Chassis domain control assembly and vehicle

Abstract

A chassis domain control assembly and a vehicle, which relate to the technical field of production and manufacturing of vehicles. The stability of a vehicle is cooperatively controlled by means of a steering control module (30) adjusting the steering angle of the vehicle, a braking force control module (40) adjusting the braking force of a vehicle brake (200), a driving force control module (50) adjusting the driving force of a vehicle electric motor, a damping force control module (60) adjusting the damping force of a vehicle damper (400), and a spring stiffness control module (70) adjusting the stiffness of a vehicle shock absorber, thereby reducing the risk of the vehicle losing control during travel. A vehicle state calculation module (20), the steering control module (30), the braking force control module (40), the driving force control module (50), the damping force control module (60) and the spring stiffness control module (70) are integrated on an integrated carrier (10), and can simultaneously calculate state information of the vehicle and control hardware such as a steering system (100), the brake (200), a driving system (300), the damper (400) and a spring (500) on the basis of the state information, thereby enhancing the overall intelligence of the vehicle, and improving the handling, comfort and safety of the vehicle.

Description

2024287287  21 Jan 2025

[0001] The present disclosure claims priority of Chinese Patent Applications No. 202411274459.0, in the title of “CHASSIS DOMAIN CONTROL ASSEMBLY AND VEHICLE”, filed on September 11, 5   2024, and No. 202411276376.5, in the title of “CHASSIS DOMAIN CONTROL ASSEMBLY AND VEHICLE”, filed on September 11, 2024, the entire contents of which are hereby incorporated by reference in their entirety. TECHNICAL FIELD i0

[0002] The present disclosure relates to the technical field of production and manufacture of vehicles, and in particular to a chassis domain control assembly and a vehicle. BACKGROUND

[0003] With the development of automotive product technology, people have increasingly high i5 requirements for intelligent and collaborative control of vehicles. In the related art, controls on the steering system, brake, drive system, and damping system are completely independent of each other. Therefore, the hardware integration is low, costs are high, and there is a large layout space. Functionally, each function is controlled independently without collaborative control, which prevents the maximization of multidirectional, multi-dimensional collaborative intelligent control, thereby reducing handling, ’ 0    comfort, and safety of vehicles. SUMMARY OF THE DISCLOSURE

[0004] The purpose of the present disclosure is to provide a chassis domain control assembly and a vehicle. ’5

[0005] In a first aspect, the present disclosure provides a chassis domain assembly, including: an integrated carrier, a vehicle state calculation module, a steering control module, a braking force control module, a driving force control module, a damping force control module, and a spring stiffness control module; wherein the vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module, and the spring 30 stiffness control module are integratedly arranged on the integrated carrier; the vehicle state calculation module is configured to receive a state signal of a vehicle and calculate and obtain a state information of the vehicle based on the state signal; the steering control module, the braking force control module, the driving force control module, the damping force control module, and the spring stiffness control module are configured to jointly control a stability of the vehicle based on the state information of the vehicle. 35

[0006] In a second aspect, the present disclosure provides a vehicle, including the chassis domain assembly as above. 2024287287  21 Jan 2025

[0007] In a third aspect, the present disclosure provides a vehicle control method, applied to a chassis domain assembly of a vehicle; wherein the chassis domain assembly includes an integrated carrier, the integrated carrier including a circuit board and an integrated chip disposed on the circuit board; the integrated chip is configured to execute the vehicle control method; the vehicle control method includes: 5 receiving a state signal of the vehicle, and calculating and obtaining a state information of the vehicle based on the state signal; and generating a steering adjustment signal, a braking force adjustment signal, a driving force adjustment signal, a damping force adjustment signal, and a spring stiffness adjustment signal based on the state information of the vehicle, to jointly control a stability of the vehicle during driving. i0

[0008] In a fourth aspect, the present disclosure provides a chassis domain assembly for a vehicle, including an integrated carrier; wherein the integrated carrier includes a circuit board, and an integrated chip disposed on the circuit board to execute the control method as above.

[0009] In a fifth aspect, the present disclosure provides a vehicle, including the chassis domain assembly as above. i5

[0010] The present disclosure has the following beneficial effects: The stability of the vehicle is controlled in a coordinated manner by the steering control module adjusting a steering angle of the vehicle, the braking control module adjusting a braking force of a brake of the vehicle, the driving force control module adjusting a driving force of a motor of the vehicle, the damping force control module adjusting a damping force of a damper of the vehicle, and the spring stiffness control module adjusting a ’0    stiffness of a shock absorber of the vehicle, thereby reducing the risk of the vehicle becoming uncontrolled during driving. The vehicle state calculation module, the steering control module, the braking force control module, the driving force control module, the damping force control module, and the spring stiffness control module are integratedly arranged on the integrated carrier, such that the calculation of the state information of the vehicle and the control on the hardware such as the steering ’ 5    system, the brake, the drive system, the damper, and the spring according to the state information can be performed simultaneously, thereby improving the overall intelligence of the vehicle and improving the handling, comfort, and safety of the vehicle.

[0011] Other features and advantages of the present disclosure will become apparent from the following detailed description or will be acquired in part through practice of the present disclosure. 30

[0012] It should be understood that the above general description and the following detailed description are only exemplary and explanatory and do not limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The accompanying drawings are incorporated into and form part of the description, illustrate 35 embodiments consistent with the present disclosure, and are used together with the description to explain the principles of the present disclosure. It is obvious that the drawings in the following description are only some embodiments of the present disclosure, and for those skilled in the art, other drawings can be 2024287287  21 Jan 2025 obtained without the expenditure of creative effort based on these drawings.

[0014] FIG. 1 is a first structural schematic diagram of a chassis domain assembly according to some embodiments of the present disclosure.

[0015] FIG. 2 is a second structural schematic diagram of a chassis domain assembly according to 5 some embodiments of the present disclosure.

[0016] FIG. 3 is a structural schematic diagram according to some embodiments of the present disclosure, in which a hydraulic motor, a hydraulic cylinder, an oil pot, a connector, and an integrated carrier are integrally arranged.

[0017] FIG. 4 is a structural schematic diagram according to some embodiments of the present i0 disclosure, in which a compression motor, a distribution valve, and an integrated carrier are integrally arranged.

[0018] FIG. 5 is a control flowchart of a chassis domain assembly according to a first implementation of the present disclosure.

[0019] FIG. 6 is a structural schematic diagram of a vehicle according to some embodiments of the i5 present disclosure.

[0020] FIG. 7 is a control flowchart of a chassis domain assembly according to a second implementation of the present disclosure.

[0021] FIG. 8 is a specific process schematic diagram of FIG. 7.

[0022] FIG. 9 is a control flowchart of a chassis domain assembly according to a third implementation ’ 0    of the present disclosure.

[0023] FIG. 10 is a flowchart of a vehicle steering method according to some embodiments of the present disclosure.

[0024] FIG. 11 is a flowchart of a vehicle control method according to some embodiments of the present disclosure. ’ 5

[0025] Reference numerals:

[0026] 1, chassis domain assembly; 10, integrated carrier; 11, housing; 20, vehicle state calculation module; 30, steering control module; 40, braking force control module; 50, driving force control module; 60, damping force control module; 70, spring stiffness control module; 81, hydraulic motor; 82, hydraulic cylinder; 821, first mounting surface; 822, second mounting surface; 823, third mounting surface; 824, 30 fourth mounting surface; 83, oil pot; 84, connector; 91, compression motor; 92, distribution valve; 93, dryer; 100, steering system; 200, brake; 300, drive system; 400, damper; 500, spring. DETAILED DESCRIPTION

[0027] The exemplary embodiments are now described more fully with reference to the accompanying 35 drawings. However, the exemplary embodiments can be implemented in various forms, and should not be construed as limited to the examples set forth herein; rather, the exemplary embodiments are provided so that the present disclosure will be more comprehensive and complete, and the concept of the exemplary 2024287287  21 Jan 2025 embodiments will be fully conveyed to those skilled in the art. Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided so as to give a full understanding of the embodiments of the present disclosure. However, those skilled in the art will be aware that the technical 5 solution of the present disclosure can be practiced without one or more of the specific details, or other methods, components, devices, steps, etc., can be applied. In other cases, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of the present disclosure. The present disclosure is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that the technical features involved i0 in the embodiments of the present disclosure described below may be combined with each other as long as they do not conflict with each other. The embodiments described below by reference to the accompanying drawings are exemplary and are intended to be used to explain the present disclosure and should not be construed as a limitation of the present disclosure. It should be noted that: “multiple” as used herein refers to two or more. The term “and / or” describes the association of related objects, i5 indicating that there can be three types of relationships. For example, A and / or B can indicate the following three situations: A alone, A and B together, and B alone. The character “ / ” generally indicates that the associated objects before and after are related in an “or” relationship.

[0028] With the development of automotive product technology, people have increasingly high requirements for intelligent and collaborative control of vehicles. In the related art, controls on the ’0    steering system, brake, drive system, and damping system are completely independent of each other. Therefore, the hardware integration is low, costs are high, and there is a large layout space. Functionally, each function is controlled independently without collaborative control, which prevents the maximization of multidirectional, multi-dimensional collaborative intelligent control, thereby reducing handling, comfort, and safety of vehicles. ’5

[0029] As shown in FIGS. 1 and 2, in order to solve the above technical problems, the present disclosure provides a chassis domain assembly 1, including an integrated carrier 10, a vehicle state calculation module 20, a steering control module 30, a braking force control module 40, a driving force control module 50, a damping force control module 60, and a spring stiffness control module 70; where the vehicle state calculation module 20, the steering control module 30, the braking force control module 30   40, the driving force control module 50, the damping force control module 60, and the spring stiffness control module 70 are integratedly arranged on the integrated carrier 10; the vehicle state calculation module 20 is configured to receive a state signal of a vehicle and calculate and obtain a state information of the vehicle based on the state signal; the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60, and the spring stiffness 35 control module 70 are configured to jointly control the stability of the vehicle based on the state information of the vehicle. In this way, the stability of the vehicle is controlled in a coordinated manner by the steering control module 30 adjusting a steering angle of the vehicle, the braking control module 40 2024287287  21 Jan 2025 adjusting a braking force of a brake 200 of the vehicle, the driving force control module 50 adjusting a driving force of a motor of the vehicle, the damping force control module 60 adjusting a damping force of a damper 400 of the vehicle, and the spring stiffness control module 70 adjusting a stiffness of a shock absorber of the vehicle, thereby reducing the risk of the vehicle becoming uncontrolled during driving. 5 The vehicle state calculation module 20, the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60, and the spring stiffness control module 70 are integratedly arranged on the integrated carrier 10, such that the calculation of the state information of the vehicle and the control on the hardware such as the steering system 100, the brake 200, the drive system 300, the damper 400, and the spring 500 according to the state information can be i0 performed simultaneously, thereby improving the overall intelligence of the vehicle and improving the handling, comfort, and safety of the vehicle.

[0030] In some embodiments, as shown in FIG. 2, the vehicle state calculation module 20 is configured to receive the state signal of the vehicle and calculate and obtain the state information of the vehicle based on the state signal, and the steering control module 30, the braking force control module 40, i5 and the driving force control module 50 are configured to jointly control a steering radius of the vehicle based on the state information of the vehicle; where the state information of the vehicle includes a steering angle of front wheels of the vehicle, a braking force of a rear-wheel brake of the vehicle, and a driving force of the front wheels of the vehicle. Thus, the steering angle of the front wheels, the driving force of the front wheels, and the braking force of the rear wheels are adjusted to jointly control the lateral ’ 0    and longitudinal movement distance of the vehicle, for reducing the steering radius of the vehicle, thereby realizing functional integration. The vehicle state calculation module 20, the steering control module 30, the braking force control module 40, and the driving force control module 50 are integratedly arranged on the integrated carrier 10, thereby realizing hardware integration. Through the functional integration and hardware integration, the calculation of the state information of the vehicle and the control on the ’ 5   hardware such as the steering system 100, the brake 200, the drive system 300, etc. according to the state information can be performed simultaneously, thereby improving the overall intelligence of the vehicle and improving the handling, comfort, and safety of the vehicle.

[0031] In some embodiments, the vehicle state calculation module includes a longitudinal vehicle speed calculation unit (not shown), a center-of-mass lateral deflection angle calculation unit (not shown), 30 a road adhesion coefficient calculation unit (not shown), a wheel slip rate calculation unit (not shown), and a gradient calculation unit (not shown). The longitudinal vehicle speed calculation unit is configured to be connected to an electronic control unit to obtain a vehicle speed signal, and a longitudinal vehicle speed is calculated and obtained based on the vehicle speed signal; the center-of-mass lateral deflection angle calculation unit is configured to be connected to the electronic control unit to obtain a lateral 35 acceleration signal, a steering angle signal, and a yaw angle signal, and a center-of-mass lateral deflection angle is calculated and obtained based on the lateral acceleration signal, the steering angle signal, and the yaw angle signal; the road adhesion coefficient calculation unit is configured to be connected to the 2024287287  21 Jan 2025 electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal, and a road adhesion coefficient is calculated and obtained based on the wheel speed signal and the longitudinal acceleration signal; the wheel slip rate calculation unit is configured to be connected to the electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal, and a wheel slip rate is 5 calculated and obtained based on the wheel speed signal and the longitudinal acceleration signal; the gradient calculation unit is configured to be connected to the electronic control unit to obtain a vehicle speed signal, a longitudinal acceleration signal, and a gear position signal, and a gradient is calculated and obtained based on the wheel speed signal, the longitudinal acceleration signal, and the gear position signal.

[0032] The electronic control unit may be connected to various sensors, such as a speed sensor, and i0 receive signals output by the sensors to obtain information such as vehicle speed, lateral acceleration, steering angle, yaw angle, and wheel speed. The electronic control unit can further generate signals such as vehicle speed signal, lateral acceleration signal, steering angle signal, yaw angle signal, and wheel speed signal based on this information, and send them to the corresponding calculation units via the CAN bus. i5

[0033] The longitudinal vehicle speed calculation unit, the center-of-mass lateral deflection angle calculation unit, the road adhesion coefficient calculation unit, the wheel slip rate calculation unit, and the gradient calculation unit may each be configured with a processor having computing capability, and the processor performs the corresponding calculations based on the received signals. For example, the longitudinal vehicle speed calculation unit may be configured with a longitudinal vehicle speed ’ 0    calculation processor, and the longitudinal vehicle speed calculation processor calculates the longitudinal vehicle speed based on the vehicle speed signal.

[0034] In some embodiments, the steering control module 30 is configured to be connected to the center-of-mass lateral deflection angle calculation unit to adjust the steering angle based on the center-of-mass lateral deflection angle signal; the braking force control module 40 is configured to be connected to ’ 5    the longitudinal speed calculation unit, the center-of-mass lateral deflection angle calculation unit, the road adhesion coefficient calculation unit, the wheel slip rate calculation unit, and the gradient calculation unit to adjust the braking force of the brake of the vehicle based on the longitudinal speed signal, the center-of-mass lateral deflection angle signal, the road adhesion coefficient signal, the wheel slip rate signal, and the gradient signal; the driving force control module 50 is configured to be connected to the 30 longitudinal speed calculation unit and the wheel slip rate calculation unit to adjust the driving force of the motor of the vehicle based on the longitudinal speed signal and the wheel slip rate signal; the steering control module 30, the braking force control module 40, and the driving force control module 50 jointly control the steering radius of the vehicle when exiting a first station, by adjusting the steering angle, the braking force, and the driving force, respectively. The steering control module, the braking force control 35 module, and the driving force control module may each be configured with a processor having computing capability to control the steering angle, the braking force, and the driving force, respectively, based on the received signals and a predetermined computing strategy. For example, the steering control module may 2024287287  21 Jan 2025 be configured with a steering angle computing processor having computing capability, and the steering angle computing processor may receive the center-of-mass lateral deflection angle signal and adjust the steering angle based on the center-of-mass lateral deflection angle signal and a predetermined computing strategy. 5

[0035] In some embodiments, when the wheel slip rate calculated and obtained by the wheel slip rate calculation unit exceeds a slip rate threshold, the braking force control module 40 controls the wheel slip rate by adjusting the braking force of the brake of the vehicle; the driving force control module 50 adjusts the driving force of the motor of the vehicle, and the braking force control module 40 adjusts the braking force of the brake of the vehicle, in order to jointly adjust the longitudinal vehicle speed; the braking force i0 control module 40, the steering control module 30, and the driving force control module 50 adjust the wheel slip rate, steering angle, and longitudinal vehicle speed, in order to control the steering radius of the vehicle when leaving the first station. Assuming that the slip rate threshold is 12%, when the wheel slip rate exceeds 12%, the braking force control module 40 prevents wheel slip by adjusting the braking force of the brake of the vehicle (e.g., reducing the braking force). It should be noted that the slip rate threshold i5 of 12% in this example is only an exemplary value. In actual application, the slip rate threshold may be selected according to actual needs, which is not limited herein.

[0036] In some embodiments, the integrated carrier 10 includes a circuit board and a housing 11; the vehicle state calculation module 20, the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60, and the spring stiffness control ’ 0   module 70 are each an integrated chip disposed on the circuit board, and the circuit board is disposed in the housing 11; the integrated chip collects state information and processes to obtain state information, so as to transmit control signals to the steering system 100, the brake 200, the drive system 300, the damper 400, and the spring 500, thereby controlling and adjusting the steering system 100, the brake 200, the drive system 300, the damper 400, and the spring 500, and improving the integration of the integrated ’ 5    carrier 10.

[0037] In other embodiments, as shown in FIG. 3, the integrated carrier 10 includes a circuit board (disposed in the housing 11, not shown) and a housing 11; the vehicle state calculation module 20, the steering control module 30, the braking force control module 40, the driving force control module 50, the damping force control module 60, and the spring stiffness control module 70 are each an integrated chip 30 disposed on the circuit board, and the circuit board is disposed in the housing 11; the chassis domain assembly 1 further includes a hydraulic motor 81, a hydraulic cylinder 82, an oil pot 83, and a connector 84, the hydraulic cylinder 82 including a first mounting surface 821, a second mounting surface 822, a third mounting surface 823, and a fourth mounting surface 824; the first mounting surface 821 and the second mounting surface 822 are disposed opposite each other in a first direction, and the third mounting 35 surface 823 and the fourth mounting surface 824 are disposed opposite each other in a second direction; the oil pot 83 is disposed on the first mounting surface 821, and the connector 84 is disposed on the second mounting surface 822; the hydraulic motor 81 is disposed on the third mounting surface 823, and 2024287287  21 Jan 2025 the housing 11 is disposed on the fourth mounting surface 824. The hydraulic motor 81, the hydraulic cylinder 82, the oil pot 83, and the connector 84 are control parts of the brake 200, and the hydraulic motor 81, the hydraulic cylinder 82, the oil pot 83, the connector 84, and the integrated carrier 10 are integrally arranged, which may improve the integration of the chassis domain assembly 1. When the 5 hydraulic motor 81, the hydraulic cylinder 82, the oil pot 83, the connector 84, and the integrated carrier 10 are integrally arranged, the chassis domain assembly 1 can be installed in the front cabin of the vehicle, such that the connector 84 is connected to the brake pedal of the vehicle, and the hydraulic motor 81, the hydraulic cylinder 82, the oil pot 83, and the connector 84 are controlled by the control signal of the braking force control module 40, which in turn controls the brake pedal of the vehicle. Furthermore, the i0 integrated chip can further transmit control signals to the steering system 100, the drive system 300, the damper 400, and the spring 500 to control and adjust the steering system 100, the drive system 300, the damper 400, and the spring 500.

[0038] In other embodiments, as shown in FIG. 4, the integrated carrier 10 includes a circuit board and a housing 11; the vehicle state calculation module 20, the steering control module 30, the braking force i5 control module 40, the driving force control module 50, the damping force control module 60, and the spring stiffness control module 70 are each an integrated chip disposed on the circuit board, and the circuit board is disposed in the housing 11; the chassis domain assembly 1 further includes a compression motor 91 and a distribution valve 92, the compression motor 91 being arranged on a side of the distribution valve 92; a side of the distribution valve 92 away from the compression motor 91 is ’ 0    configured to connect a dryer 93, for transferring gas in the dryer 93 to the air suspension system of the vehicle; the housing 11 is connected to the distribution valve 92, and the housing 11 and the compression motor 91 are arranged on the same side of the distribution valve 92. The compressor motor 91 and the distribution valve 92 are control components of the air suspension system, and the compressor motor 91, the distribution valve 92, and the integrated carrier 10 are integrally arranged, so as to improve the ’ 5    integration of the chassis domain assembly 1. When the compression motor 91, the distribution valve 92 and the integrated carrier 10 are integrally arranged, the chassis domain assembly 1 can be installed at the center of the vehicle chassis, such that the dryer can inflate the air suspension system located on the wheel to control and adjust the height of the air suspension system. Furthermore, the integrated chip can further transmit control signals to the steering system 100, the controller, the drive system 300, the damper 400, 30 and the spring 500 to control and adjust the steering system 100, the brake 200, the drive system 300, the damper 400, and the spring 500. The height and attitude of the vehicle body can be controlled by the air suspension system.

[0039] In some embodiments, the integrated chip is adopted with a chip that can achieve the highest Automotive Safety Integrity Level (ASILD level) on its own, where all embedded Non-Volatile Memory 35 Express (NVMe) and Static Random-Access Memory (SRAM) are protected by memory strips that apply error checking and correcting technology (ECC), and a controller with secure data transmission capabilities of 128 channels or more for direct memory access (DMA) is included. An efficient power 2024287287  21 Jan 2025 management chip with multi-voltage power supply design is selected, suitable for a wide range of input voltages from 3.0V to 40 V. It has built-in safe state control and voltage monitoring functions. The chip and related circuits themselves can reach ASILD level. Or, dual redundant power supplies are used, and when one power supply fails, it switches to the other power supply. The ASILD level is achieved by 5 eliminating the impact of possible failures in the communication link through an end-to-end (also known as E2E) protection mechanism.

[0040] In some embodiments, the state signal is obtained by collection from a sensor of the vehicle, which provides instantaneous information about vehicle components during driving. The state information is a parameter obtained by calculating the state signal, which can be specifically calculated i0 from one or more state signals. The state signal may include a gear position signal, a wheel speed signal, a vehicle speed signal, a steering angle signal, a lateral acceleration signal, a longitudinal acceleration signal, a yaw angle signal, a brake master cylinder pressure signal, an electric motor torque signal, a door signal, a height sensor signal, an acceleration sensor signal, a temperature and pressure sensor signal, an intelligent driving state signal, etc. The state information includes center-of-mass lateral deflection angle, i5 vehicle speed, gradient, road adhesion coefficient, wheel slip rate, wheel bounce displacement, instantaneous speed of wheel bounce, instantaneous speed of body bounce, control switch, throttle state, gear state, etc.

[0041] In some embodiments, as shown in FIG. 5, the steering control module 30 is configured to adjust the steering angle of the vehicle according to the state information of the vehicle, to control the ’ 0    stability of the vehicle; the driving force control module 50 is configured to adjust the driving force of the motor of the vehicle according to the state information of the vehicle, to control the stability of the vehicle; the braking force control module 40 is configured to adjust the braking force of the brake 200 of the vehicle according to the state information of the vehicle, to control the stability of the vehicle; the damping force control module 60 is configured to adjust the damping force of the damper 400 of the ’ 5    vehicle according to the state information of the vehicle, to control the stability of the vehicle; the spring stiffness control module 70 is configured to adjust the stiffness of the spring 500 according to the state information of the vehicle, to control the stability of the vehicle. Specifically, when the vehicle is driving, it may face factors that affect vehicle stability, such as vehicle rollover, collision caused by excessive vehicle speed, and excessive vehicle speed causing skidding and yawing. When the steering angle is 30 required to be corrected, the steering control module 30 can obtain the corrected angle according to the state information and control the steering system 100 to correct the angle; when the vehicle speed is required to be corrected, the driving force control module 50 can obtain the corrected speed according to the state information and control the drive system 300 to correct the vehicle speed, and the braking force control module 40 can obtain the corrected braking force according to the state information and control 35 the brake to correct the speed; when the force is required to be corrected, the damping force control module 60 can obtain the corrected damping force according to the state information and control the air suspension system to correct the damping force; when the stiffness of the shock absorber is required to be 2024287287  21 Jan 2025 corrected, the spring stiffness control module 70 can obtain the corrected stiffness value according to the state information and control the shock absorber system to correct the stiffness value. In this way, the steering system 100, the drive system 300, the braking system, the air suspension system, and the shock absorber system are controlled through the steering control module 30, the driving force control module 5    50, the braking force control module 40, the damping force control module 60, and the spring stiffness control module 70, respectively, to reduce the failure probability of the vehicle in rollover, collision, skidding, and yawing, thereby improving the stability of the vehicle.

[0042] In some embodiments, the damping force control module 60 is configured to be connected to a body roll gradient calculation unit, a wheel vertical motion state calculation unit, and a body bounce i0 instantaneous speed calculation unit, and to adjust the damping force of the damper of the vehicle based on the current body roll gradient, wheel bounce displacement, wheel bounce instantaneous speed, and body bounce instantaneous speed to control the pitch gradient of the vehicle; the spring stiffness control module 70 is configured to be connected to the body roll gradient calculation unit and to adjust the stiffness of the spring 500 based on the current body roll gradient. i5

[0043] The wheel vertical motion state calculation unit may further include a wheel bounce displacement calculation sub-unit and a wheel bounce instantaneous speed calculation sub-unit, and the wheel bounce displacement calculation sub-unit and the wheel bounce instantaneous speed calculation sub-unit are configured to calculate the wheel bounce displacement and the wheel bounce instantaneous speed, respectively. ’0

[0044] By connecting to the body roll gradient calculation unit, the wheel vertical motion state calculation unit, and the body bounce instantaneous speed calculation unit, the processor in the damping force control module 60 can calculate the damping force required to maintain the vehicle pitch gradient within a pitch gradient threshold based on the received body roll gradient signal, wheel vertical motion state signal, and the body bounce instantaneous speed signal, thereby adjusting the damping force to ’ 5    control the vehicle pitch gradient.

[0045] The spring stiffness control module 70 can control the body roll gradient by controlling the spring stiffness. The spring stiffness control module 70 is connected to the body roll gradient calculation unit, which can calculate the current body roll gradient and generate the body roll gradient signal. By receiving the body roll gradient signal, the spring stiffness control module 70 can control the spring 30 stiffness based on the current body roll gradient to maintain the stability of the vehicle.

[0046] In some embodiments, the body roll gradient calculation unit is configured to be connected to an inertial measurement unit (IMU) to obtain the current body roll gradient; the wheel vertical motion state calculation unit is configured to be connected to a height sensor to calculate the wheel bounce displacement and the wheel bounce instantaneous speed based on a height signal sent by the height sensor; 35 the body bounce instantaneous speed calculation unit is configured to be connected to a body acceleration sensor, and the body bounce instantaneous speed is calculated based on a body acceleration signal sent by the body acceleration sensor. 2024287287  21 Jan 2025

[0047] The wheel vertical motion state calculation unit obtains a vertical wheel bounce displacement based on the height signal provided by the height sensor, and obtains the wheel bounce instantaneous speed by differentiating based on the vertical wheel bounce displacement. The wheel vertical motion state calculation unit may include a processor chip with computing capability to obtain the vertical wheel 5 bounce displacement and the wheel bounce instantaneous speed based on the height signal. The body bounce instantaneous speed calculation unit may include a processor chip with computing capability, and the processor chip may be connected to the body acceleration sensor to calculate the body bounce instantaneous speed based on the body acceleration signal.

[0048] In some embodiments, the inertial measurement unit is configured to analyze the motion state i0 of the vehicle to obtain the current yaw angular speed, the current body roll gradient, and the current body pitch gradient; when the current yaw angular speed exceeds a yaw stability threshold, the steering control module 30 adjusts the steering angle of the vehicle, and the braking force control module 40 adjusts the braking force of the brake of the vehicle, so as to control the yaw angular speed of the vehicle; when the current body roll gradient exceeds a roll gradient threshold, the damping force control module 60 adjusts i5 the damping force of the damper of the vehicle, and the spring stiffness control module 70 adjusts the stiffness of the spring, so as to control the roll gradient of the vehicle; when the current body pitch gradient exceeds a pitch gradient threshold, the damping force control module 60 adjusts the damping force of the damper of the vehicle to control the pitch gradient of the vehicle.

[0049] The yaw stability threshold, the roll gradient threshold, and the pitch gradient threshold may be ’0    set according to actual needs. For example, in order to maintain vehicle stability, the yaw stability threshold may be set to 0.6° / s, i.e. when the yaw angular speed exceeds 0.6° / s, the steering control module 30 adjusts the steering angle of the vehicle and the braking force control module 40 adjusts the braking force of the vehicle to keep the yaw angular speed within 0.6° / s. The roll gradient threshold may be set to a value in the range of 2° / g to 6° / g, for example 4° / g; the acceleration pitch gradient threshold ’5    may be set to a value in the range of 1.5° / g to 2.5° / g, for example 2° / g; and the brake pitch gradient threshold may be set to a value in the range of 1° / g to 1.5° / g, for example 1.2° / g.

[0050] In some embodiments, as shown in FIGS. 5 and 6, the steering control module 30 controls the steering radius of the vehicle by adjusting the steering angle of the vehicle; the longitudinal speed of the vehicle is controlled by the driving force control module 50 adjusting the driving force of the motor of the 30 vehicle and the braking force control module 40 adjusting the braking force of the brake 200 of the vehicle; the braking force control module 40 controls the slip rate of the vehicle by adjusting the braking force of the brake 200 of the vehicle; the yaw angular speed of the vehicle is controlled by the steering control module 30 adjusting the steering angle of the vehicle and the braking control module 40 adjusting the braking force of the brake 200 of the vehicle; the damping force control module 60 controls the pitch 35 gradient of the vehicle by adjusting the damping force of the damper 400 of the vehicle; the damping force control module 60 and the spring stiffness control module 70 are configured to control a roll gradient of the vehicle by the damping force control module adjusting the damping force of the damper 2024287287  21 Jan 2025 400 of the vehicle and the spring stiffness control module adjusting a stiffness of the spring 500; and the stability of the vehicle is controlled by controlling at least one of the steering radius of the vehicle, the vehicle speed of the vehicle, the slip rate of the vehicle, the yaw angular speed of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle. Thus, the steering system 100, the drive 5 system 300, the braking system, the air suspension system, and the shock absorber system are controlled by the steering control module 30, the driving force control module 50, the braking force control module 40, the damping force control module 60, and the spring stiffness control module 70, respectively, thereby controlling the steering radius of the vehicle, the vehicle speed of the vehicle, the slip rate of the vehicle, the yaw angular speed of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle. i0 When the in-vehicle operating system determines that the vehicle is about to experience a failure mode such as rollover, collision, skidding, and yawing, such a design may reduce the risk of the above failure modes; when the in-vehicle operating system determines that the vehicle has experienced the above failure modes, such a design may reduce the damage caused by the failure modes. [0051 ] In some embodiments, the vehicle may travel in a straight line or in a curve. When the vehicle i5 is traveling in a straight line, the vehicle speed is equal to the longitudinal speed; when the vehicle is traveling in a curve, the vehicle speed is the combined speed of the longitudinal speed and the lateral speed.

[0052] In some embodiments, the steering control module 30 includes a steering controller and a steering calculation module, and the steering calculation module can send instructions to and control the ’ 0    steering controller. The steering controller is a mechanical component to control the steering system 100, and the steering calculation module is integratedly arranged on the integrated carrier 10. Further, the steering control module 30 can receive one or more of the aforementioned state information, and calculate and obtain a steering angle correction value based on one or more of the state information, i.e. correcting the steering angle based on the real-time steering angle to enable stable driving on the steering path. ’ 5

[0053] In some embodiments, the driving force control module 50 includes a driving force controller and a driving force calculation module, and the driving force calculation module can send instructions to and control the driving force controller. The driving force controller is a mechanical component to control the driving force system, such as the motor and a reducer, and the driving force calculation module is integratedly arranged on the integrated carrier 10. Further, the driving force control module 50 can 30 receive one or more of the aforementioned state information, and calculate and obtain a driving correction value based on one or more of the state information, i.e., correcting the driving force based on the realtime driving force to reduce the risk of failure.

[0054] In some embodiments, the braking force control module 40 includes a hydraulic controller and a braking force calculation module, and the braking force calculation module can send instructions to the 35 hydraulic system and build pressure, thereby driving the caliper to brake by building a pressure value in the hydraulic system. The hydraulic controller includes an oil pot, a valve, a motor, and a valve seat, the oil pot, the valve, and the motor being disposed on the valve seat. The valve seat is disposed on the 2024287287  21 Jan 2025 integrated carrier 10, and the braking force calculation module is thus integratedly disposed on the integrated carrier 10, thereby achieving higher integration. The braking force control module 40 can receive the vehicle speed, road adhesion coefficient, and wheel slip rate of the vehicle, calculate and obtain a braking correction value for the brake, and adjust the braking force of the brake 200 by 5 correcting the braking force of the brake 200 with the braking correction value. Furthermore, the braking force control module 40 can receive one or more of the above state information, and calculate and obtain the braking correction value based on one or more of the state information, i.e., correcting the braking force based on the real-time braking force to reduce the risk of failure.

[0055] In some embodiments, the damping force control module 60 includes a damping force i0 controller and a damping force calculation module, and the damping force calculation module can send instructions to and control the damping force controller. The damping force controller is a mechanical component to control the damping force system, such as an electromagnetic control valve, to control the current of the damper 400 via the electromagnetic control valve, thereby controlling the damping force of the damper 400. The damping force calculation module is integratedly arranged on the integrated carrier i5 10. Further, the damping force control module 60 can receive one or more of the aforementioned state information, and calculate and obtain a damping force correction value based on one or more of the state information, i.e., correcting the damping force based on the real-time damping force to reduce the risk of failure.

[0056] In some embodiments, the spring stiffness control module 70 includes a spring controller and a ’ 0    spring stiffness calculation module, and the spring stiffness calculation module can send instructions to and control the spring controller. The spring controller is a mechanical component that controls the stiffness of the spring 500, and includes a vibration-damping spring 500 and a spring regulator. The spring regulator adjusts the stroke of the spring 500, thereby adjusting the stiffness of the spring 500. The greater the stroke of the spring 500, the lower the stiffness, and vice versa. The spring regulator is integratedly ’ 5    arranged on the integrated carrier 10. Furthermore, the spring stiffness control module 70 can receive one or more of the aforementioned state information, and calculate and obtain a spring stiffness correction value based on one or more of the state information, i.e., correcting the spring stiffness based on the realtime spring stiffness value to reduce the risk of failure.

[0057] In some embodiments, the shock absorber, which is controlled jointly by the damping force 30 control module 60 and the spring stiffness control module 70, enables the vehicle to transmit different ground vibrations, which enables the pitch gradient and roll gradient of the vehicle to be adjusted by controlling the shock absorbers corresponding to different wheels.

[0058] In some embodiments, as shown in FIGS. 5 and 6, the state information of the vehicle includes the center-of-mass lateral deflection angle, and the steering control module 30 is configured to adjust the 35 steering angle of the front wheels of the vehicle according to the center-of-mass lateral deflection angle. The center-of-mass lateral deflection angle is an important parameter describing the driving state of the vehicle, which indicates an angle between the direction of the speed of the center of mass of the vehicle 2024287287  21 Jan 2025 and the direction of the front of the vehicle. The center-of-mass lateral deflection angle is related to the handling and stability of the vehicle. By analyzing changes in the center-of-mass lateral deflection angle, the steering response of the vehicle, the impact of operations such as braking and accelerating on the driving state of the vehicle can be assessed. Therefore, the steering angle of the front wheels of the 5 vehicle can be adjusted to optimize the handling and safety of the vehicle.

[0059] In some embodiments, as shown in FIGS. 5 and 6, the state information of the vehicle includes the vehicle speed and the gradient, and the driving force control module 50 is configured to adjust the driving force of the vehicle according to the vehicle speed and the gradient. The vehicle speed is also the driving speed of the vehicle, and the vehicle speed combined with the gradient determines the output size i0 of the driving force of the vehicle. Generally, the smaller the initial value of the vehicle speed and the greater the gradient, the greater the driving force is required to make the vehicle more powerful.

[0060] In some embodiments, as shown in FIGS. 5 and 6, the state information of the vehicle includes the vehicle speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the gradient, and the wheel slip rate, and the braking force control module 40 adjusts the braking force of the brake 200 i5 of the vehicle based on the vehicle speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the gradient, and the wheel slip rate. When the braking force control module 40 is required to control the brake 200 of the vehicle, it needs to perform a comprehensive calculation based on the vehicle speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the gradient, and the wheel slip rate, which enables the use of different braking strategies on different road surfaces to achieve ’ 0    better braking results.

[0061] In some embodiments, as shown in FIGS. 5 and 6, the state information of the vehicle includes the roll angular speed, the wheel bounce displacement, the wheel bounce instantaneous speed, and the body bounce instantaneous speed, and the damping force control module 60 adjusts the damping force of the damper 400 of the vehicle according to the roll angular speed, the wheel bounce displacement, the ’ 5   wheel bounce instantaneous speed, and the body bounce instantaneous speed. Specifically, the damper 400 can be controlled according to the different state information of each wheel, such that the pitch gradient of the vehicle can be accurately controlled.

[0062] In some embodiments, as shown in FIGS. 5 and 6, the state information of the vehicle includes the roll angular speed, and the spring stiffness control module 70 adjusts the stiffness of the spring 500 30 according to the roll angular speed. Specifically, each damper 400 is controlled according to the different state information of its corresponding wheel, so as to precisely control the vehicle roll gradient.

[0063] In some embodiments, the vehicle state calculation module 20 calculates the state information of the vehicle at each time interval and transmits the state information of each time interval to the steering control module 30, the braking force control module 40, the driving force control module 50, the damping 35 force control module 60, and the spring stiffness control module 70. Specifically, the time interval is 2ms, and a higher calculation frequency can be achieved by a less time interval, thereby increasing the control capability and improving the accuracy of vehicle stability control. 2024287287  21 Jan 2025

[0064] In some embodiments, as shown in FIG. 7, the steering control module 30 is configured to adjust the steering angle of the front wheels of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle; the driving force control module 50 is configured to adjust the driving force of the front wheels of the vehicle according to the state information of the vehicle 5 to control the steering radius of the vehicle; and the braking force control module 40 is configured to adjust the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle.

[0065] Further, as shown in FIG. 8, when the vehicle is in the first position, the first position being a parking space with insufficient front-to-rear safety distance and / or difficult to get out of, the steering i0 control module 30 is configured to correct the steering angle of the front wheels of the vehicle according to the steering angle of the front wheels of the vehicle; the driving force control module 50 is configured to increase the driving force of the front wheels of the vehicle according to the state information of the vehicle; and the braking force control module 40 is configured to increase the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the state information of the vehicle; the i5 vehicle is moved along the steering path by adjusting the steering angle of the front wheels of the vehicle and increasing the driving force of the front wheels of the vehicle, and the braking force of the brakes 200 corresponding to the rear wheels of the vehicle is increased to reduce the forward displacement of the vehicle, thereby reducing the steering radius of the vehicle; where the forward displacement is a displacement in a direction from the rear end of the vehicle to the front end of the vehicle. ’ 0

[0066] Further, as shown in FIGS. 8 and 6, the steering control module 30 can receive the real-time steering angle and steering path of the vehicle, and calculate and obtain a steering angle correction value based on the real-time steering angle and steering path, that is, correct the steering angle based on the real-time steering angle such that the vehicle can travel on the steering path. The steering control module 30 includes a steering controller and a steering calculation module, and the steering calculation module ’5    can send instructions to and control the steering controller. The steering controller is a mechanical component to control the steering system 100, and the steering calculation module is integratedly arranged on the integrated carrier 10.

[0067] As shown in FIGS. 8 and 6, the braking force control module 40 can receive the vehicle speed, road adhesion coefficient, and wheel slip rate of the vehicle, and calculate and obtain a braking correction 30 value of the braking system, so as to adjust the braking force of the brake 200 by correcting the braking force of the brake 200 with the braking correction value. The braking system generally drives the caliper brake by building a pressure value in the hydraulic system, and the specific pressure value is 50 bar. The braking force control module 40 includes a hydraulic controller and a braking force calculation module, and the braking force calculation module can send instructions to the hydraulic system and build pressure. 35

[0068] As shown in FIGS. 8 and Figure 6, the driving force control module 50 can receive the throttle state and gear state of the vehicle, and calculate and obtain a driving correction value of the driving system 300. The driving force of the driving motor is adjusted by the driving correction value, thereby 2024287287  21 Jan 2025 adjusting the driving force of the driving system 300. Specifically, the gear state includes a parking gear (P gear), a forward gear (D gear), and a reverse gear (R gear). When the vehicle is in the first gear, it can receive the forward gear (D gear) and then execute steering. The drive system 300 includes at least a drive motor and a motor controller, and the drive system 300 is arranged on the chassis to drive the vehicle to 5    drive. The drive control module is integratedly arranged on the integrated carrier 10.

[0069] In some embodiments, as shown in FIG. 9, the state information of the vehicle includes a control switch, and the braking force control module 40 is configured to adjust the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the control switch, such that the rear wheels of the vehicle are in a locked state. The control switch is arranged in a central control area, i0 and the control switch may be a physical key and / or a virtual key. When the control switch is a virtual key, it may be integrated into a central control screen, and voice control and touch control may be performed through the in-vehicle operating system. When the vehicle is in the first position, the operator performs voice control and touch control on the in-vehicle operating system to turn on the control switch. The braking force control module 40 corrects the braking force of the brake 200, thereby adjusting the braking i5 force of the brakes 200 to cause the rear wheels to be in the locked state, i.e., a braking force value is provided to the rear wheels to stop the wheels from rotating on the road surface. The rear wheels can be braked by building pressure in the hydraulic system. The pressure value of the hydraulic system when the rear wheels are in the locked state is 50 bar.

[0070] In some embodiments, as shown in FIG. 9, the state information of the vehicle includes the ’ 0   road adhesion coefficient, and the braking force control module 40 is configured to adjust the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the road adhesion coefficient; or, the state information of the vehicle includes the wheel slip rate, and the braking force control module 40 is configured to adjust the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the wheel slip rate; or, the state information of the vehicle includes the ’ 5   wheel slip rate and the road adhesion coefficient, and the braking force control module 40 is configured to adjust the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the wheel slip rate and the road adhesion coefficient. The braking force is adjusted at least based on either the road adhesion coefficient or the wheel slip rate, and in actual working conditions, the braking force is further required to be calibrated based on the vehicle speed. Of course, the braking force is determined 30 based on the pressure value of the hydraulic system, and the pressure value can be calibrated specifically.

[0071] In some embodiments, as shown in FIG. 9, the state information of the vehicle includes the throttle state, and the driving force control module 50 is configured to adjust the driving force of the front wheels of the vehicle based on the throttle state. The state information of the vehicle includes the gear state, and the driving force control module 50 is configured to adjust the driving force of the front wheels 35 of the vehicle according to the gear state. The driving force is adjusted at least based on either the throttle state or the gear state, and in actual working conditions, the driving force is further required to be corrected in combination with the vehicle speed to ensure that the vehicle can safely leave the work 2024287287  21 Jan 2025 position. Of course, the driving force is determined according to the driving value of the motor, and the operation of the motor can be corrected specifically.

[0072] In some embodiments, as shown in FIG. 9, the chassis domain assembly 1 further includes the damping force control module 60, and the state information of the vehicle includes a control switch. The 5 damping force control module 60 is configured to adjust the damping force of the damper 400 according to the control switch. The damping force control module 60 corrects the damping of the damper 400, thereby adjusting the damping force to adjust the stiffness of the shock absorber, thereby controlling the vertical attitude of the vehicle body.

[0073] Further, as shown in FIG. 9, the damping force control module 60 can receive the control i0 switch of the vehicle and adjust the damping value of the damper 400, thereby increasing the stiffness of the shock absorber by applying a large damping value. The damping system generally changes the damping value by adjusting the current to the damper 400. The damping force control module 60 includes the damper 400 and a damper calculation module, and the damper calculation module can send instructions to the damper 400 and change the current. The damper 400 is arranged on the chassis, and the i5 damper calculation module is integratedly arranged on the integrated carrier 10 to achieve higher integration.

[0074] Specifically, when the vehicle is in the first position, the operator performs voice control and touch control on the in-vehicle operating system to turn on the control switch, and the damping force control module 60 corrects the current of the damping force of the brake 200, thereby adjusting the ’ 0   damper 400 to have a large damping force. Since the vehicle may have a large lateral sway when leaving the work position, the shock absorber providing a large damping force can be harder to maintain the vertical posture of the vehicle body.

[0075] In some embodiments, as shown in FIG. 9, in response to the control switch being turned on, the steering control module 30, the driving force control module 50, and the damping force control ’ 5    module 60 are required to receive the control switch, and control the steering system 100, the brake 200, the drive system 300, and the damper 400, respectively, so as to perform steering, driving, braking, and damping actions to reduce the steering angle of the vehicle.

[0076] In some embodiments, as shown in FIG. 9, the state information of the vehicle includes the vehicle speed, and the braking force control module 40 is configured to control the brakes 200 30 corresponding to the rear wheels of the vehicle to be in an idle state in response to the vehicle speed being greater than a preset speed threshold. When the vehicle leaves the first station, the brake calipers corresponding to the rear wheels of the vehicle move away from the brake disc, thereby putting the brake 200 in the idle state. The braking force of the rear wheel disappears, and the vehicle drives at a set speed under the control of the in-vehicle operating system. Of course, the vehicle can be driven according to the 35 operating habits of the operator by taking over. Specifically, the preset speed threshold is 10km / h.

[0077] In the embodiments, the steering angle of the front wheels of the vehicle, the driving force of the front wheels of the vehicle, and the braking force of the rear wheels of the vehicle are adjusted in 2024287287  21 Jan 2025 coordination to control the lateral and longitudinal movement distance of the vehicle, thereby reducing the steering radius of the vehicle. The vehicle state calculation module 20, steering control module 30, braking force control module 40, and driving force control module 50 are integratedly arranged on the integrated carrier 10, and can simultaneously calculate the state information of the vehicle and control the 5 hardware such as the steering system 100, braking system, and drive system 300 according to the state information, thereby improving the overall intelligence of the vehicle and improving the handling, comfort, and safety of the vehicle. Specifically, when applied to parking spaces with insufficient front and rear safety distances and / or difficult escape, the steering control module 30 is configured to correct the steering angle of the front wheels of the vehicle according to the steering angle of the front wheels of the i0 vehicle; the driving force control module 50 is configured to increase the driving force of the front wheels of the vehicle according to the state information of the vehicle; and the braking force control module 40 is configured to increase the braking force of the brakes 200 corresponding to the rear wheels of the vehicle according to the state information of the vehicle; the vehicle is moved along the steering path by adjusting the steering angle of the front wheels of the vehicle and increasing the driving force of the front wheels of i5 the vehicle, and the braking force of the brakes 200 corresponding to the rear wheels of the vehicle is increased to reduce the forward displacement of the vehicle, thereby reducing the steering radius of the vehicle; where the forward displacement is a displacement in a direction from the rear end of the vehicle to the front end of the vehicle.

[0078] In some embodiments, as shown in FIG. 10, the present disclosure further provides a vehicle ’0    steering method, which is applied to the chassis domain assembly 1. The vehicle steering method specifically includes operations at blocks illustrated herein.

[0079] At block S100: in response to the vehicle being at a stationary state, adjusting, by the braking force control module, the braking force of the brakes corresponding to the rear wheels of the vehicle to cause the rear wheels to be in a locked state. ’ 5

[0080] As shown in FIG. 7, when the vehicle is in the first position, the first position being a parking space with insufficient front-to-rear safety distance and / or difficult to get out of, after the in-vehicle operating system or the operator activates the control switch, the vehicle has a process of starting to move from the stationary state. When the vehicle is stationary, the braking force of the brakes 200 corresponding to the rear wheels of the vehicle is adjusted by the braking force control module 40, and a 30 large damping force is applied to keep the rear wheels in the locked state. When the vehicle begins to move away from the work station, it is possible to reduce the displacement distance of the vehicle in the direction from the rear to the front of the vehicle while the rear wheels of the vehicle are locked.

[0081] At block S200: in response to the rear wheels of the vehicle being in the locked state, controlling, by the steering control module, the steering angle of the front wheels of the vehicle, and 35 adjusting, by the driving force control module, the driving force of the front wheels of the vehicle to adjust the steering radius of the vehicle. 2024287287  21 Jan 2025

[0082] As shown in FIG. 7, when the rear wheels of the vehicle are in the locked state, the steering control module 30 controls the steering angle to turn the front wheels of the vehicle, and the driving force control module 50 provides driving force to the front wheels of the vehicle to move the front wheels of the vehicle along the steering path. Through the mutual cooperation of the rear wheels of the vehicle 5 being in the locked state, the front wheels of the vehicle steering, and the wheels of the vehicle being driven, the vehicle can increase its steering radius and thus get out of the first position.

[0083] In the embodiments, when the vehicle is in a parking space with insufficient front-to-rear safety distance and / or is not easy to get out of a parking space, the vehicle can increase the steering radius and thus get out of the first position through the mutual cooperation of the rear wheels being in the locked i0 state, the front wheels steering, and the wheels of the vehicle being driven.

[0084] The present disclosure further provides a vehicle, which includes the above-mentioned chassis domain assembly 1.

[0085] The present disclosure further provides a vehicle control method, which is applied to a chassis domain assembly of a vehicle, the chassis domain assembly including an integrated carrier, the integrated i5 carrier including a circuit board and an integrated chip disposed on the circuit board; the integrated chip is configured to execute the vehicle control method. Referring to FIG. 11, the vehicle control method includes operations at blocks illustrated herein.

[0086] At block S111: receiving a state signal of the vehicle, and calculating and obtaining a state information of the vehicle based on the state signal. ’ 0

[0087] At block S112: generating a steering adjustment signal, a braking force adjustment signal, a driving force adjustment signal, a damping force adjustment signal, and a spring stiffness adjustment signal based on the state information of the vehicle, to jointly control the stability of the vehicle during driving.

[0088] In some embodiments, the control method further includes generating the steering adjustment ’ 5    signal, the braking force adjustment signal, and the driving force adjustment signal based on the state information of the vehicle, where the steering adjustment signal, the braking force adjustment signal, and the driving force adjustment signal are configured to jointly control the steering radius of the vehicle when exiting a first position; the state information of the vehicle includes the steering angle of the front wheels of the vehicle, the braking force of the brakes corresponding to the rear wheels of the vehicle, and 30 the driving force of the front wheels of the vehicle.

[0089] In some embodiments, the state signal includes a vehicle speed signal, a lateral acceleration signal, a steering angle signal, a yaw angle signal, a wheel speed signal, a longitudinal acceleration signal, and a gear position signal obtained from an electronic control unit of the vehicle; and the calculating and obtaining a state information of the vehicle based on the state signal includes: calculating and obtaining a 35 longitudinal vehicle speed calculated based on the vehicle speed signal; calculating and obtaining a center-of-mass lateral deflection angle based on the lateral acceleration signal, steering angle signal, and yaw angle signal; calculating and obtaining a road adhesion coefficient based on the wheel speed signal 2024287287  21 Jan 2025 and longitudinal acceleration signal; calculating and obtaining a wheel slip rate based on the wheel speed signal and longitudinal acceleration signal; and calculating and obtaining a gradient based on the wheel speed signal, longitudinal acceleration signal, and gear position signal.

[0090] In some embodiments, the generating a steering adjustment signal, a braking force adjustment 5 signal, a driving force adjustment signal, a damping force adjustment signal, and a spring stiffness adjustment signal based on the state information of the vehicle includes: generating the steering adjustment signal based on the center-of-mass lateral deflection angle signal, where the steering adjustment signal is configured for adjustment of the steering angle; generating the braking force adjustment signal based on the longitudinal vehicle speed signal, the center-of-mass lateral deflection i0 angle signal, the road adhesion coefficient signal, the wheel slip rate signal, and the gradient signal, where the braking force adjustment signal is configured for adjustment of the braking force of the brake of the vehicle; and generating the driving force adjustment signal based on the longitudinal vehicle speed signal and the wheel slip rate signal, where the driving force adjustment signal is configured for adjustment of the driving force of the motor of the vehicle; the steering adjustment signal, the braking force adjustment i5 signal, and the driving force adjustment signal respectively control the steering radius of the vehicle when it is driven out of the first station by adjusting the steering angle, the braking force, and the driving force. [0091 ] In some embodiments, when the wheel slip rate exceeds a slip rate threshold, the braking force adjustment signal is generated based on the longitudinal vehicle speed signal, the center-of-mass lateral deflection angle signal, the road adhesion coefficient signal, the wheel slip rate signal, and the gradient ’0    signal to control the wheel slip rate, where the braking force adjustment signal is configured for adjustment of the braking force of the brake of the vehicle; the longitudinal vehicle speed is adjusted by adjusting the braking force of the brake of the vehicle based on the braking force adjustment signal and adjusting the driving force of the motor of the vehicle based on the driving force adjustment signal; and the steering radius of the vehicle when the wheels exit the first position is controlled based on adjusting ’ 5    the wheel slip rate, steering angle, and longitudinal vehicle speed.

[0092] In some embodiments, the steering adjustment signal is configured for controlling of the steering radius of the vehicle; the driving force adjustment signal and the braking force adjustment signal are configured for joint controlling of the longitudinal speed of the vehicle; the braking force adjustment signal is further configured for controlling of the slip rate of the vehicle; the steering adjustment signal 30 and the braking force adjustment signal are configured for joint controlling of the yaw angular speed of the vehicle; the damping force adjustment signal is configured for controlling of the pitch gradient of the vehicle; the damping force adjustment signal and the spring stiffness adjustment signal are configured for controlling of the roll gradient of the vehicle; and the stability of the vehicle during driving is controlled based on at least one of the steering adjustment signal, the braking force adjustment signal, the driving 35 force adjustment signal, the damping force adjustment signal, and the spring stiffness adjustment signal.

[0093] In some embodiments, the damping force adjustment signal is generated based on the current body roll gradient signal, the wheel bounce displacement signal, the wheel bounce instantaneous speed 2024287287  21 Jan 2025 signal, and the body bounce instantaneous speed signal; and the spring stiffness adjustment signal is generated based on the current body roll gradient signal.

[0094] In some embodiments, the body roll gradient signal is generated based on an inertial measurement signal; the wheel bounce displacement and the wheel bounce instantaneous speed are 5 calculated based on a height signal to generate the wheel bounce displacement signal and the wheel bounce instantaneous speed signal; and the body bounce instantaneous speed is calculated based on a body acceleration signal to generate the body bounce instantaneous speed signal.

[0095] In some embodiments, the motion state of the vehicle is analyzed to generate a current yaw angular speed signal, a current body roll gradient signal, and a current body pitch gradient signal. When it i0 is determined based on the current yaw angular speed signal that the current yaw angular speed exceeds a yaw stability threshold, the yaw angular speed of the vehicle is controlled based on steering adjustment signal and the braking force adjustment signal. When it is determined based on the current body roll gradient signal that the current body roll gradient exceeds a roll gradient threshold, the roll gradient of the vehicle is controlled based on the damping force adjustment signal and the spring stiffness adjustment i5 signal. When it is determined based on the current body pitch gradient signal that the body pitch gradient exceeds a pitch gradient threshold, the pitch gradient of the vehicle is controlled based on the damping force adjustment signal.

[0096] In some embodiments, the state information of the vehicle includes a center-of-mass lateral deflection angle; the control method further includes: generating the steering adjustment signal based on ’ 0    the center-of-mass lateral deflection angle.

[0097] In some embodiments, the state information of the vehicle includes a vehicle speed and a gradient; the control method further includes: generating the driving force adjustment signal based on the vehicle speed and the gradient.

[0098] In some embodiments, the state information of the vehicle includes a vehicle speed, a center-of-’ 5    mass lateral deflection angle, a road adhesion coefficient, a gradient, and a wheel slip rate; the control method further includes: generating the braking force adjustment signal based on the vehicle speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the gradient, and the wheel slip rate.

[0099] In some embodiments, the state information of the vehicle includes a roll angular speed, a wheel bounce displacement, a wheel bounce instantaneous speed, and a body bounce instantaneous speed; 30 the control method further includes generating the damping force adjustment signal based on the roll angular speed, the wheel bounce displacement, the wheel bounce instantaneous speed, and the body bounce instantaneous speed.

[00100] In some embodiments, the state information of the vehicle includes a roll angular speed; the control method further includes: generating the spring stiffness adjustment signal based on the roll 35 angular speed.

[00101] In some embodiments, the steering adjustment signal is generated based on the state information of the vehicle, the steering adjustment signal being configured for controlling of the steering 2024287287  21 Jan 2025 radius of the vehicle; the driving force adjustment signal is generated based on the state information of the vehicle, the driving force adjustment signal being configured for controlling of the steering radius of the vehicle; and the braking force adjustment signal is generated based on the state information of the vehicle, the braking force adjustment signal being configured for controlling of the steering radius of the vehicle. 5

[00102] In some embodiments, the brake corresponding to the rear wheel of the vehicle is controlled to be in an idle state in response to the vehicle speed being greater than a preset speed threshold.

[00103] In some embodiments, the state information of the vehicle includes a road adhesion coefficient, and the control method includes adjusting the braking force of the brake corresponding to the rear wheel of the vehicle based on the road adhesion coefficient; or, the state information of the vehicle includes a i0 wheel slip rate, and the control method includes adjusting the braking force of the brake corresponding to the rear wheel of the vehicle based on the wheel slip rate; or, the state information of the vehicle includes a wheel slip rate and a road adhesion coefficient, and the control method includes adjusting the braking force of the brake corresponding to the rear wheel of the vehicle based on the wheel slip rate and the road adhesion coefficient together; or the state information of the vehicle includes a throttle state, and the i5 control method includes adjusting the driving force of the front wheel of the vehicle based on the throttle state; or the state information of the vehicle includes a gear state, and the control method includes adjusting the driving force of the front wheel of the vehicle based on the gear state.

[00104] The present disclosure further provides a chassis domain assembly for a vehicle, which includes an integrated carrier; where the integrated carrier includes a circuit board, and an integrated chip disposed ’ 0    on the circuit board to execute the above-mentioned control method.

[00105] The present disclosure further provides a vehicle, which includes the above-mentioned chassis domain assembly.

[00106] In the present disclosure, unless otherwise expressly provided and limited, terms such as “configured (provided with)”, “connected” and the like shall be understood in a broad sense, which may, ’ 5   for example, be a fixed connection or a removable connection, or may be integrated; may be a mechanical connection or an electrical connection; may be a direct connection or an indirect connection through an intermediate medium, or may be an internal connection between two elements or an interactive relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific context. 30

[00107] In the description of this specification, references to the description of “some embodiments” and the like mean that the specific features, structures, materials, or characteristics described in conjunction with such embodiments are included in at least one embodiment of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily have to refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics 35 described may be combined in an appropriate manner in any one or more embodiments or examples. Furthermore, and where not mutually contradictory, those skilled in the art may combine and / or group the 2024287287  21 Jan 2025 different embodiments or examples described in the specification and the features of different embodiments or examples.

Claims

1. A chassis domain assembly (1), characterized by comprising:an integrated carrier (10), a vehicle state calculation module (20), a steering control module (30), a5 braking force control module (40), a driving force control module (50), a damping force control module (60), and a spring stiffness control module (70); wherein the vehicle state calculation module (20), the steering control module (30), the braking force control module (40), the driving force control module (50), the damping force control module (60), and the spring stiffness control module (70) are integratedly arranged on the integrated carrier (10);10 the vehicle state calculation module (20) is configured to receive a state signal of a vehicle and calculate and obtain a state information of the vehicle based on the state signal; the steering control module (30), the braking force control module (40), the driving force control module (50), the damping force control module (60), and the spring stiffness control module (70) are configured to jointly control a stability of the vehicle based on the state information of the vehicle;15 wherein the steering control module (30), the braking force control module (40), and the driving force control module (50) are configured to jointly control a steering radius of the vehicle when exiting a first station based on the state information of the vehicle; the state information of the vehicle comprises a steering angle of a front wheel of the vehicle, a braking force of a brake (200) corresponding to a rear wheel of the vehicle, and a driving force of the front wheel of the vehicle;20 the steering control module (30) is configured to adjust the steering angle of the front wheel of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle;the driving force control module (50) is configured to adjust the driving force of the front wheel of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle; and25 the braking force control module (40) is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of the vehicle according to the state information of the vehicle to control the steering radius of the vehicle.

2. The chassis domain assembly (1) according to claim 1, wherein the state information of the 30 vehicle comprises a control switch, and the braking force control module (40) is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of the vehicle according to the control switch, for causing the rear wheel of the vehicle to be in a locked state; and / orthe state information of the vehicle comprises a vehicle speed, and the braking force control module (40) is configured to control the brake (200) corresponding to the rear wheel of the vehicle to be in an idle 35 state in response to the vehicle speed being greater than a preset speed threshold; and / or2024287287   24 Jun 2026the state information of the vehicle comprises a road adhesion coefficient, and the braking force control module (40) is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of the vehicle according to the road adhesion coefficient; and / orthe state information of the vehicle comprises a wheel slip rate, and the braking force control module5    (40) is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of thevehicle according to the wheel slip rate; and / orthe state information of the vehicle comprises a wheel slip rate and a road adhesion coefficient, and the braking force control module (40) is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of the vehicle according to the wheel slip rate and the road adhesion 10 coefficient; and / orthe state information of the vehicle comprises a throttle state, and the driving force control module (50) is configured to adjust the driving force of the front wheel of the vehicle based on the throttle state; and / orthe state information of the vehicle comprises a gear state, and the driving force control module (50) 15 is configured to adjust the driving force of the front wheel of the vehicle according to the gear state.

3. The chassis domain assembly (1) according to claim 1 or 2, wherein the state information of the vehicle comprises a control switch, and the damping force control module (60) is configured to adjust the damping force of a damper (400) according to the control switch.

204. The chassis domain assembly (1) according to any one of claims 1-3, wherein the vehicle state calculation module (20) comprises:a longitudinal vehicle speed calculation unit, configured to be connected to an electronic control unit to obtain a vehicle speed signal and to calculate and obtain a longitudinal vehicle speed based on the 25 vehicle speed signal;a center-of-mass lateral deflection angle calculation unit, configured to be connected to the electronic control unit to obtain a lateral acceleration signal, a steering angle signal, and a yaw angle signal, and to calculate and obtain a center-of-mass lateral deflection angle based on the lateral acceleration signal, the steering angle signal, and the yaw angle signal;30 a road adhesion coefficient calculation unit, configured to be connected to the electronic control unit to obtain a wheel speed signal and a longitudinal acceleration signal, and to calculate and obtain a road adhesion coefficient based on the wheel speed signal and the longitudinal acceleration signal;a wheel slip rate calculation unit, configured to be connected to the electronic control unit to obtain the wheel speed signal and the longitudinal acceleration signal, and to calculate and obtain a wheel slip 35 rate based on the wheel speed signal and the longitudinal acceleration signal; anda gradient calculation unit, configured to be connected to the electronic control unit to obtain the vehicle speed signal, the longitudinal acceleration signal, and a gear position signal, and to calculate and2024287287   24 Jun 2026obtain a gradient based on the wheel speed signal, the longitudinal acceleration signal, and the gear position signal.

5. The chassis domain assembly (1) according to claim 4, wherein5 the steering control module (30) is configured to be connected to the center-of-mass lateral deflection angle calculation unit to adjust a steering angle based on the center-of-mass lateral deflection angle;the braking force control module (40) is configured to be connected to the longitudinal speed calculation unit, the center-of-mass lateral deflection angle calculation unit, the road adhesion coefficient 10 calculation unit, the wheel slip rate calculation unit, and the gradient calculation unit to adjust the braking force of the brake (200) of the vehicle based on the longitudinal speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the wheel slip rate, and the gradient;the driving force control module (50) is configured to be connected to the longitudinal speed calculation unit and the wheel slip rate calculation unit to adjust a driving force of a motor of the vehicle 15 based on the longitudinal speed and the wheel slip rate;the steering control module (30), the braking force control module (40), and the driving force control module (50) are configured to jointly control the steering radius of the vehicle when exiting the first station, by adjusting the steering angle, the braking force, and the driving force, respectively.20        6. The chassis domain assembly (1) according to claim 5, whereinin response to the wheel slip rate calculated and obtained by the wheel slip rate calculation unit exceeding a slip rate threshold, the braking force control module (40) controls the wheel slip rate by adjusting the braking force of the brake (200) of the vehicle;the driving force control module (50) and the braking force control module (40) are configured to 25 jointly adjust the longitudinal vehicle speed, by the driving force control module (50) adjusting the driving force of the motor of the vehicle, and the braking force control module (40) adjusting the braking force of the brake (200) of the vehicle;the steering control module (30), the braking force control module (40), and the driving force control module (50) are configured to jointly control the steering radius of the vehicle when exiting the first 30 station, by adjusting the steering angle, the wheel slip rate, and the longitudinal vehicle speed, respectively.

7. The chassis domain assembly (1) according to claim 1, whereinthe integrated carrier (10) comprises a circuit board and a housing (11); the vehicle state calculation 35 module (20), the steering control module (30), the braking force control module (40), the driving force control module (50), the damping force control module (60), and the spring stiffness control module (70)2024287287   24 Jun 2026are each an integrated chip disposed on the circuit board, and the circuit board is disposed in the housing (11);the chassis domain assembly (1) further comprises a hydraulic motor (81), a hydraulic cylinder (82), an oil pot (83), and a connector (84); wherein the hydraulic cylinder (82) comprises a first mounting5 surface (821), a second mounting surface (822), a third mounting surface (823), and a fourth mounting surface (824); the first mounting surface (821) and the second mounting surface (822) are disposed opposite each other in a first direction, and the third mounting surface (823) and the fourth mounting surface (824) are disposed opposite each other in a second direction, the first direction being different from the second direction; the oil pot (83) is disposed on the first mounting surface (821), and the10 connector (84) is disposed on the second mounting surface (822); the hydraulic motor (81) is disposed on the third mounting surface (823), and the housing (11) is disposed on the fourth mounting surface (824); orthe chassis domain assembly (1) further comprises a compression motor (91) and a distribution valve (92), the compression motor (91) being arranged on a side of the distribution valve (92); a side of the15 distribution valve (92) away from the compression motor (91) is configured to connect a dryer (93), for transferring gas in the dryer (93) to an air suspension system of the vehicle; the housing (11) is connected to the distribution valve (92), and the housing (11) and the compression motor (91) are arranged on a same side of the distribution valve (92).20        8. The chassis domain assembly (1) according to claim 1, whereinthe steering control module (30) is configured to control the steering radius of the vehicle by adjusting a steering angle of the vehicle;the driving force control module (50) and the braking force control module (40) are configured to control a longitudinal speed of the vehicle by the driving force control module (50) adjusting a driving25 force of a motor of the vehicle and the braking force control module (40) adjusting the braking force of the brake (200) of the vehicle;the braking force control module (40) is configured to control a slip rate of the vehicle by adjusting the braking force of the brake (200) of the vehicle;the steering control module (30) and the braking control module are configured to control a yaw 30 angular speed of the vehicle by the steering control module (30) adjusting the steering angle of the vehicle and the braking control module adjusting the braking force of the brake (200) of the vehicle;the damping force control module (60) is configured to control a pitch gradient of the vehicle by adjusting a damping force of a damper (400) of the vehicle;the damping force control module (60) and the spring stiffness control module (70) are configured to35 control a roll gradient of the vehicle by the damping force control module (60) adjusting the damping force of the damper (400) of the vehicle and the spring stiffness control module (70) adjusting a stiffness of a spring (500);2024287287   24 Jun 2026the stability of the vehicle is controlled by controlling at least one of the steering radius of the vehicle, the vehicle speed of the vehicle, the slip rate of the vehicle, the yaw angular speed of the vehicle, the pitch gradient of the vehicle, and the roll gradient of the vehicle.5        9. The chassis domain assembly (1) according to claim 8, whereinthe damping force control module (60) is configured to be connected to a body roll gradient calculation unit, a wheel vertical motion state calculation unit, and a body bounce instantaneous speed calculation unit, for adjusting the damping force of the damper (400) of the vehicle based on a current body roll gradient, a wheel bounce displacement, a wheel bounce instantaneous speed, and a body bounce 10 instantaneous speed to control the pitch gradient of the vehicle;the spring stiffness control module (70) is configured to be connected to the body roll gradient calculation unit, for adjusting the stiffness of the spring (500) based on the current body roll gradient.

10. The chassis domain assembly (1) according to claim 9, wherein15 the body roll gradient calculation unit is configured to be connected to an inertial measurement unit to obtain the current body roll gradient;the wheel vertical motion state calculation unit is configured to be connected to a height sensor, and to calculate and obtain the wheel bounce displacement and the wheel bounce instantaneous speed based on a height signal sent by the height sensor;20 the body bounce instantaneous speed calculation unit is configured to be connected to a body acceleration sensor, and to calculate and obtain the body bounce instantaneous speed based on a body acceleration signal sent by the body acceleration sensor.

11. The chassis domain assembly (1) according to claim 10, wherein the inertial measurement unit is 25 configured to analyze a motion state of the vehicle to obtain a current yaw angular speed, the current body roll gradient, and a current body pitch gradient;in response to the current yaw angular speed exceeding a yaw stability threshold, the steering control module (30) adjusts the steering angle of the vehicle, and the braking force control module (40) adjusts the braking force of the brake (200) of the vehicle, so as to control the yaw angular speed of the vehicle;30 in response to the current body roll gradient exceeding a roll gradient threshold, the damping force control module (60) adjusts the damping force of the damper (400) of the vehicle, and the spring stiffness control module (70) adjusts the stiffness of the spring (500), so as to control the roll gradient of the vehicle;in response to the current body pitch gradient exceeding a pitch gradient threshold, the damping 35 force control module (60) adjusts the damping force of the damper (400) of the vehicle, so as to control the pitch gradient of the vehicle.2024287287   24 Jun 202612. The chassis domain assembly (1) according to claim 8, wherein the state information of the vehicle comprises a center-of-mass lateral deflection angle, and the steering control module (30) is configured to adjust the steering angle of the vehicle according to the center-of-mass lateral deflection angle.

513. The chassis domain assembly (1) according to claim 8, wherein the state information of the vehicle comprises a vehicle speed and a gradient, and the driving force control module (50) is configured to adjust the driving force of the vehicle according to the vehicle speed and the gradient.10         14. The chassis domain assembly (1) according to claim 8, wherein the state information of thevehicle comprises a vehicle speed, a center-of-mass lateral deflection angle, a road adhesion coefficient, a gradient, and a wheel slip rate, and the braking force control module (40) is configured to adjust the braking force of the brake of the vehicle according to the vehicle speed, the center-of-mass lateral deflection angle, the road adhesion coefficient, the gradient, and the wheel slip rate.1515. The chassis domain assembly (1) according to claim 8, wherein the state information of the vehicle comprises a roll angular speed, a wheel bounce displacement, a wheel bounce instantaneous speed, and a body bounce instantaneous speed, and the damping force control module (60) is configured to adjust the damping force of the damper of the vehicle according to the roll angular speed, the wheel20 bounce displacement, the wheel bounce instantaneous speed, and the body bounce instantaneous speed.

16. The chassis domain assembly (1) according to claim 8, wherein the state information of the vehicle comprises a roll angular speed, and the spring stiffness control module (70) is configured to adjust the stiffness of the spring according to the roll angular speed.2517. A vehicle, comprising the chassis domain assembly (1) according to any one of claims 1-16.

18. A vehicle control method, applied to a chassis domain assembly (1) of a vehicle; wherein the chassis domain assembly (1) comprises an integrated carrier (10), the integrated carrier (10) comprising a30 circuit board and an integrated chip disposed on the circuit board; the integrated chip is configured to execute the vehicle control method; the vehicle control method comprises:receiving a state signal of the vehicle, and calculating and obtaining a state information of the vehicle based on the state signal; andgenerating a steering adjustment signal, a braking force adjustment signal, a driving force adjustment 35 signal, a damping force adjustment signal, and a spring stiffness adjustment signal based on the state information of the vehicle, to jointly control a stability of the vehicle during driving;wherein the vehicle control method comprises:2024287287   24 Jun 2026generating the steering adjustment signal, the braking force adjustment signal, and the driving force adjustment signal based on the state information of the vehicle; wherein the steering adjustment signal, the braking force adjustment signal, and the driving force adjustment signal are configured to jointly control a steering radius of the vehicle when exiting a first position;5 the state information of the vehicle comprises a steering angle of a front wheel of the vehicle, a braking force of a brake (200) corresponding to a rear wheel of the vehicle, and a driving force of the front wheel of the vehicle;wherein the steering adjustment signal is configured to adjust the steering angle of the front wheel of the vehicle to control the steering radius of the vehicle;10 the driving force adjustment signal is configured to adjust the driving force of the front wheel of the vehicle to control the steering radius of the vehicle; andthe braking force adjustment signal is configured to adjust the braking force of the brake (200) corresponding to the rear wheel of the vehicle to control the steering radius of the vehicle.

Images