. First, a two-dimensional recognition criterion is formed by combining preset multi-level angular acceleration thresholds and impact duration to distinguish four types of operating conditions: normal driving, mild warning, moderate impact, and severe impact. Different torque management strategies correspond to different operating conditions. If only a mild warning condition with a small angular acceleration exceeding the limit occurs, a mild intervention strategy that limits the torque rise slope is adopted to avoid unnecessary power reduction. When the angular acceleration exceeds the moderate threshold and is determined to be a moderate impact for a short period of time, a proportional torque limiting strategy that is dynamically correlated with the angular acceleration amplitude is implemented to suppress the impact load while preserving basic driving power. Once the angular acceleration exceeds the moderate threshold for a long time or directly reaches the severe impact threshold, a severe intervention strategy of torque zeroing and coasting is activated to eliminate the transmission impact caused by the high torque at the moment of landing from the root.

[0031] By dynamically switching the corresponding torque management strategy based on the real-time value of angular acceleration, it not only solves the shortcomings of a single threshold that is prone to misjudging normal acceleration conditions and the one-size-fits-all limitation of torque loss, but also accurately matches the protection level according to the intensity of road impact, thus achieving a balance between transmission system impact protection and vehicle power performance.

[0032] S104: Based on the current torque management strategy, the torque of the drive motor of the target vehicle is regulated.

[0033] After determining the corresponding level of torque management strategy through real-time angular acceleration, the output torque of the drive motor can be dynamically adjusted according to the matched intervention strategy. This reduces the impact load generated by the collision between the high torque of the motor and the ground resistance at the moment the wheel hits the ground, and avoids the transmission of huge stress along the drive shaft, which could cause damage to the reducer gears.

[0034] Specifically, if the current matching is a mild intervention strategy, the rate of increase of the drive motor torque will be constrained, the torque output curve will be smoothed, and the slight impact caused by instantaneous speed fluctuations will be filtered out to the greatest extent to preserve the vehicle's acceleration power. If a moderate intervention strategy is executed, the target torque of the motor will be reduced according to a proportional coefficient that is negatively correlated with the real-time angular acceleration, and the torque limiting amplitude will be adaptively adjusted according to the severity of the impact, which will both weaken the impact load and maintain the vehicle's basic driving force. If a severe intervention strategy is triggered, the motor output torque will be directly reduced to zero and the motor will be controlled to enter a free-slip state, completely cutting off the drive torque input at the moment of landing and eliminating the generation of severe impact loads from the source.

[0035] The entire torque regulation process relies on the vehicle's original motor controller, without the need for additional hardware actuators. It can adjust the motor output state in real time according to road impact conditions, and finely balance the protection requirements of the transmission system with the overall vehicle driving power performance.

[0036] S105: During the entire process of torque regulation, the real-time rotational speed of the target vehicle is continuously collected and the real-time angular acceleration is updated. If the real-time angular acceleration is detected to change from a negative value to a positive value after crossing zero, the torque gradual recovery mode is entered.

[0037] Throughout the process of performing graded torque control on the drive motor, the real-time monitoring of the vehicle's operating status will not stop. The real-time speed can be continuously collected from the motor controller and the real-time angular acceleration can be iteratively calculated and updated in a synchronous manner, thereby continuously tracking the evolution of the torsional vibration of the transmission system.

[0038] When a wheel hits the ground and experiences resistance, it generates a negative angular acceleration. As the torsional vibration of the transmission gradually decays, the angular acceleration value gradually recovers from its negative value. When it crosses zero and switches to a positive value, it indicates that the torsional vibration oscillation caused by the road impact has completed a full cycle. At this point, the transmission mechanism is in a phase where it is unlikely to generate additional vibration. Based on this judgment condition, timely switching to the torque gradual recovery mode, abandoning the coarse control method of directly stepping to restore torque, can avoid the superposition of a sudden and large increase in torque and residual torsional vibration to form a secondary impact load, which would continuously damage the reducer gears.

[0039] Meanwhile, the rate of torque recovery will be adaptively adjusted based on the peak angular acceleration of the impact process. The more severe the impact, the smoother the torque recovery speed. Through this closed-loop monitoring and timing mechanism recovery logic, the motor torque will be smoothly restored to the driver's original demand value while ensuring that the transmission structure is not damaged secondary. This balances long-term fatigue protection of the transmission system with normal vehicle driving power output.

[0040] Based on the content of S101-S105, the real-time rotational speed of the target vehicle is first acquired from the target vehicle's motor controller and converted into real-time angular acceleration. Next, the current torque management strategy corresponding to the target vehicle is determined based on the real-time angular acceleration, and the torque of the target vehicle's drive motor is adjusted according to the current torque management strategy. Finally, throughout the entire torque adjustment process, the real-time rotational speed of the target vehicle is continuously acquired and the real-time angular acceleration is updated. If the real-time angular acceleration is detected to change from a negative value across zero to a positive value, the torque gradual recovery mode is entered. This application can achieve low-cost, high-precision impact protection for the vehicle's transmission gears under vehicle wheel air-to-ground conditions.

[0041] In one possible implementation, the torque recovery mode includes: The torque recovery slope is calculated based on the peak angular acceleration during the impact. Then, using the torque recovery slope, the output torque of the drive motor is controlled to smoothly recover to the original torque required by the target vehicle.

[0042] Specifically, during the torque recovery process, the peak angular acceleration recorded throughout the entire impact process is first extracted, and the recovery slope adapted to the impact intensity is calculated using a preset formula. Then, the calculated recovery slope is used to constrain the torque increase speed of the drive motor, so that the output torque can recover smoothly and without abrupt changes to the original required torque issued by the vehicle, preventing a sudden increase in torque from inducing a secondary torsional vibration impact.

[0043] It should be noted that the impact process refers to the complete stage in which the wheel is airborne and lands, causing a violent fluctuation in rotational speed. The peak angular acceleration is the maximum value of angular acceleration detected during this complete impact process. This value can intuitively reflect the severity of the road impact. Using this as a variable to calculate the gradual recovery slope allows the torque recovery rhythm to be precisely matched with the impact intensity.

[0044] The formula for calculating the gradual recovery slope is as follows: K r =K0×exp(-γ×α peak ); Among them, K rK0 is the gradual recovery slope; K0 is the baseline recovery slope, with a value range of 500~1000 Nm / s, which can be determined by actual vehicle calibration based on the vehicle transmission system structure and the vehicle's load conditions; γ is the attenuation coefficient that can be adjusted according to the vehicle model and transmission structure calibration, with a value range of 0.01~0.05, which can be calibrated and adjusted as needed based on the reducer gear stiffness and road impact characteristics; αpeak is the maximum angular acceleration value collected during the current impact process, i.e., peak angular acceleration.

[0045] As can be seen from the formula, the greater the peak angular acceleration of the impact, the smaller the calculated gradual recovery slope, and the slower the torque recovery speed. Corresponding to more severe impact conditions, a gentler torque recovery rhythm is adopted to accurately match the vibration reduction requirements of the transmission system after different levels of impact. While avoiding secondary impacts and protecting the reducer gears, the power recovery waiting time is shortened as much as possible, balancing transmission protection and driving power performance.

[0046] For example, assume that the baseline recovery slope is set to K0 = 800 Nm / s and the adjustable coefficient γ = 0.02.

[0047] Scenario 1: Mild road bumps, peak angular acceleration α of this impact peak =10 rad / s²; Substitute into formula K r =800×exp(-0.02×10)≈655Nm / s, the torque recovers rapidly at a rate of 655Nm / s, the power is restored quickly, and it hardly affects driving.

[0048] Scenario 2: A violent airborne landing occurs after crossing a deep pit, with a peak angular acceleration α. peak =60 rad / s²; Substitute into formula K r =800×exp(-0.02×60)≈241Nm / s, the torque recovery speed is greatly slowed down, the torque is slowly restored, and the sudden increase in power will not cause secondary torsional vibration, thus protecting the gears of the reducer.

[0049] In one possible implementation, step S103 determines the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration, using a two-dimensional judgment logic that combines the angular acceleration amplitude with the duration. The specific judgment rules are as follows: If the real-time angular acceleration is greater than a first angular acceleration threshold and less than or equal to a second angular acceleration threshold, the current torque management strategy is determined to be a mild intervention strategy; if the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater acceleration is less than a preset duration threshold, the current torque management strategy is determined to be a moderate intervention strategy; if the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater acceleration is more than a preset duration threshold, the current torque management strategy is determined to be a severe intervention strategy; if the real-time angular acceleration is greater than a third angular acceleration threshold, the current torque management strategy is determined to be a severe intervention strategy.

[0050] Specifically, when the real-time angular acceleration value exceeds the first angular acceleration threshold but is not greater than the second angular acceleration threshold, it is determined that there is only a slight instantaneous fluctuation in rotational speed, and a mild intervention strategy is matched; when the real-time angular acceleration is higher than the second angular acceleration threshold, but the duration of this exceeding state does not reach the preset duration threshold, it represents a brief impact pulse, and a moderate intervention strategy is matched; when the real-time angular acceleration is continuously higher than the second angular acceleration threshold, and the duration of exceeding the threshold exceeds the preset duration threshold, it indicates that the vehicle is in a continuous dangerous impact condition, and a severe intervention strategy is matched; if the real-time angular acceleration directly exceeds the third angular acceleration threshold, which has a larger value, it represents an extremely severe impact, and without determining the duration, a severe intervention strategy is directly adopted.

[0051] By combining amplitude and duration, it is possible to effectively distinguish between the instantaneous angular acceleration surge during normal rapid acceleration of a vehicle and the actual road impact caused by the wheels landing in the air, thus avoiding the loss of power due to incorrect torque limitation. At the same time, the control scheme is matched according to the severity of the impact, taking into account both the protection of the transmission system and the driving power performance.

[0052] Wherein, the first angular acceleration threshold is less than the second angular acceleration threshold, and the second angular acceleration threshold is less than the third angular acceleration threshold.

[0053] In one possible implementation, each acceleration threshold can be calibrated in conjunction with the maximum acceleration of the motor under normal vehicle operation: The first angular acceleration threshold α1 can be set to, but is not limited to, 1.5 to 2 times the normal maximum acceleration of the vehicle, and is used to identify small instantaneous speed overshoot; The second angular acceleration threshold α2 can be set to, but is not limited to, 3 to 4 times the normal maximum acceleration of the vehicle, as a dividing value to distinguish between ordinary instantaneous fluctuations and real road impacts. The third-angle acceleration threshold α3 can be set to, but is not limited to, 6 to 8 times the normal maximum acceleration of the vehicle, and is used to directly determine extremely violent take-off and landing impact conditions.

[0054] In one possible implementation, a preset duration threshold t is used to assist in the discrimination. threshold The value range can be, but is not limited to, 50 to 100 ms. By combining the excessive amplitude of angular acceleration with the duration of the duration, the system filters out the brief surge in angular acceleration caused by normal driving such as hill starts and rapid acceleration, thereby reducing the possibility of the system erroneously triggering torque limiting.

[0055] In one possible implementation, step S103 determines the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration, and further includes discrimination logic for the dynamic change characteristics of angular acceleration: The first derivative of the real-time angular acceleration is calculated to obtain the rate of change of angular acceleration. If the rate of change of angular acceleration is greater than a first rate of change threshold and less than or equal to a second rate of change threshold, the current torque management strategy is determined to be a mild intervention strategy; if the rate of change of angular acceleration is greater than the second rate of change threshold and the duration of the greater rate of change threshold is less than a preset duration threshold, the current torque management strategy is determined to be a moderate intervention strategy; if the rate of change of angular acceleration is greater than the second rate of change threshold and the duration of the greater rate of change threshold exceeds a preset duration threshold, the current torque management strategy is determined to be a severe intervention strategy; if the rate of change of angular acceleration is greater than a third rate of change threshold, the current torque management strategy is determined to be a heavy intervention strategy.

[0056] Specifically, the rate of change of angular acceleration is calculated by performing a first-order differential operation on the real-time angular acceleration. The degree of dynamic abrupt change in angular acceleration is used to distinguish between impact and gentle speed fluctuations. When the rate of change of angular acceleration is higher than the first rate of change threshold but does not exceed the second rate of change threshold, it is determined that only a small vibration abrupt change has occurred, and a mild intervention strategy is configured. When the rate of change of angular acceleration exceeds the second rate of change threshold, but the duration of the over-limit state does not reach the preset duration threshold, it is determined to be an instantaneous impact pulse load, and a moderate intervention strategy is configured. When the rate of change of angular acceleration exceeds the second rate of change threshold and the duration of the over-limit is longer than the preset duration threshold, it means that the transmission system is under severe alternating load conditions for a long time, and a severe intervention strategy is configured. Once the rate of change of angular acceleration directly exceeds the third rate of change threshold, it indicates that an instantaneous extreme impact has occurred, and no timing judgment is required; the severe intervention strategy is directly activated.

[0057] By introducing the first derivative of angular acceleration, also known as the rate of change index, it is possible to capture the impact characteristics of a sudden increase in angular acceleration, distinguish between the slow angular acceleration fluctuation caused by uniform turbulence and the sudden impact at the moment the wheel hits the ground, and form a complementary fast and slow characteristic with the original angular acceleration amplitude judgment, further reducing the probability of false triggering of protection strategies under normal driving conditions, and achieving an upgrade in the accuracy of impact condition recognition.

[0058] Wherein, the first rate of change threshold is less than the second rate of change threshold, and the second rate of change threshold is less than the third rate of change threshold.

[0059] In one possible implementation, the three sets of angular acceleration rate of change thresholds are also calibrated based on the maximum angular acceleration of the motor under normal vehicle driving conditions. First rate of change threshold It can be set to, but is not limited to, 1.5 to 2 times the normal maximum rate of change of angular acceleration of the vehicle, to match the smooth angular acceleration fluctuations caused by small speed fluctuations, in order to identify minor disturbances; Second rate of change threshold It can be set to, but is not limited to, 3 to 4 times the normal maximum angular acceleration change rate of the vehicle, as the critical limit for distinguishing between conventional gradual speed fluctuations and shock-type abrupt load changes. Third rate of change threshold It can be set to, but is not limited to, 6 to 8 times the normal maximum angular acceleration change rate of the vehicle, to achieve zero-delay heavy protection triggering for step-like sudden impacts caused by hard wheel landings and violent collisions.

[0060] The calibration logic and the angular acceleration amplitude threshold maintain a common proportional relationship. The amplitude threshold determines how strong the impact is, and the rate of change threshold determines how fast the impact comes. Both share the same basic dynamic calibration benchmark for the whole vehicle, which facilitates benchmarking and debugging between the test bench and the actual vehicle.

[0061] See Figure 2 , Figure 2 A flowchart of another vehicle impact protection method provided in this application embodiment is shown, which can be specifically implemented through steps S201-S204: S201: Perform a short-time Fourier transform on the real-time rotational speed to obtain the rotational speed spectrum.

[0062] To avoid the shortcomings of relying solely on time-domain angular acceleration to identify impact conditions, which is susceptible to interference from minor road surface vibrations and high-frequency noise from motor operation, leading to misjudgments, this step performs a short-time Fourier transform on the continuously acquired real-time motor speed time-domain signal. This transforms the continuously changing one-dimensional speed time-domain waveform into a speed spectrum with different frequency components. The torsional vibration energy generated when the wheel lands is concentrated near the first-order natural frequency of the transmission system, while the speed fluctuations caused by smooth vehicle driving and normal rapid acceleration are only distributed in the low-frequency ordinary frequency band. Various harmless minor vibration noises are dispersed in irrelevant high-frequency ranges. The short-time Fourier transform can separate the frequency components of speed fluctuations from different sources, highlighting the characteristic frequency energy specific to impact conditions, eliminating the interference of noise in the time-domain signal on condition judgment, and providing a quantifiable frequency domain analysis data foundation for subsequent extraction of target frequency band energy changes and spectral amplitudes, and accurately distinguishing different levels of impact conditions based on frequency domain characteristics.

[0063] S202: Extract the energy change of the rotation speed spectrum within a specific frequency band and obtain the spectral amplitude of the rotation speed spectrum.

[0064] After completing the short-time Fourier transform of the real-time rotational speed and generating the rotational speed spectrum, a specific frequency band near the first-order natural frequency of the transmission system can be targeted for feature extraction. The reason for selecting this frequency band as the core of the analysis is that when the vehicle passes over potholes or speed bumps and the wheels are airborne and land, the impact load will excite the transmission system composed of the drive shaft and reducer gears to generate inherent torsional vibration. Most of the vibration energy from the impact will be concentrated in this frequency band, while the rotational speed fluctuations caused by normal smooth driving, regular rapid acceleration, or minor road bumps will not release energy in this frequency band.

[0065] After obtaining the rotational speed spectrum, on the one hand, the difference between the vibration energy in that specific frequency band and the reference state of smooth driving can be statistically analyzed to obtain the change in frequency band energy, thereby reflecting the current level of vibration energy increment and intuitively indicating whether an impact has occurred; on the other hand, the corresponding spectral amplitude in that frequency band can be read, and the magnitude of the amplitude can directly characterize the severity of torsional vibration and distinguish between slight vibration and high-intensity impact vibration.

[0066] By simultaneously extracting two sets of frequency domain characteristic parameters—energy change and spectral amplitude—a dual basis for judgment can be formed. This effectively filters out invalid interference signals such as motor electromagnetic noise and minor road surface vibrations distributed in other frequency bands, avoiding the impact of noise on the accuracy of working condition judgment. It provides two reliable quantitative frequency domain indicators for subsequent comparison with preset thresholds to classify mild, moderate, and severe impact levels and match corresponding torque management strategies.

[0067] The specific frequency band is the frequency band near the first-order natural frequency of the transmission system.

[0068] In one possible implementation, the energy change ΔE is calculated as the total energy of the transmission system in a specific frequency band of its first-order natural frequency in the current frame, minus the energy E of the reference frequency band pre-calibrated under the vehicle's smooth, shock-free driving condition. base That is, the energy change ΔE = total energy of the current frame frequency band - energy of the reference frequency band during normal and stable driving E base The total energy of the current frame frequency band is the real-time frequency domain energy value extracted after each short-time Fourier transform, and the reference frequency band energy E base The steady-state energy of the frequency band is determined by collecting data during vehicle calibration when the vehicle is traveling at a constant speed and without road torsional vibration interference.

[0069] The ΔE calculated by this formula can intuitively reflect the increase in vibration energy generated under the current working conditions compared to normal driving. The larger the ΔE value, the higher the torsional vibration energy accumulated in the transmission system due to road impact. This is used as the first judgment condition to distinguish between harmless minor vibrations and impact vibrations that pose a risk of gear damage.

[0070] S203: Determine the reference energy threshold and reference amplitude threshold corresponding to a specific frequency band through vehicle calibration tests.

[0071] To ensure that the frequency domain recognition logic can adapt to the inherent vibration characteristics of the target vehicle's transmission structure and avoid problems such as inaccurate impact recognition and improper torque limiting strategy matching caused by using a uniform fixed threshold, specific judgment parameters can be pre-determined based on actual vehicle calibration tests. The test process will cover all conventional driving conditions, including no-load, full-load, different vehicle speeds, and various uneven road surfaces. First, steady-state spectrum data of the transmission's first-order natural frequency corresponding to a specific frequency band under the condition of stable and uniform speed driving without impact will be collected. This data will be used as a benchmark to calculate the basic energy level and basic amplitude level. Then, typical impact scenarios of various levels, such as slight bumps, moderate airborne landings, and severe impacts from deep pits, will be reproduced. The energy increment and spectral peak value corresponding to the specific frequency band under each condition will be recorded simultaneously. Combined with repeated adjustments based on the safety stress limits of the transmission gears and drive shafts, the benchmark energy threshold and benchmark amplitude threshold that can clearly distinguish between normal vibration, light impact, moderate impact, and severe impact will be finally determined. Both sets of thresholds are consistent with the vibration patterns caused by the stiffness and mass distribution of the vehicle's transmission components. They can filter out minor frequency energy fluctuations that pose no risk of damage during daily driving, preventing easy triggering of intervention strategies that could affect power output. They can also accurately capture torsional vibration signals that pose a risk of damage, providing a quantitative judgment standard that has been verified by real vehicles and has engineering reliability for subsequent torque control strategies that are matched in stages based on measured energy changes and spectral amplitude.

[0072] S204: Based on the reference energy threshold, the reference amplitude threshold, the energy change, and the spectral amplitude, determine the current torque management strategy corresponding to the target vehicle, and execute step S104 and subsequent steps based on the current torque management strategy.

[0073] After extracting the energy change and spectral amplitude of a specific frequency band, and calibrating the vehicle with the reference energy threshold and reference amplitude threshold, the measured frequency domain characteristic parameters can be compared and judged hierarchically with the preset calibration thresholds. This allows for precise classification of the vehicle's current vibration and shock level and matching of the corresponding torque management strategy. First, the real-time collected frequency band energy change is compared with the reference energy threshold to preliminarily determine whether a torsional vibration signal with damage risk has appeared. Then, the magnitude of the impact severity is further distinguished by combining the relationship between the spectral amplitude and the reference amplitude threshold, achieving multi-dimensional frequency domain feature joint discrimination and avoiding the problem of false triggering of protection due to random noise interference in single parameter judgment. After matching any of the mild, moderate, or severe intervention strategies, the mature torque control logic in the time domain scheme above is directly used to jump to step S104 to carry out hierarchical constraint control of the drive motor output torque. This completely continues all subsequent control processes such as continuous monitoring of speed, updating spectral characteristics, zero-crossing detection of angular acceleration, and adaptive slope torque gradual recovery throughout the torque control process, without the need to rebuild the entire torque execution and recovery architecture.

[0074] This frequency domain discrimination logic is seamlessly integrated with the original time domain control link. It can not only improve the anti-interference capability of impact identification under complex road conditions by relying on spectrum characteristics, but also reuse mature control methods such as graded torque limiting and zero-crossing slow recovery. While enhancing the accuracy of impact identification, it fully retains the advantages of the original solution in taking into account both transmission system protection and vehicle dynamics.

[0075] Specifically, if the energy change is less than the baseline energy threshold, the current torque management strategy is determined to be a mild intervention strategy; if the energy change is greater than the baseline energy threshold and the spectral amplitude is less than or equal to the baseline amplitude threshold, the current torque management strategy is determined to be a moderate intervention strategy; and if the spectral amplitude is greater than the baseline amplitude threshold, the current torque management strategy is determined to be a severe intervention strategy.

[0076] Steps S201-S204 construct an alternative scheme for impact condition identification based on frequency domain spectral characteristics. Unlike identification logic that relies on time domain angular acceleration amplitude and duration, this process first converts the time domain speed signal into a speed spectrum, extracts the energy increment and spectral amplitude of the first-order inherent frequency band of the transmission, and then completes the impact level classification based on the dual thresholds obtained from vehicle calibration. Finally, it outputs an adapted torque management strategy and integrates it with the original torque control, continuous speed monitoring, angular acceleration zero-crossing detection, and adaptive gradual torque recovery control chain. By using frequency domain analysis, it effectively filters out motor noise and interference signals caused by minor road bumps, reduces the probability of false intervention under normal acceleration conditions, and further improves the accuracy of wheel air-to-ground impact identification.

[0077] In one possible implementation, the mild intervention strategy is: not limiting the upper limit of the amplitude of the output torque of the drive motor, but only constraining the rate of change of the output torque, limiting the rate of change of the output torque to N% (e.g., 50%) of the original requested rate of change of the torque; N is a positive integer; The moderate intervention strategy is as follows: according to formula T target =T request ×K calculates the target torque output by the motor of the target vehicle, where T request K represents the original torque demand issued to the target vehicle, and K is the dynamic torque limiting coefficient. The dynamic torque limiting coefficient is calculated using the formula K=max(0.3, 1-β×(α / α2-1)), where α is the real-time angular acceleration, α2 is the second angular acceleration threshold, and β is a preset adjustable slope parameter. The minimum value of K is 0.3, meaning that the motor output torque retains at least 30% of the original torque demand. The heavy intervention strategy is as follows: the target torque of the target vehicle is directly set to zero, and the drive motor of the target vehicle is controlled to switch to free coasting mode, so that the drive motor of the target vehicle can passively follow the wheel speed while idling. Meanwhile, the original torque demand issued by the entire vehicle remains unchanged.

[0078] In one possible implementation, the method further includes: During the smooth control of output torque recovery based on the torque gradual recovery slope, the actual output torque of the drive motor is continuously monitored. When the actual output torque reaches M% (e.g., 95%) or more of the original required torque issued by the target vehicle, the torque gradual recovery mode is exited to restore normal torque control of the drive motor; M is a positive integer.

[0079] Specifically, the complete exit judgment logic for the torque gradual recovery process is as follows: throughout the entire process of continuously increasing the output torque of the drive motor according to the calculated torque gradual recovery slope, the actual output torque value of the drive motor can be continuously collected and monitored in real time, and compared with the original required torque issued by the vehicle controller.

[0080] When the actual output torque is detected to reach M% or more of the original required torque, the torque gradual recovery mode is immediately exited, the torque recovery slope constraint is released, and the vehicle's normal torque control logic is switched to allow the motor to freely output power according to the vehicle's original torque request. M is a positive integer that can be adjusted through vehicle calibration, with a typical value of 95%.

[0081] This exit mechanism can prevent the long-term limitation of torque from affecting the vehicle's driving power. It ends the gradual increase control only after the torque is close to the required value. This ensures that the torque recovery is smooth and without sudden changes, prevents secondary torsional vibration impact from damaging the transmission gears, and can restore the vehicle's full power performance in a timely manner, balancing the transmission protection effect and the driving acceleration response requirements.

[0082] See Figure 3 , Figure 3 This is a schematic diagram of the structure of a vehicle impact protection device provided in an embodiment of this application. Figure 3 As shown, the vehicle's impact protection device includes: The rotational speed acquisition unit 301 is used to acquire the real-time rotational speed of the target vehicle from the motor controller of the target vehicle. An angular acceleration calculation unit 302 is used to convert the real-time rotational speed into real-time angular acceleration. The torque strategy determination unit 303 is used to determine the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration. The motor torque regulation unit 304 is used to regulate the torque of the drive motor of the target vehicle based on the current torque management strategy. The zero-crossing monitoring and recovery unit 305 is used to continuously collect the real-time rotational speed of the target vehicle and update the real-time angular acceleration throughout the entire process of torque regulation. If the real-time angular acceleration is detected to change from a negative value to a positive value after crossing zero, the torque gradual recovery mode is entered.

[0083] In one possible implementation, the device further includes: The impact slope calculation unit is used to calculate the rise recovery slope based on the peak angular acceleration during this impact process. A torque smooth recovery control unit is used to control the output torque of the drive motor to smoothly recover to the original required torque issued by the target vehicle by adopting the torque slow recovery slope. The formula for calculating the gradual recovery slope is as follows: K r =K0×exp(-γ×α peak ); Among them, K r K0 is the gradual recovery slope; γ is the attenuation coefficient; α is the gradual recovery slope. peak This represents the peak angular acceleration during the impact process.

[0084] In one possible implementation, the torque strategy determination unit 303 is specifically used for: If the real-time angular acceleration is greater than the first angular acceleration threshold and less than or equal to the second angular acceleration threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold is less than the preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the real-time angular acceleration is greater than the third angular acceleration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first angular acceleration threshold is less than the second angular acceleration threshold, and the second angular acceleration threshold is less than the third angular acceleration threshold.

[0085] In one possible implementation, the torque strategy determination unit 303 is further specifically used for: Calculate the first derivative of the real-time angular acceleration to obtain the rate of change of angular acceleration; If the rate of change of angular acceleration is greater than a first rate of change threshold and less than or equal to a second rate of change threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold is less than a preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the rate of change of angular acceleration is greater than the third rate of change threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first rate of change threshold is less than the second rate of change threshold, and the second rate of change threshold is less than the third rate of change threshold.

[0086] In one possible implementation, the device further includes: The spectrum transformation processing unit is used to perform a short-time Fourier transform on the real-time rotational speed to obtain the rotational speed spectrum; A frequency domain feature extraction unit is used to extract the energy change of the rotational speed spectrum within a specific frequency band and obtain the spectral amplitude of the rotational speed spectrum; the specific frequency band is the frequency band near the first-order natural frequency of the transmission system; The threshold calibration unit is used to determine the reference energy threshold and reference amplitude threshold corresponding to a specific frequency band through vehicle calibration tests. The strategy identification unit is used to determine the current torque management strategy corresponding to the target vehicle based on the reference energy threshold, the reference amplitude threshold, the energy change amount and the spectrum amplitude, so as to execute the torque regulation of the drive motor of the target vehicle based on the current torque management strategy, and subsequent steps. Specifically, if the energy change is less than the baseline energy threshold, the current torque management strategy is determined to be a mild intervention strategy; if the energy change is greater than the baseline energy threshold and the spectral amplitude is less than or equal to the baseline amplitude threshold, the current torque management strategy is determined to be a moderate intervention strategy; and if the spectral amplitude is greater than the baseline amplitude threshold, the current torque management strategy is determined to be a severe intervention strategy.

[0087] In one possible implementation, the mild intervention strategy is: not limiting the upper limit of the amplitude of the output torque of the drive motor, but only constraining the rate of change of the output torque, limiting the rate of change of the output torque to N% of the original requested rate of change of the output torque; where N is a positive integer. The moderate intervention strategy is as follows: according to formula T target =T request ×K calculates the target torque output by the motor of the target vehicle, where T request The original torque demand issued to the target vehicle is K, which is the dynamic torque limiting coefficient. The dynamic torque limiting coefficient is calculated by the formula K=max(0.3, 1-β×(α / α2-1)), where α is the real-time angular acceleration, α2 is the second angular acceleration threshold, and β is the preset adjustable slope parameter. The heavy intervention strategy is as follows: the target torque of the target vehicle is directly set to zero, and the drive motor of the target vehicle is controlled to switch to free coasting mode.

[0088] In one possible implementation, the device further includes: A real-time torque monitoring unit is used to continuously monitor the actual output torque of the drive motor during the smooth control of the output torque recovery process based on the torque gradual recovery slope. The recovery mode exit control unit is used to exit the torque gradual increase recovery mode when the actual output torque reaches M% or more of the original required torque issued by the target vehicle, so as to restore the normal torque control of the drive motor; M is a positive integer.

[0089] In addition, this application embodiment also provides a vehicle impact protection device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the vehicle impact protection method as described above.

[0090] In addition, this application embodiment also provides a computer-readable storage medium storing instructions that, when executed on a terminal device, cause the terminal device to perform the vehicle impact protection method described above.

[0091] This application directly retrieves the real-time speed signal from the original vehicle's motor controller and calculates the real-time angular acceleration to determine impact conditions. This eliminates the need for additional road surface sensing sensors, saving on hardware costs and avoiding the reliability issues of exposed sensors in complex road conditions. Furthermore, the entire process in this application involves only a few basic operations: speed acquisition, angular acceleration calculation, strategy matching, torque control, and angular acceleration zero-crossing detection. It avoids highly complex algorithms such as road point cloud analysis and elevation calculation, significantly reducing the computational load on the vehicle controller.

[0092] The above provides a detailed description of a vehicle impact protection method, apparatus, device, and storage medium provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of the claims of this application.

[0093] It should be understood that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

Claims

1. A method for impact protection of a vehicle, characterized in that, The method includes: The real-time rotational speed of the target vehicle is collected from the motor controller of the target vehicle. Convert the real-time rotational speed into real-time angular acceleration; The current torque management strategy for the target vehicle is determined based on the real-time angular acceleration. The torque of the drive motor of the target vehicle is regulated based on the current torque management strategy. Throughout the torque regulation process, the real-time rotational speed of the target vehicle is continuously collected and the real-time angular acceleration is updated. If the real-time angular acceleration is detected to change from a negative value to a positive value after crossing zero, the torque gradual recovery mode is entered.

2. The method according to claim 1, characterized in that, The torque recovery mode includes: The rise recovery slope was calculated based on the peak angular acceleration during this impact. By employing the torque gradual recovery slope, the output torque of the drive motor is controlled to smoothly recover to the original required torque issued by the target vehicle; The formula for calculating the gradual recovery slope is as follows: K r =K0×exp(-γ×α peak ); Among them, K r K0 is the gradual recovery slope; γ is the attenuation coefficient; α is the gradual recovery slope. peak This represents the peak angular acceleration during the impact process.

3. The method according to claim 1, characterized in that, The method for determining the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration includes: If the real-time angular acceleration is greater than the first angular acceleration threshold and less than or equal to the second angular acceleration threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold is less than the preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the real-time angular acceleration is greater than the second angular acceleration threshold and the duration of the greater angular acceleration threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the real-time angular acceleration is greater than the third angular acceleration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first angular acceleration threshold is less than the second angular acceleration threshold, and the second angular acceleration threshold is less than the third angular acceleration threshold.

4. The method according to claim 1, characterized in that, The method for determining the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration further includes: Calculate the first derivative of the real-time angular acceleration to obtain the rate of change of angular acceleration; If the rate of change of angular acceleration is greater than a first rate of change threshold and less than or equal to a second rate of change threshold, then the current torque management strategy is determined to be a mild intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold is less than a preset duration threshold, then the current torque management strategy is determined to be a moderate intervention strategy. If the rate of change of angular acceleration is greater than a second rate of change threshold and the duration of the greater rate of change threshold exceeds a preset duration threshold, then the current torque management strategy is determined to be a heavy intervention strategy. If the rate of change of angular acceleration is greater than the third rate of change threshold, then the current torque management strategy is determined to be a heavy intervention strategy. Wherein, the first rate of change threshold is less than the second rate of change threshold, and the second rate of change threshold is less than the third rate of change threshold.

5. The method according to claim 1, characterized in that, The method further includes: The real-time rotational speed is subjected to a short-time Fourier transform to obtain the rotational speed spectrum; Extract the energy change of the rotational speed spectrum within a specific frequency band and obtain the spectral amplitude of the rotational speed spectrum; the specific frequency band is the frequency band near the first-order natural frequency of the transmission system; The reference energy threshold and reference amplitude threshold corresponding to a specific frequency band are determined through vehicle calibration tests. Based on the reference energy threshold, the reference amplitude threshold, the energy change, and the spectral amplitude, the current torque management strategy corresponding to the target vehicle is determined, and the torque regulation of the drive motor of the target vehicle based on the current torque management strategy is executed, as well as subsequent steps. Specifically, if the energy change is less than the baseline energy threshold, the current torque management strategy is determined to be a mild intervention strategy; if the energy change is greater than the baseline energy threshold and the spectral amplitude is less than or equal to the baseline amplitude threshold, the current torque management strategy is determined to be a moderate intervention strategy; and if the spectral amplitude is greater than the baseline amplitude threshold, the current torque management strategy is determined to be a severe intervention strategy.

6. The method according to any one of claims 3-5, characterized in that, The mild intervention strategy is as follows: it does not limit the upper limit of the output torque of the drive motor, but only constrains the rate of change of the output torque, limiting the rate of change of the output torque to N% of the original requested rate of change of the torque; N is a positive integer. The moderate intervention strategy is as follows: according to formula T target =T request ×K calculates the target torque output by the motor of the target vehicle, where T request The original torque demand issued to the target vehicle is K, which is the dynamic torque limiting coefficient. The dynamic torque limiting coefficient is calculated by the formula K=max(0.3, 1-β×(α / α2-1)), where α is the real-time angular acceleration, α2 is the second angular acceleration threshold, and β is the preset adjustable slope parameter. The heavy intervention strategy is as follows: the target torque of the target vehicle is directly set to zero, and the drive motor of the target vehicle is controlled to switch to free coasting mode.

7. The method according to claim 2, characterized in that, The method further includes: During the process of smoothing the output torque recovery based on the torque gradual recovery slope, the actual output torque of the drive motor is continuously monitored; When the actual output torque reaches M% or more of the original required torque issued by the target vehicle, the torque gradual recovery mode is exited to restore the normal torque control of the drive motor; M is a positive integer.

8. An impact protection device for a vehicle, characterized in that, The device includes: The rotational speed acquisition unit is used to acquire the real-time rotational speed of the target vehicle from the motor controller of the target vehicle. An angular acceleration calculation unit is used to convert the real-time rotational speed into real-time angular acceleration; A torque strategy determination unit is used to determine the current torque management strategy corresponding to the target vehicle based on the real-time angular acceleration. The motor torque control unit is used to control the torque of the drive motor of the target vehicle based on the current torque management strategy. The zero-crossing monitoring and recovery unit is used to continuously collect the real-time rotational speed of the target vehicle and update the real-time angular acceleration throughout the entire process of torque regulation. If the real-time angular acceleration is detected to cross from a negative value to a positive value, the torque gradual recovery mode is entered.

9. An impact protection device for a vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the vehicle impact protection method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed on a terminal device, cause the terminal device to perform the vehicle impact protection method as described in any one of claims 1-7.

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