Three-Layer Control Architecture for Automotive Chassis Domain and Its Control Method

Abstract

The present invention provides a three - layer control architecture for an automotive chassis domain and its control method. The three - layer control architecture for the automotive chassis domain includes a vehicle state estimation layer, a real - time control decision - making layer, and a coordinated control execution layer. The vehicle state estimation layer is used to read vehicle external sensor signals and vehicle CAN signals to obtain road surface information and vehicle state information; the real - time control decision - making layer is used to determine whether the vehicle is unstable by using the energy phase - plane method based on the road surface information and vehicle state information, and obtain target control parameters according to the judgment result; the coordinated control execution layer is used to coordinately control each control system by using an optimal control strategy based on the vehicle state information and target control parameters. The present invention can, on the premise of ensuring the control accuracy and response time during vehicle operation, minimize the conflicts between various control systems as much as possible, save the resources required during vehicle operation, and thus effectively improve the mobility and stability of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile chassis control, and in particular to a three-layer control architecture of an automobile chassis domain and a control method thereof. Background Art

[0002] Due to the increasing demand for active vehicle safety systems, in order to improve driver convenience and comfort, many chassis control systems, such as Electronic Stability Controller (ESC), Continuous Damping Control (CDC), Active Kinematics Control (AKC) and Active Roll Control (ARC), have been developed and equipped on vehicles. However, CDC, AKC and ARC can affect the yaw rate of the vehicle, and each control system has its own control bandwidth. If each control system has its own target yaw rate controller, the controller needs to adjust the controller gain in real time according to the real-time motion state of the vehicle to avoid undesirable or unstable vehicle behavior, that is, a chassis control system with independent logic may violate the goals of other systems to achieve its own goals. Generally speaking, at least two chassis control systems are applied to a vehicle to improve vehicle performance. Therefore, it is necessary to design a chassis domain integrated control architecture to avoid conflicts between control systems as much as possible. Summary of the invention

[0003] The purpose of the present invention is to overcome the defects of the prior art and propose a three-layer control architecture and a control method for the chassis domain of an automobile, which can minimize the conflicts between various control systems and save the resources required for the vehicle during operation, thereby effectively improving the maneuverability and stability of the vehicle while ensuring the control accuracy and response time during the operation of the vehicle.

[0004] To achieve the above object, the present invention adopts the following specific technical solutions:

[0005] The three-layer control architecture of the automobile chassis domain provided by the present invention includes:

[0006] The vehicle state estimation layer is used to read the vehicle's external sensor signals and vehicle CAN signals to obtain road information and vehicle state information;

[0007] The real-time control decision layer is used to determine whether the vehicle is unstable based on road surface information and vehicle status information using the energy phase plane method, and obtain the target control parameters based on the judgment results;

[0008] A coordinated control execution layer for coordinately controlling each control system by using an optimal control strategy based on vehicle state information and target control parameters.

[0009] Preferably, the vehicle state estimation layer includes:

[0010] A sensor signal reading module for reading vehicle external sensor signals to obtain road surface information, where the road surface information includes road surface friction coefficient, road surface type information, road surface elevation information, and curve curvature information;

[0011] A CAN signal reading module for reading vehicle CAN signals to obtain vehicle state information, where the vehicle state information includes vehicle speed, steering wheel angle, vehicle yaw rate, center of gravity sideslip angle, and vehicle roll angle.

[0012] Preferably, the real-time control decision-making layer includes:

[0013] A vehicle instability judgment module for judging whether the vehicle is in a stable state or an unstable state by using the energy phase plane method based on road surface information and vehicle state information;

[0014] A driving state judgment module for judging whether the vehicle is in a straight-line driving or a curve driving state by using the steering triangle method when the vehicle is in a stable state;

[0015] A roll state judgment module for judging whether the vehicle is in a steady-state roll caused by gentle steering or a transient roll caused by sharp steering by means of driver intention recognition, vehicle roll speed, and vehicle speed when the vehicle is in a curve driving state;

[0016] A target control parameter acquisition module for obtaining target control parameters through feedback control according to the judgment results, where the target control parameters include target roll moment, target yaw moment, target vertical vibration acceleration, target roll speed, target roll angle, target yaw rate, and target lateral acceleration.

[0017] Preferably, the coordinated control execution layer includes:

[0018] A vehicle instability control module for controlling the electronic stability control system of the vehicle body with the target roll moment and target yaw moment as control targets when the vehicle is in an unstable state;

[0019] A straight-line driving control module for controlling the active roll control system and the continuous damping control system with the target roll speed as the control target when the vehicle is in a straight-line driving state;

[0020] A gentle steering driving control module for controlling the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target roll angle as the control target when the vehicle is in a steady-state roll during curve driving;

[0021] A sharp-turn driving control module is used to control the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target lateral acceleration and the target yaw angular velocity as the control targets when the vehicle is in transient roll during curve driving.

[0022] The control method implemented by using the above-mentioned three-layer control architecture of the vehicle chassis domain provided by the present invention includes the following steps:

[0023] S1. Read the signals of the vehicle external sensors and the vehicle CAN signals to obtain the road surface information and the vehicle state information;

[0024] S2. Based on the road surface information and the vehicle state information, use the energy phase plane method to judge whether the vehicle is unstable, and obtain the target control parameters according to the judgment result;

[0025] S3. Based on the vehicle state information and the target control parameters, adopt an optimal control strategy to coordinately control each control system.

[0026] Preferably, the road surface information obtained in step S1 includes the road surface friction coefficient, the road surface type information, the road surface elevation information, and the curve curvature information, and the vehicle state information obtained includes the vehicle speed, the steering wheel angle, the vehicle yaw angular velocity, the center of gravity sideslip angle, and the vehicle roll angle.

[0027] Preferably, step S2 specifically includes the following sub-steps:

[0028] S21. Take the tangent of the sideslip angle β during the vehicle movement process as the abscissa, denoted as tanβ; take the ratio of the product of the yaw angular velocity r and the radius of gyration ρ of the vehicle to the vehicle speed V as the ordinate, denoted as rρ / V, and construct an energy phase plane with the abscissa and the ordinate;

[0029] S22. Take any point P(x, y) on the energy phase plane, then the modulus of the vector represents the level of the turning energy relative to the forward energy;

[0030] S23. Divide the energy phase plane into eight phase plane regions by the straight line and the straight line , which respectively correspond to the states where the instantaneous center of the vehicle is in different positions; when the state point of the vehicle is on the straight line , the instantaneous center of the vehicle is on the rear axle line; when the state point of the vehicle is on the straight line , the instantaneous center of the vehicle is on the front axle line; when the state point of the vehicle is in the upper region and the lower region, the instantaneous center of the vehicle is between the front axle line and the rear axle line; when the state point of the vehicle is in the right region, the instantaneous center of the vehicle is behind the rear axle line, and when the state point of the vehicle is in the left region, the instantaneous center of the vehicle is in front of the front axle line; where is the nominal steering angle, and are the equivalent sideslip angles of the front and rear wheels respectively;

[0031] S24. Define the offset of the instantaneous center during vehicle driving , and determine whether the driving state of the vehicle is a stable state or an unstable state according to the threshold of the offset of the instantaneous center and the instantaneous center of the vehicle in different phase plane regions; where, is the distance from the center of gravity of the vehicle to the instantaneous center;

[0032] S25. When the vehicle is in a stable state, judge whether the vehicle is driving straight or in a curve by the steering triangle method;

[0033] S26. When the vehicle is in a curve, judge whether the vehicle is in a steady-state roll caused by gentle steering or a transient roll caused by sharp steering through driver intention recognition, vehicle roll speed and vehicle speed;

[0034] S27. According to the judgment result, obtain the target control parameters through feedback control. The target control parameters include target roll moment, target yaw moment, target vertical vibration acceleration, target roll speed, target roll angle, target yaw angular velocity and target lateral acceleration.

[0035] Preferably, the judgment formula for driver intention recognition in step S26 is:

[0036]

[0037] where, is the vehicle lateral acceleration, is the vehicle lateral acceleration change rate, is the vehicle yaw angular velocity, is the vehicle sideslip angle change rate.

[0038] Preferably, the road surface type information includes flat road surface and uneven road surface. Combining driver intention recognition, the current state conditions of the vehicle are divided into straight flat road, straight uneven road, entering curve flat road, entering curve uneven road, curve center flat road, curve center uneven road, exiting curve flat road and exiting curve uneven road.

[0039] Preferably, step S3 includes the following specific controls:

[0040] When the vehicle is in an unstable state, control the electronic stability control system of the vehicle with the target roll moment and target yaw moment as the control objectives;

[0041] When the vehicle is driving straight, control the active roll control system and the continuous damping control system with the target roll speed as the control objective;

[0042] When the vehicle is in steady-state roll during a curved driving, the active roll control system, the continuously variable damping control system, and the active rear-wheel steering system are controlled with the target roll angle as the control target;

[0043] When the vehicle is in transient roll during a curved driving, the active roll control system, the continuously variable damping control system, and the active rear-wheel steering system are controlled with the target lateral acceleration and the target yaw rate as the control targets.

[0044] The present invention can achieve the following technical effects: it can minimize the conflicts between various control systems as much as possible on the premise of ensuring the control accuracy and response time during the vehicle operation, save the resources required during the vehicle operation, and thus effectively improve the mobility and stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 is a schematic diagram of logical control from an angle of the three-layer control architecture of the vehicle chassis domain provided by an embodiment of the present invention;

[0046] Figure 2 is a schematic diagram of logical control from another angle of the three-layer control architecture of the vehicle chassis domain provided by an embodiment of the present invention;

[0047] Figure 3 is a schematic flowchart of a control method implemented by using the three-layer control architecture of the vehicle chassis domain provided by an embodiment of the present invention;

[0048] Figure 4 is a schematic structural diagram of an energy phase plane provided by an embodiment of the present invention;

[0049] Figure 5 is a schematic diagram of control strategies of the vehicle under different driving states provided by an embodiment of the present invention;

[0050] Figure 6 is a schematic diagram of eight working conditions of the vehicle provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0051] In the following, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the same modules are denoted by the same reference numerals. In the case of the same reference numerals, their names and functions are also the same. Therefore, their detailed descriptions will not be repeated.

[0052] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, but not to limit the present invention.

[0053] Figure 1and Figure 2 respectively show the logical controls from two perspectives of the three - layer control architecture of the vehicle chassis domain provided according to an embodiment of the present invention.

[0054] As Figure 1 and Figure 2 shown, the three - layer control architecture of the vehicle chassis domain provided according to an embodiment of the present invention includes a vehicle state estimation layer, a real - time control decision - making layer, and a coordinated control execution layer; wherein, the vehicle state estimation layer is used to read vehicle external sensor signals and vehicle CAN signals to obtain road surface information and vehicle state information; the real - time control decision - making layer is used to determine whether the vehicle is unstable by using the energy phase - plane method based on the road surface information and vehicle state information, and obtain target control parameters according to the determination result; the coordinated control execution layer is used to coordinately control control systems such as ESC, AKC, CDC, and ARC by using an optimal control strategy based on the vehicle state information and target control parameters.

[0055] The vehicle state estimation layer includes a sensor signal reading module and a CAN signal reading module. The sensor signal reading module is used to read vehicle external sensor signals to obtain road surface information, and the road surface information includes road surface friction coefficient, road surface type information, road surface elevation information, and curve curvature information; the CAN signal reading module is used to read vehicle CAN signals to obtain vehicle state information, and the vehicle state information includes vehicle speed, steering wheel angle, vehicle yaw rate, center of gravity side - slip angle, and vehicle roll angle.

[0056] The real - time control decision - making layer includes a vehicle instability judgment module, a driving state judgment module, a roll state judgment module, and a target control parameter acquisition module; wherein,

[0057] the vehicle instability judgment module is used to determine whether the vehicle is in a stable state or an unstable state by using the energy phase - plane method based on the road surface information and vehicle state information; the driving state judgment module is used to determine whether the vehicle is driving straight or curving by using the steering triangle method when the vehicle is in a stable state; the roll state judgment module is used to determine whether the vehicle is in a steady - state roll caused by gentle steering or a transient roll caused by sharp steering by means of driver intention recognition, vehicle roll speed, and vehicle speed when the vehicle is curving; the target control parameter acquisition module is used to obtain target control parameters through feedback control according to the determination result, and the target control parameters include target roll moment, target yaw moment, target vertical vibration acceleration, target roll speed, target roll angle, target yaw rate, and target lateral acceleration.

[0058] The coordinated control execution layer includes a vehicle instability control module, a straight-line driving control module, a slow-steering driving control module, and a sharp-steering driving control module. Among them, the vehicle instability control module is used to control the electronic stability control system of the vehicle with the target roll moment and the target yaw moment as the control objectives when the vehicle is in an unstable state. The straight-line driving control module is used to control the active roll control system and the continuous damping control system with the target roll speed as the control objective when the vehicle is driving straight. The slow-steering driving control module is used to control the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target roll angle as the control objective when the vehicle is in a steady-state roll during curve driving. The sharp-steering driving control module is used to control the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target lateral acceleration and the target yaw angular velocity as the control objectives when the vehicle is in a transient roll during curve driving.

[0059] The above content details the three-layer control architecture structure of the vehicle chassis domain provided by the embodiments of the present invention. Corresponding to this three-layer control architecture of the vehicle chassis domain, the present invention also provides a control method implemented using the three-layer control architecture of the vehicle chassis domain.

[0060] Figure 3 The flow of the control method implemented using the three-layer control architecture of the vehicle chassis domain provided by the embodiments of the present invention is shown.

[0061] As Figure 3 shown, the control method implemented using the three-layer control architecture of the vehicle chassis domain provided by the embodiments of the present invention includes the following steps:

[0062] S1. Read the signals of the vehicle external sensors and the vehicle CAN signals to obtain the road surface information and the vehicle state information.

[0063] The road surface information obtained in step S1 includes the road surface friction coefficient, the road surface type information, the road surface elevation information, and the curve curvature information, and the vehicle state information obtained includes the vehicle speed, the steering wheel angle, the vehicle yaw angular velocity, the center of gravity side slip angle, and the vehicle roll angle.

[0064] S2. Based on the road surface information and the vehicle state information, use the energy phase plane method to judge whether the vehicle is unstable, and obtain the target control parameters according to the judgment result.

[0065] Step S2 specifically includes the following sub-steps:

[0066] S21. Take the tangent of the sideslip angle β during the vehicle movement process as the abscissa, denoted as tanβ; take the ratio of the product of the yaw angular velocity r and the inertia radius ρ of the vehicle to the vehicle speed V as the ordinate, denoted as rρ / V, and construct an energy phase plane with the abscissa and the ordinate.

[0067] S22. Take any point P(x, y) on the energy phase plane, then the vector modulus represents the level of the turning energy relative to the forward energy.

[0068] S23. Divide the energy phase plane into eight phase plane regions by the straight line and the straight line , which respectively correspond to the states where the instantaneous center of the vehicle is at different positions.

[0069] Among them, is the nominal steering angle, that is, the ratio of the steering wheel angle to the steering transmission ratio, and are the equivalent sideslip angles of the front and rear wheels respectively (including the tire sideslip angle, roll steer angle and elastic steer angle).

[0070] Among them, a is the horizontal distance from the vehicle center of gravity to the front axle, and b is the horizontal distance from the vehicle center of gravity to the rear axle.

[0071] Figure 4 shows the structure of the energy phase plane provided by the embodiment of the present invention.

[0072] As Figure 4 shown, there are two special straight lines and on the energy phase plane. The energy phase plane is divided into eight phase plane regions by these two special straight lines. When the state point of the vehicle is on the straight line , the instantaneous center of the vehicle is on the rear axle line; when the state point of the vehicle is on the straight line , the instantaneous center of the vehicle is on the front axle line; when the state point of the vehicle is in the upper region and the lower region, the instantaneous center of the vehicle is between the front axle line and the rear axle line; when the state point of the vehicle is in the right region, the instantaneous center of the vehicle is behind the rear axle line, and when the state point of the vehicle is in the left region, the instantaneous center of the vehicle is in front of the front axle line.

[0073] S24. Define the instantaneous center offset under the vehicle driving state. According to the threshold of the instantaneous center offset and the instantaneous center of the vehicle in different phase plane regions, judge whether the driving state of the vehicle is a stable state or an unstable state; among them, is the distance from the center of gravity of the vehicle to the instantaneous center.

[0074] As Figure 4 shown, when the instantaneous center of the vehicle is in the I-2, II-1, III-2, Ⅳ-1 regions, it is judged that the vehicle is in a stable state, and when the instantaneous center of the vehicle is in the I-1, II-2, III-1, Ⅳ-2 regions, it is judged that the vehicle is in an unstable state.

[0075] When the driving state of the vehicle is in an unstable state, the output result is the target roll moment in the safety mode. At this time, the ESC plays a leading role in optimizing the vehicle body roll condition, which helps the vehicle maintain stability under extreme working conditions and improve driving safety.

[0076] S25. When the vehicle is in a stable state, judge whether the vehicle is driving straight or curving through the steering triangle method.

[0077] When judging that the driving state of the vehicle is a stable state, it is necessary to judge whether the vehicle is driving straight or curving through the steering triangle method composed of the steering wheel angle and the angular velocity. The steering triangle method is a prior art, so it will not be elaborated here.

[0078] When the vehicle is driving straight, the roll generated is caused by the unilateral excitation input of the road surface and is defined as dynamic roll.

[0079] S26. When the vehicle is curving, judge whether the vehicle is in a steady-state roll caused by gentle steering or a transient roll caused by sharp steering through driver intention recognition, vehicle roll speed, and vehicle speed.

[0080] According to the steering wheel angular velocity and the change rate of the lateral acceleration of the vehicle to make a judgment. Different weight values Q and R are assigned to them to obtain the calculation result M. When the result M exceeds a certain threshold H, it is judged that the vehicle is in a transient roll. When the result M is not greater than this threshold H, it is judged that the vehicle is in a steady-state roll. The formula is expressed as:

[0081]

[0082] The judgment formula for driver intention recognition is:

[0083]

[0084] Among them, is the lateral acceleration of the vehicle, is the change rate of the lateral acceleration of the vehicle, is the yaw angular velocity of the vehicle, is the change rate of the sideslip angle of the vehicle.

[0085] Use the product of the lateral acceleration of the vehicle and its change rate to identify the driver's steering intention, and classify the driver's intention during the vehicle steering process into the in-bend state, the bend-center state, and the out-of-bend state. -1 and 1 respectively indicate that the driver has the intention of entering the curve and exiting the curve. When At this time, the vehicle is in the center of the curve, that is, the driver hopes to maintain the steering wheel angle unchanged until the driver starts to drive out of the curve.

[0086] After that, based on the obtained information of other vehicles, such as the steering wheel angle, the steering wheel angle rate, the road surface input, etc., the judgment of the driver's intention is corrected.

[0087] Under different roll states, different control strategies are adopted to control the vehicle. When the vehicle is in the dynamic roll state, a comfort control method based on the equivalent roll damping as the force element model and the vehicle body roll speed as the control target is adopted for control; when the vehicle is in the steady-state roll, a lateral stability control method based on the equivalent roll stiffness as the force element model and the target roll angle of the vehicle as the control target is adopted for control; for transient roll, an agility control method based on the force element model combining the equivalent roll stiffness and roll damping and with the yaw angular velocity and the vehicle lateral acceleration as the control targets is adopted for control.

[0088] S27. According to the judgment result, the target control parameters are obtained through feedback control. The target control parameters include the target roll moment, the target yaw moment, the target vertical vibration acceleration, the target roll speed, the target roll angle, the target yaw angular velocity, and the target lateral acceleration.

[0089] According to the judgment result of the vehicle driving state, each target control parameter is obtained through feedback control. The calculation methods of each target control parameter are prior arts, so they will not be elaborated here.

[0090] S3. Based on the vehicle state information and the target control parameters, an optimal control strategy is adopted to coordinately control each control system.

[0091] Figure 5 Shows the control strategy of the vehicle under different driving states according to the embodiment of the present invention.

[0092] Such as Figure 5 shown, the overall control strategy of the vehicle is:

[0093] When the vehicle is in an unstable state, the ESC is controlled for safety and stability with the target roll moment and the target yaw moment as the control targets.

[0094] When the vehicle is driving straight, the ARC and CDC are controlled to improve comfort with the target roll speed as the control target.

[0095] When the vehicle is in the steady-state roll during curve driving, the ARC, CDC, and AKC are controlled to enhance agility with the target roll angle as the control target.

[0096] When the vehicle is in transient roll during a curve, the ARC, CDC, and AKC are controlled to enhance stability with the target lateral acceleration and target yaw rate as the control objectives.

[0097] The road surface type information includes flat road surfaces and uneven road surfaces. Combining with driver intention recognition, the current state conditions of the vehicle are divided into eight road conditions.

[0098] Figure 6 The schematic diagrams of the eight working conditions of the vehicle provided according to an embodiment of the present invention are shown.

[0099] As Figure 6 shown, the eight road conditions are straight flat road, straight uneven road, entering curve flat road, entering curve uneven road, curve center flat road, curve center uneven road, exiting curve flat road, and exiting curve uneven road.

[0100] For each road condition, the ARC, CDC, and AKC are controlled through different control strategies.

[0101] When the vehicle is in the straight flat road condition, the ARC plays a major role, and the role of the CDC is not very significant.

[0102] When the vehicle is in the straight uneven road condition, the worse the road surface, the more obvious the effect of the CDC.

[0103] Whether the vehicle is in the straight flat road condition or the straight uneven road condition, the control strategy for straight driving is followed.

[0104] When the vehicle is in a curve, the stability of the vehicle must be ensured first. Therefore, the ESC control is the main one. Only when it is recognized that the vehicle is in different working conditions (corresponding to the six road conditions of entering curve flat road, entering curve uneven road, curve center flat road, curve center uneven road, exiting curve flat road, and exiting curve uneven road), the ARC, CDC, and AKC are further adjusted and controlled respectively.

[0105] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0106] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0107] The specific implementation manners of the present invention above do not constitute a limitation on the protection scope of the present invention. Any other corresponding changes and deformations made according to the technical concept of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. A three - layer control architecture for an automotive chassis domain, characterized in that, it includes: A vehicle state estimation layer for obtaining road surface information and vehicle state information by reading vehicle external sensor signals and vehicle CAN signals; A real - time control decision - making layer for judging whether the vehicle is unstable by using the energy phase - plane method based on the road surface information and vehicle state information, and obtaining target control parameters according to the judgment result; Taking the tangent of the sideslip angle during the vehicle movement as the abscissa, and taking the ratio of the product of the yaw angular velocity and the radius of gyration of the vehicle to the vehicle speed as the ordinate, and constructing an energy phase - plane with the abscissa and the ordinate; Dividing the energy phase - plane into eight phase - plane regions, respectively corresponding to the states where the instantaneous center of the vehicle is in different positions; A coordinated control execution layer for coordinately controlling each control system by using an optimal control strategy based on the vehicle state information and the target control parameters.

2. The three - layer control architecture for an automotive chassis domain according to claim 1, characterized in that, the vehicle state estimation layer includes: A sensor signal reading module for reading vehicle external sensor signals to obtain road surface information, and the road surface information includes road surface friction coefficient, road surface type information, road surface elevation information and curve curvature information; A CAN signal reading module for reading vehicle CAN signals to obtain vehicle state information, and the vehicle state information includes vehicle speed, steering wheel angle, vehicle yaw angular velocity, center of gravity sideslip angle and vehicle roll angle.

3. The three - layer control architecture for an automotive chassis domain according to claim 2, characterized in that, the real - time control decision - making layer includes: A vehicle instability judgment module for judging whether the vehicle is in a stable state or an unstable state by using the energy phase - plane method based on the road surface information and vehicle state information; A driving state judgment module for judging whether the vehicle is in a straight - line driving or a curve - driving state by using the steering triangle method when the vehicle is in a stable state; A roll state judgment module for judging whether the vehicle is in a steady - state roll caused by gentle steering or a transient roll caused by sharp steering by means of driver intention recognition, vehicle roll speed and vehicle speed when the vehicle is in a curve - driving state; A target control parameter acquisition module for obtaining the target control parameters through feedback control according to the judgment result, and the target control parameters include target roll moment, target yaw moment, target vertical vibration acceleration, target roll speed, target roll angle, target yaw angular velocity and target lateral acceleration.

4. The three - layer control architecture for an automotive chassis domain according to claim 3, characterized in that, the coordinated control execution layer includes: A vehicle instability control module for controlling the electronic stability control system of the vehicle body with the target roll moment and the target yaw moment as control targets when the vehicle is in an unstable state; A straight - line driving control module for controlling the active roll control system and the continuous damping control system with the target roll speed as the control target when the vehicle is in a straight - line driving state; The slow steering driving control module is used to control the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target roll angle as the control target when the vehicle is in steady-state roll during curve driving; The sharp steering driving control module is used to control the active roll control system, the continuous damping control system, and the active rear-wheel steering system with the target lateral acceleration and the target yaw rate as the control targets when the vehicle is in transient roll during curve driving.

5. A control method implemented using the three-layer control architecture of the vehicle chassis domain according to any one of claims 1 to 4, characterized in that, it includes the following steps: S1. Read the signals of the vehicle external sensors and the vehicle CAN signals to obtain the road surface information and the vehicle state information; S2. Based on the road surface information and the vehicle state information, use the energy phase plane method to judge whether the vehicle is unstable, and obtain the target control parameters according to the judgment result; S3. Based on the vehicle state information and the target control parameters, use the optimal control strategy to coordinately control each control system.

6. The control method according to claim 5, characterized in that, the road surface information obtained in step S1 includes the road surface friction coefficient, the road surface type information, the road surface elevation information, and the curve curvature information, and the vehicle state information obtained includes the vehicle speed, the steering wheel angle, the vehicle yaw rate, the center of gravity sideslip angle, and the vehicle roll angle.

7. The control method according to claim 6, characterized in that, step S2 specifically includes the following sub-steps: S21. Take the tangent of the sideslip angle β during the vehicle movement process as the abscissa, denoted as tanβ; take the ratio of the product of the yaw rate r and the radius of gyration ρ of the vehicle to the vehicle speed V as the ordinate, denoted as rρ / V, and construct an energy phase plane with the abscissa and the ordinate; S22. Take any point P(x, y) on the energy phase plane, then the magnitude of the vector represents the level of the turning energy relative to the forward energy; ​ S23. Through the straight line and the straight line the energy phase plane is divided into eight phase plane regions, respectively corresponding to the states where the instantaneous center of the vehicle is at different positions; when the state point of the vehicle is located on the straight line , the instantaneous center of the vehicle is located on the rear axle; when the state point of the vehicle is located on the straight line , the instantaneous center of the vehicle is located on the front axle; when the state point of the vehicle is located in the upper region and the lower region, the instantaneous center of the vehicle is located between the front axle and the rear axle; when the state point of the vehicle is located in the right region, the instantaneous center of the vehicle is located behind the rear axle, and when the state point of the vehicle is located in the left region, the instantaneous center of the vehicle is located in front of the front axle; where is the nominal steering angle, and are the reduced sideslip angles of the front wheel and the rear wheel respectively; S24. Define the instantaneous center offset in the vehicle driving state , and determine whether the driving state of the vehicle is a stable state or an unstable state according to the threshold of the instantaneous center offset and the instantaneous center of the vehicle in different phase plane regions; where is the distance from the center of gravity of the vehicle to the instantaneous center S25. When the vehicle is in a stable state, judge whether the vehicle is in straight-line driving or curve driving by the steering triangle method; S26. When the vehicle is in curve driving, judge whether the vehicle is in steady-state roll caused by slow steering or transient roll caused by sharp steering through driver intention recognition, vehicle roll speed, and vehicle speed; S27. According to the judgment result, obtain the target control parameters through feedback control, and the target control parameters include the target roll moment, the target yaw moment, the target vertical vibration acceleration, the target roll speed, the target roll angle, the target yaw rate, and the target lateral acceleration.

8. The control method according to claim 7, characterized in that, the determination formula for driver intention recognition in step S26 is: ； ； Among them, is the lateral acceleration of the vehicle, is the change rate of the lateral acceleration of the vehicle, is the yaw angular velocity of the vehicle, is the change rate of the sideslip angle of the vehicle.

9. The control method according to claim 8, characterized in that, the road surface type information includes flat road surface and uneven road surface. Combining driver intention recognition, the current state conditions of the vehicle are divided into straight flat road, straight uneven road, entering curve flat road, entering curve uneven road, curve center flat road, curve center uneven road, exiting curve flat road, and exiting curve uneven road.

10. The control method according to claim 7, characterized in that, step S3 includes the following specific controls: When the vehicle is in an unstable state, control the vehicle body electronic stability control system with the target roll moment and the target yaw moment as the control objectives; When the vehicle is driving straight, control the active roll control system and the continuously variable damping control system with the target roll speed as the control objective; When the vehicle is in steady-state roll during cornering, control the active roll control system, the continuously variable damping control system, and the active rear-wheel steering system with the target roll angle as the control objective; When the vehicle is in transient roll during cornering, control the active roll control system, the continuously variable damping control system, and the active rear-wheel steering system with the target lateral acceleration and the target yaw angular velocity as the control objectives.

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