A flying car drive-by-wire chassis control system

Abstract

This invention provides a fly-by-wire chassis control system for a flying car, comprising: a signal receiving and processing module, a dynamics control module, and an execution control module. The fly-by-wire chassis control system further includes: a fault diagnosis and location module and a fault-tolerant control module. The signal receiving and processing module preprocesses various received information and sends fault detection results to the fault-tolerant control module and external sources. The fault diagnosis and location module detects and locates faults in the actuators based on the aforementioned information. The fault-tolerant control module reconstructs each execution torque according to the classified faults. The execution control module performs execution relationship conversion based on each torque. This fly-by-wire chassis control system is suitable for the specific needs of split-type flying vehicles and features high control precision and fast response, making it widely applicable in the field of flying vehicles.

Description

TECHNICAL FIELD

[0001] The application relates to chassis control technology, in particular to a flying car drive-by-wire chassis control system. BACKGROUND

[0002] The split flying vehicle includes an aircraft, a cabin and a drive-by-wire chassis. The drive-by-wire chassis is the ground bearing part of the split flying vehicle and needs to be connected with the cabin, so it has pre-connection, connection and post-connection operation states. Before connection, the drive-by-wire chassis completely controls its movement according to the steering, driving and braking instructions output by the perception planning system. When the split flying vehicle encounters an emergency situation such as a sudden obstacle in front or too close to the obstacle, the drive-by-wire chassis must respond quickly to prevent collision danger. During connection, the control system of the drive-by-wire chassis needs to be controlled with high precision to complete the precise connection of the drive-by-wire chassis and the cabin. After connection, the drive-by-wire chassis carries the cabin to move, and it must ensure the safety and stability of the split flying vehicle.

[0003] In the Chinese patent application with the application number "2020101841828" and the title "Vehicle control system, vehicle control method and storage medium", the vehicle control system includes a planning layer, a reference layer, a high-level control layer, a control distribution layer and a bottom control layer. The planning layer generates operation instructions according to driving tasks, the reference layer generates target parameters reflecting the control demand of the vehicle state according to the operation instructions, the high-level control layer generates execution parameters reflecting the execution ability of the vehicle actuator to the state control demand according to the target parameters, the control distribution layer distributes category task parameters among category actuators according to the execution parameters, and the bottom control layer provides corresponding category task parameters to the category actuators. In addition, the vehicle control system can shield the bottom hardware and provide a comprehensive service combination to achieve more reasonable control. In fact, the control system in the application is only suitable for the dynamic control demand of a conventional vehicle and cannot match the special demand of a split flying vehicle. Moreover, the layered architecture causes slow calculation speed and long response time, which cannot deal with sudden or emergency situations encountered during vehicle operation.

[0004] In the Chinese patent application with the application number "2020102696624" and the title "Method and device for controlling vehicle driving, vehicle and storage medium", the method for controlling vehicle driving determines target motor torque and target braking force of two or more wheels according to the target path of the expected vehicle driving, so as to control the vehicle to drive according to the target path. In addition, the multi-wheel braking force adjustment generates a yaw moment related to the turning direction to reduce the minimum turning radius. In fact, the control system involved in the application is still for a conventional vehicle, which cannot match the special demand of a split flying vehicle.

[0005] In the prior art, the chassis-by-wire has the problems of low control precision, poor response time and inability to meet the control requirements of the split flying vehicle. SUMMARY

[0006] Therefore, the main purpose of the present application is to provide a flying car chassis-by-wire control system that can be applied to split flying vehicles, has high control precision and fast response.

[0007] In order to achieve the above purpose, the technical solution provided by the present application is:

[0008] A flying car chassis-by-wire control system, comprising: a signal receiving and processing module, a dynamics control module, an execution control module, a fault diagnosis and positioning module, and a fault-tolerant control module; wherein,

[0009] The signal receiving and processing module is further configured to pre-process the expected steering angle , the expected vehicle speed , the operation mode signal, the throttle signal or the brake signal sent by the external operation system, the real-time vehicle speed , the real-time center of mass side slip angle , the real-time yaw rate , the real-time steering angle , and the front wheel compensation angle , and send them to the fault diagnosis and positioning module and the fault-tolerant control module after preprocessing; and send the fault detection results sent by the fault diagnosis and positioning module to the fault-tolerant control module and the external operation system and planning system after preprocessing.

[0010] The fault diagnosis and positioning module is configured to detect and locate the fault of the execution mechanism according to the pre-processed information sent by the signal receiving and processing module; and sequentially determine the occurring fault as single steering fault, single brake fault, single drive fault, mixed fault or normal state in the order of steering, braking and driving, and send the corresponding generated steering fault parameter coefficient , brake fault parameter matrix , and drive fault parameter matrix to the fault-tolerant control module; and send the fault detection results and the corresponding positions to the signal receiving and processing module.

[0011] The fault-tolerant control module is configured to perform classified fault processing according to the pre-processed information from the signal receiving and processing module and the steering fault parameter coefficient , brake fault parameter matrix , and drive fault parameter matrix , and send the obtained torques to the execution control module or the external execution mechanism.

[0012] The execution control module is used to configure the torques sent by the fault-tolerant control module according to the corresponding physical relationships, and then send the configured results to the external actuator.

[0013] In summary, the fly-by-wire chassis control system of this invention is a control system suitable for fly-cars, and of course, it is also compatible with advanced land vehicles. Because fly-cars are designed for dual-use (land and air), their chassis system structure has redundancy. Therefore, existing fly-by-wire chassis control systems cannot meet the performance requirements of fly-cars. In addition to the functions of existing fly-by-wire chassis control systems, the fly-by-wire chassis control system of this invention also includes a fault diagnosis and location module and a fault-tolerant control module. The fault diagnosis and location module identifies specific faults, fault types, and fault locations. The fault-tolerant control classifies and processes faults according to their specific conditions, types, and locations, and obtains the torque magnitude of the actuators performing the corresponding functions under each classification, thereby enabling the fly-car to avoid faults or come to a smooth stop, preventing accidents. To meet the operational needs of the fault diagnosis and location module and the fault-tolerant control module in the fly-by-wire chassis control system of the present invention, corresponding coordination functions are also matched in the signal receiving and processing module, the dynamics control module, and the execution control module to fully match the operational requirements of the fly-by-wire chassis. Furthermore, the control system is highly targeted, so its control accuracy is also very high and its response speed is also very fast. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of the fly-by-wire chassis control system for the flying car described in this invention.

[0015] Figure 2 This is a schematic diagram of the composition structure of the fault-tolerant control module described in this invention. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0017] Figure 1 This is a schematic diagram of the overall structural composition of the fly-by-wire chassis control system for the flying car described in this invention. Figure 1 As shown, the fly-by-wire chassis control system of the present invention includes: a signal receiving and processing module 1, a dynamics control module 2, an execution control module 3, a fault diagnosis and location module 4, and a fault-tolerant control module 5; wherein,

[0018] Signal receiving and processing module 1 is also used to send the desired steering angle to the external planning system. Expected speed The operating mode signal, throttle signal, or brake signal sent by the external operating system, and the real-time vehicle speed sent by the detection system. Real-time centroid sideslip angle Real-time yaw rate Real-time steering angle Front wheel compensation angle After preprocessing, the results are sent to the fault diagnosis and location module 4 and the fault tolerance control module 5. The fault detection results and corresponding locations sent by the fault diagnosis and location module 4 are preprocessed and then sent to the fault tolerance control module 5 and the external operating system and planning system.

[0019] In practical applications, the signal receiving and processing module 1 performs preprocessing by shaping and filtering the electrical signals corresponding to the above information.

[0020] The fault diagnosis and location module 4 is used to detect and locate faults in the actuator based on the preprocessed information sent by the signal receiving and processing module 1; according to the order of steering, braking, and driving, it sequentially determines whether the fault is a single steering fault, a single braking fault, a single driving fault, a mixed fault, or a normal state, and generates the corresponding steering fault parameter coefficients. Braking fault parameter matrix Drive Fault Parameter Matrix Send to fault-tolerant control module 5; send the above fault detection results and corresponding locations to signal receiving and processing module 1.

[0021] In this invention, the fault diagnosis and fault location determination in the fault diagnosis and location module 4 are existing technologies and will not be described in detail here.

[0022] Fault-tolerant control module 5 is used to determine the preprocessed information from signal receiving and processing module 1 and the steering fault parameter coefficients. Braking fault parameter matrix Drive Fault Parameter Matrix The fault classification process is performed, and the obtained torques are sent to the execution control module 3 or an external actuator.

[0023] The execution control module 3 is used to configure the torques sent by the fault-tolerant control module 5 according to the corresponding physical relationships, and then send the configured results to the external actuator.

[0024] In practical applications, the physical relationship conversion performed by the execution control module 3 is based on existing technologies, which will not be elaborated here.

[0025] In summary, the fly-by-wire chassis control system of this invention is a control system suitable for split-type flying vehicles, and of course, it is also compatible with advanced land vehicles. Since split-type flying vehicles must be suitable for both land and air use, their chassis system structure has redundancy characteristics. Therefore, existing fly-by-wire chassis control systems cannot meet the performance requirements of split-type flying vehicles. In addition to the functions of existing fly-by-wire chassis control systems, the fly-by-wire chassis control system of this invention also includes a fault diagnosis and location module and a fault-tolerant control module. The fault diagnosis and location module is used to identify specific faults, fault types, and fault locations. The fault-tolerant control classifies and processes faults according to their specific conditions, types, and locations, and obtains the torque magnitude of the actuators performing the corresponding functions under each classification, thereby enabling the flying vehicle to avoid faults or stop smoothly, preventing accidents. To meet the operational needs of the fault diagnosis and location module and the fault-tolerant control module in the fly-by-wire chassis control system of the present invention, corresponding coordination functions are also matched in the signal receiving and processing module, the dynamics control module, and the execution control module to fully match the operational requirements of the split-type flying vehicle; moreover, the control system is highly targeted, so its control accuracy is also very high and its response speed is also very fast.

[0026] In this invention, the signal receiving and processing module 1 is also used to receive the real-time distance between the flying car itself and the obstacle in front or the vehicle and person that suddenly inserts in front, sent by the external detection system, and send the real-time distance to the dynamic control module 2 after preprocessing it.

[0027] The dynamic control module 2 is also used to preset and store the set distance threshold; determine whether the real-time distance sent by the signal receiving and processing module 1 is less than the set distance threshold; if so, it triggers emergency control and sends the emergency control command to the execution control module 3.

[0028] The execution control module 3 is also used to perform emergency processing according to the emergency control commands sent by the dynamic control module 2, and send the emergency processing results to the external actuator.

[0029] In practical applications, existing drive-by-wire chassis control systems for flying vehicles typically employ a hierarchical control structure, primarily consisting of a planning layer, a control layer, an allocation layer, and a bottom-level control layer. This hierarchical control defines the functions of each layer and the data transmission flow between them. In emergency situations, such as when following another vehicle too closely, when another vehicle suddenly cuts in, or when an obstacle suddenly appears, if information processing still follows the predetermined flow, there will be problems with slow processing speed and long response time. The dynamics control module 2 described in this invention can promptly control the execution control module 3 to perform emergency handling in emergency situations, avoiding the problem of processing layer by layer according to a fixed flow. It has a fast processing speed and short response time, enabling the flying vehicle described in this invention to avoid collisions with other vehicles or obstacles in both manual and automatic driving modes, thus improving driving safety.

[0030] In this invention, the fault-tolerant control module 5 includes: a control law generation unit 50, a normal state unit 51, a single drive fault-tolerant unit 52, a single brake fault-tolerant unit 53, a single steering fault-tolerant unit 54, and a mixed fault-tolerant unit 55; wherein,

[0031] The control law generation unit 50 is used to determine whether the flying car is in automatic driving mode or manual driving mode based on the operation mode signal sent by the signal receiving and processing module 1: when in automatic driving mode, it determines the real-time vehicle speed. With expected speed The speed difference between the vehicles is controlled by PI (Proportional-Integral) to obtain the real-time control torque. When in manual driving mode, the real-time control torque is determined by analyzing the throttle or brake signal sent by the signal receiving and processing module 1. The real-time steering angle transmitted by the signal receiving and processing module 1 is measured using a two-degree-of-freedom dynamic model. Real-time vehicle speed The desired centroid sideslip angle is obtained through processing. Desired yaw rate Thus, the sliding mode control law is obtained. : Among them, the sliding surface is Front and rear wheelbase , This represents the distance from the center of gravity of the flying car to the front axle. This represents the distance from the center of gravity of the flying car to the rear axle; As a stability factor, The rear wheel lateral stiffness of the flying car is given. This indicates the mass of the flying car. Represents the lateral force parameter matrix. Represented as a transverse force matrix, Denotes the first gain matrix. Represents the second gain matrix; the sliding mode control law The real-time control torque is sent to the normal status unit 51 and the single-drive fault-tolerant unit 52. Send to normal status unit 51, single drive fault tolerance unit 52, single brake fault tolerance unit 53, and single steering fault tolerance unit 54.

[0032] In practical applications, PI control and two-degree-of-freedom dynamic models are existing technologies and will not be elaborated here.

[0033] Normal state unit 51 is used to generate real-time control torque based on the control law generation unit 50 when the flying car is in normal mode. According to the sliding mode control law sent by the control law generation unit 50 Relationship with the first torque constraint Obtain the first left front wheel torque First right front wheel torque First left rear wheel torque First right rear wheel torque ,as follows:

[0034] ;

[0035] The torque of each wheel under normal mode is sent to the execution control module 3; wherein, the first correlation coefficient Second correlation coefficient ; Indicates the wheel radius. This represents the moment of inertia of the flying car about its center of mass; Indicates the front wheelbase. This indicates the rear wheelbase.

[0036] The single-drive fault-tolerant unit 52 is used to, when the flying car is in a single-drive fault, generate a real-time control torque based on the control law generation unit 50. According to the mathematical relationships between each external actuator and the second torque constraint relationship Obtain the torque of the second left front wheel. Second right front wheel torque Second left rear wheel torque Second right rear wheel torque The torque of each wheel is subject to the sliding mode control law sent by the control law generation unit 50. It satisfies the following relationship:

[0037]

[0038] ;

[0039] Total steering angle The torque of each wheel under the aforementioned single-drive fault is sent to the execution control module 3; among which, the third correlation coefficient The fourth correlation coefficient Driven fault parameter matrix , , , , These represent the failure coefficients for the left front wheel drive, left rear wheel drive, right front wheel drive, and right rear wheel drive, respectively. This indicates the front wheel lateral stiffness.

[0040] In practical applications, the mathematical relationships between the various external actuators are based on existing technology and will not be elaborated here.

[0041] The single brake fault tolerance unit 53 is used to, when the flying car is in a single brake fault condition, determine the brake fault parameter matrix sent by the signal receiving and processing module 1. The real-time control torque sent by the control law generation unit 50 Obtain the torque of the third left front wheel Third left rear wheel torque Third right front wheel torque Third right rear wheel torque And it is subject to the third moment constraint relationship. According to the braking fault parameter matrix sent by the signal receiving and processing module Configure the torque of each wheel under a single braking failure, and send the configured torque of each wheel to the execution control module 3; wherein... This represents the vertical force of the flying car. This represents the vertical force on the left front wheel. This represents the vertical force on the left rear wheel. This represents the vertical force on the right front wheel. This represents the vertical force on the right rear wheel; , , , , These represent the brake failure coefficients for the left front wheel, left rear wheel, right front wheel, and right rear wheel, respectively.

[0042] In this invention, the braking fault parameter matrix sent by the signal receiving and processing module... The torque of each wheel is configured under a single brake failure, specifically as follows:

[0043] if , , or Then the third left front wheel torque, the third left rear wheel torque, the third right front wheel torque, or the third right rear wheel torque will be configured as the left front wheel forward rotation drive torque, the left rear wheel forward rotation drive torque, the right front wheel forward rotation drive torque, or the right rear wheel forward rotation drive torque, respectively.

[0044] if , , or And the corresponding , , or Then, the third left front wheel torque, the third left rear wheel torque, the third right front wheel torque, or the third right rear wheel torque are configured as left front wheel reverse drive torque, left rear wheel reverse drive torque, right front wheel reverse drive torque, or right rear wheel reverse drive torque, respectively. In this state, the left front wheel reverse drive torque, left rear wheel reverse drive torque, right front wheel reverse drive torque, or right rear wheel reverse drive torque actually function as braking torque.

[0045] if , , or And the corresponding , , or Then the braking torque of the left front wheel is configured as follows: The braking torque of the left rear wheel is Right front wheel braking torque The braking torque of the right rear wheel is The left front wheel is configured with a reverse drive torque of [missing information]. The left rear wheel reverse drive torque is The right front wheel reverse drive torque is The right rear wheel reverse drive torque is In this state, the braking torque of the left front wheel... Braking torque of the left rear wheel Right front wheel braking torque Right rear wheel braking torque Reverse drive torque of the left front wheel Left rear wheel reverse drive torque Right front wheel reverse drive torque Right rear wheel reverse drive torque The corresponding sums are configured as front wheel braking torque, left rear wheel braking torque, right front wheel braking torque, and right rear wheel braking torque, respectively.

[0046] if , , or And the corresponding , , or Then the third left front wheel torque, the third left rear wheel torque, the third right front wheel torque, or the third right rear wheel torque will be configured as left front wheel braking torque, left rear wheel braking torque, right front wheel braking torque, and right rear wheel braking torque, respectively.

[0047] In practical applications, according to the basic principle of friction, the greater the vertical force, the greater the friction force that the flying car needs to overcome when sliding relative to each other. Therefore, the ratio of the vertical force of each tire to the vertical force of the flying car is used as the torque distribution index.

[0048] In practical applications, braking failure is a very dangerous type of failure. When a braking failure occurs, the driver or the automatic driving system should stabilize the state of the flying car under the action of the reversing torque of each wheel drive reconstructed by the single braking failure fault-tolerant unit 53, and then gradually decelerate until it stops safely.

[0049] The single-steering fault-tolerant unit 54 is used to, when the flying car is in a single-steering fault, determine the steering fault parameter coefficients sent by the signal receiving and processing module 1. Desired steering angle The real-time control torque sent by the control law generation unit 50 The acquired torque of each wheel is sent to the execution control module.

[0050] In this invention, when the flying car is experiencing a single-steering failure, the acquisition of the torque of each wheel specifically involves:

[0051] Obtain the yaw moment under normal conditions Yaw moment under single steering failure condition ; through the difference in yaw moment Torque constraint conditions , obtain , , , The optimal solution is then obtained, leading to the torque of the fourth left front wheel. Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque Among them, the actual steering angle during a steering failure. ; , , , These represent the lateral forces generated by the left front wheel turning, the left rear wheel turning, the right front wheel turning, and the right rear wheel turning, respectively.

[0052] In practical applications, the torque of the fourth left front wheel is calculated based on the yaw moment difference. Fourth right front wheel torque Fourth left rear wheel torque With the torque of the fourth right rear wheel The method used is existing technology and will not be elaborated here.

[0053] In practical applications, the danger level of steering failure is extremely high. Drivers or automated driving systems should use the single steering failure tolerance unit 54 based on the direct yaw moment. Under the obtained torques of each wheel, the fault is eliminated and a smooth turn is achieved. In some cases, based on the direct yaw moment... The torque obtained from each wheel may not be sufficient to meet the requirements. At this point, after stabilizing the flying car, gradually reduce the speed until it comes to a safe stop.

[0054] The hybrid fault tolerance unit 55 is used to send an emergency stop signal to the execution control module 3 when the flying car is in a hybrid fault.

[0055] In practical applications, when two or more functions of the drive, braking, and steering systems fail, it is considered a major malfunction. In this case, all actuators should be activated to achieve an emergency stop under the fault condition, while ensuring safety.

[0056] In practical applications, the fault-tolerant control module 5 classifies and processes different faults based on the fault detection results sent by the fault diagnosis and location module 4. Specifically, it constructs and allocates corresponding driving or braking torques under different fault conditions. When a single wheel or two wheels on opposite sides experience the aforementioned fault classification, the flying car can perform its corresponding functions without immediate stopping through the aforementioned fault classification processing measures. However, when two or more wheels on the same side experience the aforementioned fault classification, it indicates that the basic functions of the flying car are severely impaired, requiring gradual deceleration until it stops under the coordination of the single-steering fault-tolerant unit 54.

[0057] In this invention, the execution control module 3 includes: a drive and braking identification unit; wherein,

[0058] Drive and brake identification unit, used to send the first left front wheel torque to the normal status unit 51 First right front wheel torque First left rear wheel torque First right rear wheel torque Identify: When the torque of the first left front wheel... First right front wheel torque First left rear wheel torque First right rear wheel torque When the value is positive, the torque of the first left front wheel will be... First right front wheel torque First left rear wheel torque First right rear wheel torque The torque is configured as follows: forward drive torque for the left front wheel, forward drive torque for the right front wheel, forward drive torque for the left rear wheel, and forward drive torque for the right rear wheel; when the first left front wheel torque... First right front wheel torque First left rear wheel torque First right rear wheel torque When the value is negative, the torque of the first left front wheel will be... First right front wheel torque First left rear wheel torque First right rear wheel torque The braking torque is configured as follows: left front wheel braking torque, right front wheel braking torque, left rear wheel braking torque, and right rear wheel braking torque, respectively.

[0059] The second left front wheel torque is used to send to the single-drive fault-tolerant unit 52. Second right front wheel torque Second left rear wheel torque Second right rear wheel torque Identify: When the torque of the second left front wheel... Second right front wheel torque Second left rear wheel torque Second right rear wheel torque When the value is positive, the torque of the second left front wheel will be... Second right front wheel torque Second left rear wheel torque Second right rear wheel torque The torque is configured as follows: forward drive torque for the left front wheel, forward drive torque for the right front wheel, forward drive torque for the left rear wheel, and forward drive torque for the right rear wheel; when the second left front wheel torque... Second right front wheel torque Second left rear wheel torque Second right rear wheel torque When the value is negative, the torque of the second left front wheel will be... Second right front wheel torque Second left rear wheel torque Second right rear wheel torque The braking torque is configured as follows: left front wheel braking torque, right front wheel braking torque, left rear wheel braking torque, and right rear wheel braking torque, respectively.

[0060] The fourth left front wheel torque is used by the single-steering fault-tolerant unit 54. Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque Identify: When the torque of the fourth left front wheel... Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque When the value is positive, the torque of the fourth left front wheel will be... Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque The torque is configured as follows: forward drive torque for the left front wheel, forward drive torque for the right front wheel, forward drive torque for the left rear wheel, and forward drive torque for the right rear wheel; when the fourth left front wheel torque... Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque When the value is negative, the torque of the fourth left front wheel will be... Fourth right front wheel torque Fourth left rear wheel torque Fourth right rear wheel torque The braking torque is configured as follows: left front wheel braking torque, right front wheel braking torque, left rear wheel braking torque, and right rear wheel braking torque.

[0061] In summary, the above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A flycar drive-by-wire chassis control system, comprising a signal receiving and processing module, a dynamics control module, an execution control module, characterized in that, The fly-car-by-wire chassis control system further comprises a fault diagnosis and positioning module and a fault-tolerant control module. The signal receiving and processing module is also used for sending the expected steering angle , the expected vehicle speed , the operation mode signal, the throttle signal or the brake signal sent by the external operation system, the real-time vehicle speed sent by the detection system , the real-time mass center side slip angle , the real-time yaw rate , the real-time steering angle , the front wheel compensation angle to the fault diagnosis and positioning module and the fault tolerant control module after preprocessing, and sending the fault detection result sent by the fault diagnosis and positioning module and the corresponding position to the fault tolerant control module and the external operation system and planning system after preprocessing. a fault diagnosis and positioning module, configured to detect and locate the fault of the actuator according to the preprocessed information sent by the signal receiving and processing module; in the order of steering, braking and driving, sequentially determine the fault as single steering fault, single braking fault, single driving fault, mixed fault or normal state, and send the corresponding generated steering fault parameter matrix , braking fault parameter matrix , driving fault parameter matrix to the fault-tolerant control module; send the fault detection result and the corresponding position to the signal receiving and processing module; a fault-tolerant control module for performing classified fault processing according to the above-mentioned pre-processed information from the signal receiving and processing module and a steering fault coefficient , a braking fault parameter matrix , a driving fault parameter matrix and sending the obtained torque to an execution control module or an external execution mechanism; The execution control module is configured to configure each torque sent by the fault-tolerant control module according to a corresponding physical relationship and send the configured result to an external execution mechanism.

2. The flying car drive-by-wire chassis control system of claim 1, wherein, The signal receiving and processing module is further configured to receive real-time distance between the fly-car and a front obstacle or a front suddenly inserted vehicle or person sent by an external detection system, pre-process the real-time distance, and send the pre-processed result to the dynamics control module. The dynamics control module is further configured to pre-set and store a set distance threshold, judge whether the real-time distance sent by the signal receiving and processing module is less than the set distance threshold, and if yes, trigger an emergency control and send an emergency control instruction to the execution control module. The execution control module is further configured to perform emergency processing according to the emergency control instruction sent by the dynamics control module and send an emergency processing result to an external execution mechanism.

3. The flying car drive-by-wire chassis control system of claim 1 or 2, wherein, The fault-tolerant control module comprises a control law generation unit, a state normal unit, a single drive fault-tolerant unit, a single brake fault-tolerant unit, a single steering fault-tolerant unit, and a hybrid fault-tolerant unit. The control law generation unit is configured to determine whether the flying car is in an automatic driving mode or a manual driving mode according to an operation mode signal sent by the signal receiving and processing module; when in the automatic driving mode, performing PI control on a vehicle speed difference between a real-time vehicle speed and a desired vehicle speed to obtain a real-time control moment; when in the manual driving mode, determining the real-time control moment by analyzing a throttle signal or a brake signal sent by the signal receiving and processing module; processing a real-time steering angle, a real-time vehicle speed, and a real-time yaw rate sent by the signal receiving and processing module by using a two-degree-of-freedom dynamic model to obtain a desired centroid side slip angle, a desired yaw rate, and a sliding mode control law: ; and sending the sliding mode control law to a state normal unit, a single drive fault tolerance unit, and sending the real-time control moment to the state normal unit, the single drive fault tolerance unit, a single brake fault tolerance unit, and a single steering fault tolerance unit.​​​​​​​​​​​​​​​​​​​​​​ a state normal unit, configured to generate real-time control moments according to the sliding mode control law sent by the control law generation unit when the flying car is in a normal mode a control law generation unit configured to generate a sliding mode control law according to the first moment constraint relationship a first moment constraint relationship a first left front wheel moment a first right front wheel moment a first left rear wheel moment a first right rear wheel moment as follows: ； The wheel torque under normal mode is sent to the execution control module; wherein the first correlation coefficient , the second correlation coefficient ; represents the wheel radius, represents the moment of inertia of the flying car around its center of mass; represents the front wheel track, represents the rear wheel track; A single drive fault tolerant unit is configured to generate real-time control torques according to a control law generation unit when the air car is in a single drive fault , according to a mathematical relationship of each external actuator and a second torque constraint relationship , a second left front wheel torque , a second right front wheel torque , a second left rear wheel torque , a second right rear wheel torque ; each wheel torque under single drive fault is subject to a sliding mode control law sent by the control law generation unit , satisfying the following relationship: ; total steering angle , the force moment of each wheel under the single drive fault described above is sent to the execution control module; wherein the third correlation coefficient , the fourth correlation coefficient ; drive fault parameter matrix , , , , respectively represent the left front wheel drive fault coefficient, the left rear wheel drive fault coefficient, the right front wheel drive fault coefficient, and the right rear wheel drive fault coefficient; represent the front wheel cornering stiffness; A single brake fault tolerance unit is configured to generate real-time control torque according to the control law generated by the control law generation unit when the flying car is in a single brake fault , to obtain a third left front wheel torque , a third left rear wheel torque , a third right front wheel torque , a third right rear wheel torque , and subject to a third torque constraint relationship ; according to the brake fault parameter matrix sent by the signal receiving and processing module , configure each wheel torque under single brake fault, and send the configured each wheel torque to the external actuator; wherein, represents the vertical force of the flying car, represents the vertical force of the left front wheel, represents the vertical force of the left rear wheel, represents the vertical force of the right front wheel, represents the vertical force of the right rear wheel; , , , , respectively represent the left front wheel brake fault coefficient, the left rear wheel brake fault coefficient, the right front wheel brake fault coefficient, and the right rear wheel brake fault coefficient. A single-steering fault tolerance unit is configured to send a steering fault parameter coefficient according to the signal receiving and processing module when the air car is in a single-steering fault , a desired steering angle , a real-time control torque sent by the control law generation unit , and send the obtained wheel torque to the execution control module The hybrid fault-tolerant unit is configured to send an emergency stop signal to the execution control module when the fly-car is in a hybrid fault.

4. The flying car drive-by-wire chassis control system of claim 3, wherein, The braking fault parameter matrix is sent according to the signal receiving and processing module The torque of each wheel under single braking fault is configured, specifically: If , , or , the third left front wheel moment, the third left rear wheel moment, the third right front wheel moment or the third right rear wheel moment is configured as a left front wheel positive rotation driving moment, a left rear wheel positive rotation driving moment, a right front wheel positive rotation driving moment or a right rear wheel positive rotation driving moment, respectively. If , , or , and the corresponding , , or , the third left front wheel moment, the third left rear wheel moment, the third right front wheel moment or the third right rear wheel moment is configured as the left front wheel reverse driving moment, the left rear wheel reverse driving moment, the right front wheel reverse driving moment or the right rear wheel reverse driving moment, respectively. If , , or , and the corresponding , , or , the left front wheel braking torque is configured as , the left rear wheel braking torque is configured as , the right front wheel braking torque is configured as , the right rear wheel braking torque is configured as , the left front wheel reverse driving torque is configured as , the left rear wheel reverse driving torque is configured as , the right front wheel reverse driving torque is configured as , and the right rear wheel reverse driving torque is configured as . If , , or , and the corresponding , , or , the third left front wheel moment, the third left rear wheel moment, the third right front wheel moment or the third right rear wheel moment is configured as the left front wheel braking moment, the left rear wheel braking moment, the right front wheel braking moment or the right rear wheel braking moment, respectively.

5. The flying car drive-by-wire chassis control system of claim 3, wherein, When the fly-car is in a single steering fault, the acquisition of each wheel torque is specifically as follows: obtaining yaw moment in normal state obtaining yaw moment in single steering failure state ; by yaw moment difference , torque constraint condition , obtaining , , , optimal solution of , fourth right front wheel torque , fourth left rear wheel torque , fourth right rear wheel torque ; wherein, actual steering angle ; , , , respectively represent the lateral force generated by the left front wheel steering, the lateral force generated by the left rear wheel steering, the lateral force generated by the right front wheel steering, and the lateral force generated by the right rear wheel steering.

6. The flying car drive-by-wire chassis control system of claim 4 or 5, wherein, The execution control module comprises a drive and brake identification unit. A driving and braking identification unit is configured to identify the first left front wheel torque , the first right front wheel torque , the first left rear wheel torque , and the first right rear wheel torque When the first left front wheel torque , the first right front wheel torque , the first left rear wheel torque , and the first right rear wheel torque are positive, the first left front wheel torque , the first right front wheel torque , the first left rear wheel torque , and the first right rear wheel torque are respectively configured as a left front wheel positive rotation driving torque, a right front wheel positive rotation driving torque, a left rear wheel positive rotation driving torque, and a right rear wheel positive rotation driving torque; when the first left front wheel torque , the first right front wheel torque , the first left rear wheel torque , and the first right rear wheel torque are negative, the first left front wheel torque , the first right front wheel torque , the first left rear wheel torque , and the first right rear wheel torque are respectively configured as a left front wheel braking torque, a right front wheel braking torque, a left rear wheel braking torque, and a right rear wheel braking torque. a second left front wheel torque a second right front wheel torque a second left rear wheel torque a second right rear wheel torque is identified: when the second left front wheel torque a second right front wheel torque a second left rear wheel torque a second right rear wheel torque is positive, the second left front wheel torque a second right front wheel torque a second left rear wheel torque a second right rear wheel torque is respectively configured as a left front wheel positive rotation driving torque, a right front wheel positive rotation driving torque, a left rear wheel positive rotation driving torque, and a right rear wheel positive rotation driving torque; when the second left front wheel torque a second right front wheel torque a second left rear wheel torque a second right rear wheel torque is negative, the second left front wheel torque a second right front wheel torque a second left rear wheel torque a second right rear wheel torque is respectively configured as a left front wheel braking torque, a right front wheel braking torque, a left rear wheel braking torque, and a right rear wheel braking torque; a fourth left front wheel torque a fourth right front wheel torque a fourth left rear wheel torque a fourth right rear wheel torque is identified: when the fourth left front wheel torque a fourth right front wheel torque a fourth left rear wheel torque a fourth right rear wheel torque is positive, the fourth left front wheel torque a fourth right front wheel torque a fourth left rear wheel torque a fourth right rear wheel torque is respectively configured as a left front wheel positive rotation driving torque, a right front wheel positive rotation driving torque, a left rear wheel positive rotation driving torque, and a right rear wheel positive rotation driving torque; when the fourth left front wheel torque a fourth right front wheel torque a fourth left rear wheel torque a fourth right rear wheel torque is negative, the fourth left front wheel torque a fourth right front wheel torque a fourth left rear wheel torque a fourth right rear wheel torque is respectively configured as a left front wheel braking torque, a right front wheel braking torque, a left rear wheel braking torque, and a right rear wheel braking torque.

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