Integrated Wheel Drive Control Using Slip and State Matrices
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Solution Overview
Problem
Existing vehicle drive control systems require numerous subsystems that are difficult to test and optimize collectively, necessitating a reduction in subsystems and integration into a unified drive control system.
Innovation Solution
A method and system that integrates multiple parameters by detecting desired acceleration, vehicle and wheel speeds, determining wheel state descriptions, and using correction matrices to control actuators, thereby optimizing drive control with reduced subsystems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If multiple subsystems are used for drive control, then the system can handle complex control tasks, but the device complexity and difficulty of testing/optimization increase
Solution Approach 1:
The patent merges multiple drive control subsystems into a single integrated drive control system that manages both drive torque and brake torque control functions. This consolidation reduces the number of separate subsystems while maintaining the ability to handle complex control tasks through a unified control architecture that coordinates all drive actuators centrally.
Solution Approach 2:
The integrated drive control system performs multiple functions including detecting desired acceleration, determining wheel state descriptions, calculating target accelerations, and controlling both drive and brake actuators. This multi-functional approach allows a single system to replace multiple specialized subsystems while maintaining comprehensive control capability.
2Reliability
If multiple subsystems are used for drive control, then specific control functions can be specialized, but the testing and optimization effort increases considerably
Solution Approach 1:
By combining multiple control functions into a single drive control system, the patent reduces the number of interfaces and interaction points between subsystems that need to be tested. The unified system allows for centralized optimization of control algorithms and reduces the complexity of system-level testing while maintaining specialized control capabilities through modular control strategies within the integrated architecture.
3Device complexity
If a unified drive control system is implemented, then the number of subsystems is reduced, but the computational complexity increases
Solution Approach 1:
The control computation is segmented into distinct functional modules including state description determination, target acceleration calculation, and actuator control. This modular computational structure allows the system to process multiple parameters simultaneously through organized calculation steps, reducing the overall computational burden while maintaining the integrated control approach.
Solution Approach 2:
The system performs preliminary calculations by determining wheel state descriptions and target accelerations before executing actuator control. This staged computational approach pre-processes control parameters and prepares control commands in advance, reducing real-time computational requirements while maintaining comprehensive control functionality.
Data Source
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AI summary
The invention relates to a method for the drive control of actuators (490, 480) of at least one wheel (120) of a vehicle (100), comprising the following steps: identifying a desired acceleration (DrvReq); identifying a vehicle speed (vGND) of the vehicle (100); identifying a wheel speed (v) of the wheel (120); determining a status description (225) of the wheel (120) from the wheel speed (v) and a wheel acceleration (a); determining a first value (275) of a target wheel acceleration from the status description (225), a slip (s) of the wheel (120) and the desired acceleration (DrvReq); determining a second value (375) of the target wheel acceleration from the wheel speed (v), the wheel acceleration (a) and the slip (s), wherein the second value is a function of correction factors of at least one matrix (350); and determining a third value (485, 495) of the target wheel acceleration, which controls the actuators (480, 490) of the at least one wheel (120), wherein the third value (485, 495) is a function of the first value (275) and the second value (375).