Distributed skateboard chassis and enhanced perception cross-domain fusion control method thereof

Abstract

The application discloses a kind of distributed skateboard chassis and its enhanced perception cross-domain fusion control method, including: left front corner module, right front corner module, left rear corner module, right rear corner module, frame, power supply module and enhanced perception cross-domain fusion controller;The chassis domain control signal is deeply fused with the automatic driving domain, the cabin domain characteristic signal in the application, and the self-evolution cross-domain fusion control of brake motor controller, steering motor controller and suspension actuator controller is carried out through the centroid trajectory signal enhancement of distributed skateboard chassis, to improve the perception ability and adaptability of chassis domain to unknown environment.

Description

Technical Field

[0001] This invention belongs to the field of automotive chassis system control technology, specifically relating to a distributed skateboard chassis and its enhanced perception cross-domain fusion control method. Background Technology

[0002] The skateboard chassis enables the separation of the vehicle body and chassis, facilitating rapid development and adaptation for different vehicle models. This effectively addresses the challenges of diverse commercial vehicle superstructures and the difficulty in platform-based development. Based on the skateboard chassis, the distributed chassis employs a kingpin steering + in-wheel motor + mechanical dry braking system. This not only theoretically achieves wedge-shaped driving and stationary turning, but also utilizes differential steering to create redundancy between subsystems in the event of steering system failure, further enhancing system safety. However, the significant differences in weight and center of gravity among superstructures of different vehicle types place higher demands on the adaptive control capabilities of the distributed chassis. A key technical challenge in improving the perception and adaptive control capabilities of the distributed chassis system lies in how to integrate perception information from outside the chassis domain, such as information collected from the intelligent driving domain and cockpit domain, and use cross-domain perception signal fusion to correct model parameters such as superstructure weight and center of gravity, thereby serving the self-evolution of control model parameters.

[0003] In existing research on chassis system domain control systems, for example, the chassis domain controller disclosed in Chinese invention patent application number CN202010881772.6, entitled "Automotive Control Method, Chassis Domain Controller and Intelligent Driving Vehicle," mainly includes functions such as acquiring vehicle state data and determining the vehicle's dynamic boundaries; the cross-domain structure disclosed in Chinese invention patent application number CN202110045403.8, entitled "Cross-Domain Structure Electric Vehicle Adaptive Cruise Control System and Its Control and Analysis Method," is an electric vehicle adaptive cruise control system that adopts a composite multi-module structure control strategy, with each module running in the ADAS domain controller and chassis domain controller respectively, thereby improving the practicality of the domain architecture-based adaptive cruise control system. Timeliness and stability; Chinese invention patent application number CN202211378506.7, entitled "A centralized electronic and electrical architecture for electric vehicles and the vehicle", discloses a centralized electronic and electrical architecture that includes multiple domains with domain gateways. It can redundantly implement the functions of key domain controllers by distributing them among other controllers in subdomains or across domains, thus solving the problem of irreversible failures of domain controllers; Chinese invention patent application number CN202011358309.X, entitled "A hydrogen energy vehicle electronic and electrical network system based on a central control system", discloses that multiple domain controllers and Ethernet gateways are combined into a central control system, so that many functions no longer need to be implemented across domains, but are implemented by the central control system.

[0004] However, the existing control methods described above have the following two potential problems:

[0005] First, regarding parameter correction for the chassis domain model, given the variable weight and center of gravity of the distributed chassis, accurate acquisition of model information requires not only relying on observers designed based on traditional dynamic methods to correct the parameters of the controlled object model, but also using data from the intelligent driving domain and cockpit domain to further correct the dynamic stability boundary of the chassis domain model. This expands the dynamic boundary of the system and ensures the model accurately represents the real controlled object. However, the chassis domain controller design published in Chinese invention patent application number CN202010881772.6, entitled "Automotive Control Method, Chassis Domain Controller and Intelligent Driving Vehicle," only considers data from the chassis system itself, such as the 15-DOF dynamic model. This design approach makes it difficult to accurately estimate the impact of changes in the external environment or operating conditions on the system, thus making it difficult to output correct results when the system structure changes.

[0006] Secondly, regarding the chassis domain's ability to perceive unknown environments, considering the cross-domain fusion control characteristics of chassis domain control systems, it is necessary not only to physically integrate various functions into domain control units, but also to deeply integrate them in terms of data transmission and architecture computation. This involves outputting information about the unknown environment to the chassis domain through cross-domain self-learning and self-evolution with the autonomous driving domain, thereby achieving the chassis domain's adaptability to unknown environments. However, existing research mainly focuses on domain controller hardware, communication methods, and communication architecture, without considering cross-domain fusion control between the controlled domain and other domains, thus posing challenges to improving the accuracy of the system's perception of unknown environments and its environmental adaptability.

[0007] Therefore, how to fully leverage the domain control advantages of distributed chassis systems, develop distributed chassis systems with enhanced perception of chassis domain performance and cross-domain parameter self-tuning capabilities, and enhance perception cross-domain fusion control methods have become key factors restricting the large-scale deployment of distributed chassis systems. Summary of the Invention

[0008] To address the shortcomings of the existing technologies, the present invention aims to provide a distributed skateboard chassis and its enhanced perception cross-domain fusion control method, in order to solve the problem in the existing technologies where it is difficult to accurately know the changes in parameters such as the position of the superstructure center of gravity, which leads to mismatch between controller parameters and model parameters and affects the stability control effect when establishing chassis models and designing control strategies.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0010] The present invention provides a distributed skateboard chassis, comprising: a left front corner module, a right front corner module, a left rear corner module, a right rear corner module, a frame, a power supply module, and an enhanced perception cross-domain fusion controller;

[0011] The left front corner module, right front corner module, left rear corner module, and right rear corner module all adopt the same structure of components, and each of them includes: worm gear reduction mechanism, steering motor, steering motor controller, upper wishbone, suspension air spring actuator, suspension continuously adjustable damping shock absorber actuator, suspension actuator controller, lower wishbone, low voltage wiring harness, low voltage power supply, steering angle sensor, steering kingpin column, brake disc assembly, gear set first-stage reduction mechanism, ball screw second-stage reduction mechanism, brake motor controller, brake motor, wheel hub motor, wheel, frame connector, high voltage wiring harness, and high voltage power supply;

[0012] The suspension actuator controller and the housing of the continuously adjustable damping shock absorber actuator are integrated into one unit. The suspension air spring actuator is nested inside the continuously adjustable damping shock absorber actuator. The force attenuated by the continuously adjustable damping shock absorber actuator is transmitted to the lower control arm through the suspension air spring actuator, and then to the frame connector. The upper end of the suspension air spring actuator is hinged to one end of the upper control arm, and the lower end of the suspension air spring actuator is hinged to one end of the lower control arm. The suspension actuator controller controls the damping change of the continuously adjustable damping shock absorber actuator, the stiffness change of the suspension air spring actuator, and the stroke extension and retraction to achieve the lifting of the frame.

[0013] The brake motor controller and the brake motor housing are integrated into one unit. The brake motor controller controls the rotation of the brake motor. The output shaft of the brake motor is connected to the input end of the first-stage gear reduction mechanism, and the output end of the first-stage gear reduction mechanism is connected to the input end of the second-stage ball screw reduction mechanism. The second-stage ball screw reduction mechanism converts rotary motion into linear motion. The connection between the first-stage gear reduction mechanism and the second-stage ball screw reduction mechanism is a non-self-locking mechanism. The brake motor controller estimates the braking force based on the bus current of the brake motor and uses the estimated braking force as the feedforward input of the brake motor controller. When the brake motor controller receives a braking command, the output shaft of the second-stage ball screw reduction mechanism presses against the brake disc assembly, transmitting the output torque of the brake motor to the brake disc assembly to achieve braking.

[0014] The steering motor controller and the steering motor housing are integrated into one unit. The steering motor controller controls the rotation of the steering motor. The output shaft of the steering motor is connected to the input end of the worm gear reducer. The output end of the worm gear reducer is rigidly connected to the second mounting point of the steering kingpin column, thereby transmitting the output torque of the steering motor to the steering kingpin column. The steering kingpin column is installed perpendicular to the ground. The angle sensor is set at the first mounting point of the steering kingpin column, collects the angle signal of the steering kingpin column, and sends it to the steering motor controller. When the steering motor controller receives a steering command, the entire angle module will rotate around the axis of the steering kingpin column to achieve steering.

[0015] The first assembly point of the steering kingpin column is sequentially connected to the center of the brake disc assembly, the center of the hub motor, and the center of the wheel.

[0016] The second assembly point of the steering kingpin column is hinged to the other end of the upper fork arm, and the third assembly point of the steering kingpin column is hinged to the other end of the lower fork arm.

[0017] The fourth assembly point of the steering kingpin column is connected to the frame connector via a bearing. When steering is performed, the steering kingpin column rotates around the fourth assembly point.

[0018] The hub motor is connected to a high-voltage power supply via a high-voltage wiring harness; the steering motor controller, brake motor controller, and suspension actuator controller are all connected to a low-voltage power supply via a low-voltage wiring harness.

[0019] The high-voltage and low-voltage power supplies in each corner module are connected to the power supply module, which monitors the power supply capacity and provides power protection for each high-voltage and low-voltage power supply.

[0020] The enhanced perception cross-domain fusion controller communicates with the steering motor controller, brake motor controller, and suspension actuator controller in the left front corner module, right front corner module, left rear corner module, and right rear corner module respectively via the CAN bus. It uses the characteristic signals of the autonomous driving domain and the cockpit domain to perform cross-domain fusion enhanced perception calibration on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller, and performs enhanced perception cross-domain fusion control of the three controllers. It completes the enhanced perception cross-domain fusion environment and driving condition adaptive motion control of the left front corner module, right front corner module, left rear corner module, and right rear corner module to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions.

[0021] The frame connector is rigidly connected to the frame, enabling the corner module to support the frame.

[0022] Furthermore, the actuator of the continuously adjustable damping shock absorber is a hollow cylinder, and its damping coefficient can be continuously adjusted by a proportional valve.

[0023] Furthermore, the steering kingpin column has a cylindrical structure.

[0024] Furthermore, the angle sensor is a patch type.

[0025] Furthermore, the brake motor and steering motor are low-voltage dual-winding motors.

[0026] Furthermore, the suspension air spring actuator adopts a dual-chamber air spring; the suspension continuously adjustable damping shock absorber actuator adopts a magnetorheological shock absorber.

[0027] The present invention provides an enhanced perception cross-domain fusion control method for a distributed skateboard chassis, applied to the aforementioned chassis. The method steps are as follows:

[0028] 1) Design a multi-source signal conversion method for distributed skateboard chassis, extract features and convert the signals from the autonomous driving domain and cockpit domain to the chassis domain, and calculate the centroid position of the distributed skateboard chassis based on the converted feature signals from the autonomous driving domain and cockpit domain.

[0029] 2) Based on the centroid position calculated in step 1), design a distributed skateboard chassis centroid trajectory signal enhancement and sensing method to output the future centroid trajectory at time t;

[0030] 3) Based on the future centroid trajectory at time t obtained in step 2) and the autonomous driving domain and cockpit domain feature signals obtained in step 1), cross-domain fusion enhanced perception calibration is performed on the parameters of the brake motor controller, steering motor controller and suspension actuator controller. Enhanced perception cross-domain fusion control of the three controllers is performed to complete the enhanced perception cross-domain fusion adaptive motion control of the left front corner module, right front corner module, left rear corner module and right rear corner module, so as to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions.

[0031] Further, step 1) specifically includes:

[0032] 11) Design a distributed skateboard chassis multi-source signal conversion method, utilizing differential processing of similar signals from the autonomous driving domain and cockpit domain to improve signal processing efficiency and accuracy, and outputting the characteristic signals of the autonomous driving domain and cockpit domain at the current moment; the multi-source signal conversion method is as follows:

[0033] ;

[0034] In the formula, Let A1 represent the characteristic signals of the autonomous driving domain and the cockpit domain at time t, A2 represent the amplitude of the autonomous driving domain signal after filtering, f1 represent the frequency of the autonomous driving domain signal after filtering, f2 represent the frequency of the cockpit domain signal after filtering, φ1 represent the phase difference of the autonomous driving domain signal relative to the time axis, and f2 represent the phase difference of the cockpit domain signal relative to the time axis.

[0035] The filtering process is as follows:

[0036] ;

[0037] In the formula, X(t) represents the current sampled value of the input signal at time t; This represents the current sampled value of the input signal at time t-1; Y(t) represents the current sampled value of the input signal at time t-2; Y(t) represents the output value of the filtering process at time t; coefficients b0, b1, and b2 are the feedforward coefficients of the filtering process, and coefficients a1 and a2 are the feedback coefficients of the filtering process.

[0038] 12) Using the autonomous driving domain and cockpit domain feature signals at time t as input, perform centroid position feature extraction and format conversion for the distributed skateboard chassis to adapt to different types of sensor signals and environmental data, and extract useful information for the design of the centroid position calculation method; the centroid position feature extraction and format conversion method is as follows:

[0039] ;

[0040] In the formula, x s (t) represents a function of the time-domain centroid position signal, X s (f) represents a function of the centroid position signal in the frequency domain, where f represents the frequency unit, ∫ represents integration, and E s (f) represents the energy spectrum of the centroid location signal in the frequency domain, |X s (f)| represents the modulus of the Fourier transform result;

[0041] The method for calculating the centroid position is as follows:

[0042] ;

[0043] In the formula, x o1 , x o2 , x o3 , x o4 These are the vertical position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , y o2 , y o3 ,y o4These are the lateral position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , a o2 , a o3 , a o4 These are the contribution coefficients for the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively.

[0044] Further, step 2) specifically includes:

[0045] 21) Using the centroid position calculated in step 1) as input, and road surface elevation, path planning, and obstacle prediction as objectives, design a distributed skateboard chassis centroid trajectory signal enhancement and perception method, the output of which is the future centroid trajectory; the distributed skateboard chassis centroid trajectory signal enhancement and perception method is as follows:

[0046] ;

[0047] In the formula, Let c be the predicted future centroid trajectory at time t. i Let be the coefficients of the centroid prediction polynomial, i = 0,1,2,…,5, and t0 be the initial time when the prediction begins. y0 represents the initial centroid trajectory, v y0 Let a be the velocity of the change in the position of the center of mass at the initial moment. y0 The acceleration representing the change in the position of the center of mass at the initial moment;

[0048] 22) Perform adaptive filtering data fusion on the predicted future centroid trajectory at time t obtained in step 21) to eliminate the discontinuity of the future centroid trajectory caused by signal abrupt changes. The method of adaptive filtering data fusion is as follows:

[0049] ;

[0050] In the formula, z is the future centroid trajectory signal of the filtered input. The result of adaptive filtering of variable z-1, with coefficient a z1 a z2 a z3 These are the filter coefficients.

[0051] Furthermore, step 3) specifically includes:

[0052] 31) Based on the future centroid trajectory at time t obtained in step 22) and the autonomous driving domain and cockpit domain feature signals obtained in step 11), cross-domain fusion enhanced perception parameter calibration is performed on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller; the method for cross-domain fusion enhanced perception parameter calibration is as follows:

[0053] ;

[0054] In the formula, The calibration parameters for the steering motor controller at time k+1 are... The calibration parameters for the brake motor controller at time k+1 are... The calibration parameters for the suspension actuator controller at time k+1 are specified. The moment of inertia of the steering kingpin column. Damping for steering kingpin column, Let k be the angular displacement of the kingpin column at time k. Damping compensation for steering kingpin column. This is the flux linkage coefficient matrix of the brake motor. Let k be the power intensity of the braking motor. For damping compensation of the brake motor, Let k be the opening degree of the solenoid valve of the suspension actuator controller. For time delay compensation of the suspension actuator controller;

[0055] 32) Design a dynamic performance evaluation method for the calibration parameters of the steering motor controller, brake motor controller, and suspension actuator controller obtained in step 31). Optimal parameters are identified through online parameter identification and applied to the enhanced perception cross-domain fusion controller. This enables enhanced perception cross-domain fusion control of the three controllers, completing the enhanced perception cross-domain fusion adaptive motion control for the left front corner module, right front corner module, left rear corner module, and right rear corner module under the environmental and driving conditions. The dynamic performance evaluation method is as follows:

[0056] ;

[0057] In the formula, ES1 is the tracking performance evaluation function, ES2 is the target detection performance evaluation function, N represents the number of tracking frames, P_t is the center position of the tracking result, G_t is the center position of the real target, TP represents the real positive, and FN represents the false positive.

[0058] The beneficial effects of this invention are:

[0059] (1) This invention integrates chassis domain control signals with autonomous driving domain and cockpit domain feature signals, enhances perception through distributed skateboard chassis center of mass trajectory signals and improves the self-evolving cross-domain fusion control of brake motor controller, steering motor controller and suspension actuator controller, thereby enhancing the chassis domain's perception and adaptability to unknown environments.

[0060] (2) By using data from the intelligent driving domain and the cockpit domain, the present invention further corrects the parameters of the brake motor controller, steering motor controller and suspension actuator controller; it can accurately obtain the model information of the distributed skateboard chassis to ensure that the model can accurately express the characteristics of the real controlled object, especially for the variable weight and center of gravity of the superstructure, and has broad application prospects. Attached Figure Description

[0061] Figure 1 This is a structural diagram of the distributed skateboard chassis of the present invention;

[0062] Figure 2 This is a structural diagram of the corner module in this invention;

[0063] Figure 3 A structural diagram showing the assembly point of the steering kingpin column with other components;

[0064] Figure 4 This is a flowchart illustrating the principle of the method of the present invention. Detailed Implementation

[0065] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and accompanying drawings. The content mentioned in the embodiments is not intended to limit the present invention.

[0066] Reference Figures 1-3 As shown, a distributed skateboard chassis of the present invention includes: a left front corner module 1, a right front corner module 2, a left rear corner module 3, a right rear corner module 4, a frame 5, a power supply module 6, and an enhanced perception cross-domain fusion controller 7.

[0067] The left front corner module 1, right front corner module 2, left rear corner module 3, and right rear corner module 4 adopt the same structure of components, and all four include: worm gear reduction mechanism 11, steering motor 12, steering motor controller 13, upper wishbone 14, suspension air spring actuator 15, suspension continuously adjustable damping shock absorber actuator 16, suspension actuator controller 17, lower wishbone 18, low voltage wiring harness 19, low voltage power supply 20, angle sensor 21, steering kingpin column 22, brake disc assembly 23, ball screw two-stage reduction mechanism 24, gear set one-stage reduction mechanism 25, brake motor controller 26, brake motor 27, hub motor 28, wheel 29, frame connector 30, high voltage wiring harness 31, and high voltage power supply 32;

[0068] The suspension actuator controller 17 and the suspension continuously adjustable damping shock absorber actuator 16 are integrated into a single unit. The suspension continuously adjustable damping shock absorber actuator 16 is a hollow cylinder, and its damping coefficient can be continuously adjusted via a proportional valve. The suspension air spring actuator 15 is nested inside the suspension continuously adjustable damping shock absorber actuator 16, and the force attenuated by the suspension continuously adjustable damping shock absorber actuator 16 is transmitted through the suspension air spring actuator 15. The air spring actuator 15 is connected to one end of the upper fork 14 and the lower end of the air spring actuator 15 is connected to one end of the lower fork 18. The suspension actuator controller 17 controls the damping change of the continuously adjustable damping shock absorber actuator 16, the stiffness change and stroke extension of the air spring actuator 15, so as to eliminate the road vibration interference input by the wheel 29 and realize the lifting of the frame 5.

[0069] The brake motor controller 26 and the brake motor 27 are integrated into a single housing. The brake motor controller 26 controls the rotation of the brake motor 27. The output shaft of the brake motor 27 is connected to the input end of the first-stage gear reduction mechanism 25, and the output end of the first-stage gear reduction mechanism 25 is connected to the input end of the second-stage ball screw reduction mechanism 24. The second-stage ball screw reduction mechanism 24 converts rotational motion into linear motion. The connection between the first-stage gear reduction mechanism 25 and the second-stage ball screw reduction mechanism 24 is a non-self-locking mechanism to improve the response speed of the braking system. The brake motor controller 26 estimates the braking force based on the bus current of the brake motor 27 and uses the estimated braking force as the feedforward input of the brake motor controller 26. When the brake motor controller 27 receives a braking command, the output shaft of the second-stage ball screw reduction mechanism 24 presses against the brake disc assembly 23, transmitting the output torque of the brake motor 27 to the brake disc assembly 23 to achieve braking.

[0070] The steering motor controller 13 and the steering motor 12 are integrated into a single housing. The steering motor controller 13 controls the rotation of the steering motor 12. The output shaft of the steering motor 12 is connected to the input end of the worm gear reducer 11. The output end of the worm gear reducer 11 is rigidly connected to the second mounting point 222 of the steering kingpin column 22, thereby transmitting the output torque of the steering motor 12 to the steering kingpin column 22. The steering kingpin column 22 is installed perpendicular to the ground. The angle sensor 21 is installed at the first mounting point 221 of the steering kingpin column 22, collects the angle signal of the steering kingpin column 22, and sends it to the steering motor controller 13. When the steering motor controller 13 receives a steering command, the entire angle module will rotate around the axis of the steering kingpin column 22 to achieve steering.

[0071] The first assembly point 224 of the steering kingpin column 22 is sequentially connected to the center of the brake disc assembly 23, the center of the hub motor 28, and the center of the wheel 29.

[0072] The second assembly point 223 of the steering kingpin column 22 is hinged to the other end of the upper fork arm 14, and the third assembly point 225 of the steering kingpin column 22 is hinged to the other end of the lower fork arm 18.

[0073] The fourth assembly point 226 of the steering kingpin column 22 is connected to the frame connector 30 via a bearing. When steering is performed, the steering kingpin column 22 rotates around the fourth assembly point 226, which can ensure installation strength without affecting the steering function.

[0074] The hub motor 28 is connected to the high-voltage power supply 32 via the high-voltage wiring harness 31; the steering motor controller 13, the brake motor controller 18 and the suspension actuator controller 16 are all connected to the low-voltage power supply 20 via the low-voltage wiring harness 19.

[0075] The high-voltage power supply 32 and low-voltage power supply 20 in each corner module are connected to the power supply module 6. The power supply module 6 realizes power monitoring and power supply protection for each high-voltage power supply 32 and each low-voltage power supply 20.

[0076] The multi-dimensional vector redundant controller 7 communicates with the steering motor controller 13, brake motor controller 26, and suspension actuator controller 17 in the left front corner module 1, right front corner module 2, left rear corner module 3, and right rear corner module 4 respectively via the CAN bus. It uses the characteristic signals of the autonomous driving domain and the cockpit domain to perform cross-domain fusion enhanced perception calibration of the parameters of the brake motor controller 26, steering motor controller 13, and suspension actuator controller 17, and performs enhanced perception cross-domain fusion control of the three controller parameters. It completes the enhanced perception cross-domain fusion environment and driving condition adaptive motion control of the left front corner module 1, right front corner module 2, left rear corner module 3, and right rear corner module 4 to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions.

[0077] The frame connector 30 is rigidly connected to the frame 5, thereby enabling the corner module to support the frame 5.

[0078] In the example, the steering kingpin column 23 is a cylindrical structure; the steering angle sensor 22 is a patch type; the brake motor 17 and the steering motor 12 are low-voltage dual-winding motors; the suspension air spring actuator 15 is a dual-chamber air spring; and the suspension continuously adjustable damping damper actuator 16 is a magnetorheological damper.

[0079] The actuator of the continuously adjustable damping shock absorber is a hollow cylinder, and its damping coefficient can be continuously adjusted by a proportional valve.

[0080] Reference Figure 4 As shown, the present invention provides an enhanced perception cross-domain fusion control method for a distributed skateboard chassis, applied to the aforementioned chassis. The method steps are as follows:

[0081] 1) Design a multi-source signal conversion method for a distributed skateboard chassis. This method extracts features and converts the signals from the autonomous driving domain and cockpit domain to the chassis domain. Based on the converted feature signals from the autonomous driving domain and cockpit domain, the centroid position of the distributed skateboard chassis is calculated. Specifically, this includes:

[0082] 11) Design a distributed skateboard chassis multi-source signal conversion method, utilizing differential processing of similar signals from the autonomous driving domain and cockpit domain to improve signal processing efficiency and accuracy, and outputting the characteristic signals of the autonomous driving domain and cockpit domain at the current moment; the multi-source signal conversion method is as follows:

[0083] ;

[0084] In the formula, Let A1 represent the characteristic signals of the autonomous driving domain and the cockpit domain at time t, A2 represent the amplitude of the autonomous driving domain signal after filtering, f1 represent the frequency of the autonomous driving domain signal after filtering, f2 represent the frequency of the cockpit domain signal after filtering, φ1 represent the phase difference of the autonomous driving domain signal relative to the time axis, and f2 represent the phase difference of the cockpit domain signal relative to the time axis.

[0085] The filtering process is as follows:

[0086] ;

[0087] In the formula, X(t) represents the current sampled value of the input signal at time t; This represents the current sampled value of the input signal at time t-1; Y(t) represents the current sampled value of the input signal at time t-2; Y(t) represents the output value of the filtering process at time t; coefficients b0, b1, and b2 are the feedforward coefficients of the filtering process, and coefficients a1 and a2 are the feedback coefficients of the filtering process.

[0088] 12) Using the autonomous driving domain and cockpit domain feature signals at time t as input, perform centroid position feature extraction and format conversion for the distributed skateboard chassis to adapt to different types of sensor signals and environmental data, and extract useful information for the design of the centroid position calculation method; the centroid position feature extraction and format conversion method is as follows:

[0089] ;

[0090] In the formula, x s (t) represents a function of the time-domain centroid position signal, Xs (f) represents a function of the centroid position signal in the frequency domain, where f represents the frequency unit, ∫ represents integration, and E s (f) represents the energy spectrum of the centroid location signal in the frequency domain, |X s (f)| represents the modulus of the Fourier transform result;

[0091] The method for calculating the centroid position is as follows:

[0092] ;

[0093] In the formula, x o1 , x o2 , x o3 , x o4 These are the vertical position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , y o2 , y o3 ,y o4 These are the lateral position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , a o2 , a o3 , a o4 These are the contribution coefficients for the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively.

[0094] 2) Based on the centroid position calculated in step 1), design a distributed skateboard chassis centroid trajectory signal enhancement and sensing method to output the future centroid trajectory at time t; specifically including:

[0095] 21) Using the centroid position calculated in step 1) as input, and road surface elevation, path planning, and obstacle prediction as objectives, design a distributed skateboard chassis centroid trajectory signal enhancement and perception method, the output of which is the future centroid trajectory; the distributed skateboard chassis centroid trajectory signal enhancement and perception method is as follows:

[0096] ;

[0097] In the formula, Let c be the predicted future centroid trajectory at time t. i Let be the coefficients of the centroid prediction polynomial, i = 0,1,2,…,5, and t0 be the initial time when the prediction begins. y0 represents the initial centroid trajectory, v y0 Let a be the velocity of the change in the position of the center of mass at the initial moment. y0 The acceleration representing the change in the position of the center of mass at the initial moment;

[0098] 22) Perform adaptive filtering data fusion on the predicted future centroid trajectory at time t obtained in step 21) to eliminate the discontinuity of the future centroid trajectory caused by signal abrupt changes. The method of adaptive filtering data fusion is as follows:

[0099] ;

[0100] In the formula, z is the future centroid trajectory signal of the filtered input. The result of adaptive filtering of variable z-1, with coefficient a z1 a z2 a z3 These are the filter coefficients.

[0101] 3) Based on the future centroid trajectory at time t obtained in step 2) and the autonomous driving domain and cockpit domain feature signals obtained in step 1), cross-domain fusion enhanced perception calibration is performed on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller. Enhanced perception cross-domain fusion control of the three controllers is then performed to complete the enhanced perception cross-domain fusion adaptive motion control of the left front corner module, right front corner module, left rear corner module, and right rear corner module under the environment and driving conditions, so as to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions; specifically including:

[0102] 31) Based on the future centroid trajectory at time t obtained in step 22) and the autonomous driving domain and cockpit domain feature signals obtained in step 11), cross-domain fusion enhanced perception parameter calibration is performed on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller; the method for cross-domain fusion enhanced perception parameter calibration is as follows:

[0103] ;

[0104] In the formula, The calibration parameters for the steering motor controller at time k+1 are... The calibration parameters for the brake motor controller at time k+1 are... The calibration parameters for the suspension actuator controller at time k+1 are specified. The moment of inertia of the steering kingpin column. Damping for steering kingpin column, Let k be the angular displacement of the kingpin column at time k. Damping compensation for steering kingpin column. This is the flux linkage coefficient matrix of the brake motor. Let k be the power intensity of the braking motor. For damping compensation of the brake motor, Let k be the opening degree of the solenoid valve of the suspension actuator controller. For time delay compensation of the suspension actuator controller;

[0105] 32) Design a dynamic performance evaluation method for the calibration parameters of the steering motor controller, brake motor controller, and suspension actuator controller obtained in step 31). Optimal parameters are identified through online parameter identification and applied to the enhanced perception cross-domain fusion controller. This enables enhanced perception cross-domain fusion control of the three controllers, completing the enhanced perception cross-domain fusion adaptive motion control for the left front corner module, right front corner module, left rear corner module, and right rear corner module under the environmental and driving conditions. The dynamic performance evaluation method is as follows:

[0106] ;

[0107] In the formula, ES1 is the tracking performance evaluation function, ES2 is the target detection performance evaluation function, N represents the number of tracking frames, P_t is the center position of the tracking result, G_t is the center position of the real target, TP represents the true positives (the number of correctly detected targets), and FN represents the false positives (the number of incorrectly detected targets).

[0108] This invention has many specific applications. The above description is only a preferred embodiment of this invention. It should be noted that for those skilled in the art, several improvements can be made without departing from the principle of this invention, and these improvements should also be considered within the scope of protection of this invention.

Claims

1. A distributed skateboard chassis, characterized in that, include: Left front corner module, right front corner module, left rear corner module, right rear corner module, chassis, power supply module and enhanced perception cross-domain fusion controller; The left front corner module, right front corner module, left rear corner module, and right rear corner module all adopt the same structure of components, and each of them includes: worm gear reduction mechanism, steering motor, steering motor controller, upper wishbone, suspension air spring actuator, suspension continuously adjustable damping shock absorber actuator, suspension actuator controller, lower wishbone, low voltage wiring harness, low voltage power supply, steering angle sensor, steering kingpin column, brake disc assembly, gear set first-stage reduction mechanism, ball screw second-stage reduction mechanism, brake motor controller, brake motor, wheel hub motor, wheel, frame connector, high voltage wiring harness, and high voltage power supply; The suspension actuator controller and the housing of the continuously adjustable damping shock absorber actuator are integrated into one unit. The suspension air spring actuator is nested inside the continuously adjustable damping shock absorber actuator. The force attenuated by the continuously adjustable damping shock absorber actuator is transmitted to the lower control arm through the suspension air spring actuator, and then to the frame connector. The upper end of the suspension air spring actuator is hinged to one end of the upper control arm, and the lower end of the suspension air spring actuator is hinged to one end of the lower control arm. The suspension actuator controller controls the damping change of the continuously adjustable damping shock absorber actuator, the stiffness change of the suspension air spring actuator, and the stroke extension and retraction to achieve the lifting of the frame. The brake motor controller and the brake motor housing are integrated into one unit. The brake motor controller controls the rotation of the brake motor. The output shaft of the brake motor is connected to the input end of the first-stage gear reduction mechanism, and the output end of the first-stage gear reduction mechanism is connected to the input end of the second-stage ball screw reduction mechanism. The second-stage ball screw reduction mechanism converts rotary motion into linear motion. The connection between the first-stage gear reduction mechanism and the second-stage ball screw reduction mechanism is a non-self-locking mechanism. The brake motor controller estimates the braking force based on the bus current of the brake motor and uses the estimated braking force as the feedforward input of the brake motor controller. When the brake motor controller receives a braking command, the output shaft of the second-stage ball screw reduction mechanism presses against the brake disc assembly, transmitting the output torque of the brake motor to the brake disc assembly to achieve braking. The steering motor controller and the steering motor housing are integrated into one unit. The steering motor controller controls the rotation of the steering motor. The output shaft of the steering motor is connected to the input end of the worm gear reducer. The output end of the worm gear reducer is rigidly connected to the second mounting point of the steering kingpin column, thereby transmitting the output torque of the steering motor to the steering kingpin column. The steering kingpin column is installed perpendicular to the ground. The angle sensor is set at the first mounting point of the steering kingpin column, collects the angle signal of the steering kingpin column, and sends it to the steering motor controller. When the steering motor controller receives a steering command, the entire angle module will rotate around the axis of the steering kingpin column to achieve steering. The first assembly point of the steering kingpin column is sequentially connected to the center of the brake disc assembly, the center of the hub motor, and the center of the wheel. The second assembly point of the steering kingpin column is hinged to the other end of the upper fork arm, and the third assembly point of the steering kingpin column is hinged to the other end of the lower fork arm. The fourth assembly point of the steering kingpin column is connected to the frame connector via a bearing. When steering is performed, the steering kingpin column rotates around the fourth assembly point. The hub motor is connected to a high-voltage power supply via a high-voltage wiring harness; the steering motor controller, brake motor controller, and suspension actuator controller are all connected to a low-voltage power supply via a low-voltage wiring harness. The high-voltage and low-voltage power supplies in each corner module are connected to the power supply module, which monitors the power supply capacity and provides power protection for each high-voltage and low-voltage power supply. The enhanced perception cross-domain fusion controller communicates with the steering motor controller, brake motor controller, and suspension actuator controller in the left front corner module, right front corner module, left rear corner module, and right rear corner module respectively via the CAN bus. It uses the characteristic signals of the autonomous driving domain and the cockpit domain to perform cross-domain fusion enhanced perception calibration on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller, and performs enhanced perception cross-domain fusion control of the three controllers. It completes the enhanced perception cross-domain fusion environment and driving condition adaptive motion control of the left front corner module, right front corner module, left rear corner module, and right rear corner module to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions. The frame connector is rigidly connected to the frame, enabling the corner module to support the frame.

2. The distributed skateboard chassis according to claim 1, characterized in that, The actuator of the continuously adjustable damping shock absorber is a hollow cylinder, and its damping coefficient can be continuously adjusted by a proportional valve.

3. The distributed skateboard chassis according to claim 1, characterized in that, The steering kingpin column has a cylindrical structure.

4. The distributed skateboard chassis according to claim 1, characterized in that, The angle sensor is a patch type.

5. The distributed skateboard chassis according to claim 1, characterized in that, The brake motor and steering motor are low-voltage dual-winding motors.

6. The distributed skateboard chassis according to claim 1, characterized in that, The suspension air spring actuator uses a dual-chamber air spring; the suspension continuously adjustable damping shock absorber actuator uses a magnetorheological shock absorber.

7. An enhanced perception cross-domain fusion control method for a distributed skateboard chassis, applied to the chassis described in any one of claims 1-6, characterized in that, The steps are as follows: 1) Design a multi-source signal conversion method for distributed skateboard chassis, extract features and convert the signals from the autonomous driving domain and cockpit domain to the chassis domain, and calculate the centroid position of the distributed skateboard chassis based on the converted feature signals from the autonomous driving domain and cockpit domain. 2) Based on the centroid position calculated in step 1), design a distributed skateboard chassis centroid trajectory signal enhancement and sensing method to output the future centroid trajectory at time t; 3) Based on the future centroid trajectory at time t obtained in step 2) and the autonomous driving domain and cockpit domain feature signals obtained in step 1), cross-domain fusion enhanced perception parameter calibration is performed on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller. Enhanced perception cross-domain fusion control of the three controllers is then performed to complete the enhanced perception cross-domain fusion adaptive motion control of the left front corner module, right front corner module, left rear corner module, and right rear corner module for the environment and driving conditions, so as to realize the dynamic adaptation of the distributed skateboard chassis to different environments and driving conditions. Step 1) specifically includes: 11) Design a distributed skateboard chassis multi-source signal conversion method, utilizing differential processing of similar signals from the autonomous driving domain and cockpit domain to improve signal processing efficiency and accuracy, and outputting the characteristic signals of the autonomous driving domain and cockpit domain at the current moment; the multi-source signal conversion method is as follows: ； In the formula, Let A1 represent the amplitude of the autonomous driving domain signal after filtering, A2 represent the amplitude of the cockpit domain signal after filtering, f1 represent the frequency of the autonomous driving domain signal after filtering, and f2 represent the frequency of the cockpit domain signal after filtering. This represents the phase difference of the autonomous driving domain signal relative to the time axis. This represents the phase difference of the cockpit domain signal relative to the time axis. The filtering process is as follows: ； In the formula, X(t) represents the current sampled value of the input signal at time t; This represents the current sampled value of the input signal at time t-1; Y(t) represents the current sampled value of the input signal at time t-2; Y(t) represents the output value of the filtering process at time t; coefficients b0, b1, and b2 are the feedforward coefficients of the filtering process, and coefficients a1 and a2 are the feedback coefficients of the filtering process. 12) Using the autonomous driving domain and cockpit domain feature signals at time t as input, perform centroid position feature extraction and format conversion for the distributed skateboard chassis to adapt to different types of sensor signals and environmental data, and extract useful information for the design of the centroid position calculation method; the centroid position feature extraction and format conversion method is as follows: ； In the formula, x s (t) represents a function of the time-domain centroid position signal, X s (f) represents a function of the centroid position signal in the frequency domain, where f represents frequency, ∫ represents integration, and E s (f) represents the energy spectrum of the centroid location signal in the frequency domain, |X s (f)| represents the modulus of the Fourier transform result; The method for calculating the centroid position is as follows: ； In the formula, x o1 , x o2 , x o3 , x o4 These are the vertical position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , y o2 , y o3 ,y o4 These are the lateral position coordinates of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. o1 , a o2 , a o3 , a o4 These are the contribution coefficients of the left front corner module, right front corner module, left rear corner module, and right rear corner module, respectively. Step 2) specifically includes: 21) Using the centroid position calculated in step 1) as input, and road surface elevation, path planning, and obstacle prediction as objectives, design a distributed skateboard chassis centroid trajectory signal enhancement and perception method, the output of which is the future centroid trajectory; the distributed skateboard chassis centroid trajectory signal enhancement and perception method is as follows: ； In the formula, Let c be the predicted future centroid trajectory at time t. i Let be the coefficients of the centroid prediction polynomial, i = 0,1,2,…,5, and t0 be the initial time when the prediction begins. y0 represents the initial centroid trajectory, v y0 Let a be the velocity of the change in the position of the center of mass at the initial moment. y0 The acceleration representing the change in the position of the center of mass at the initial moment; 22) Perform adaptive filtering data fusion on the predicted future centroid trajectory at time t obtained in step 21) to eliminate the discontinuity of the future centroid trajectory caused by signal abrupt changes. The method of adaptive filtering data fusion is as follows: ； In the formula, z is the future centroid trajectory signal of the filtered input. The result of adaptive filtering of variable z-1, with coefficient a z1 a z2 a z3 These are the filter coefficients; Step 3) specifically includes: 31) Based on the future centroid trajectory at time t obtained in step 22) and the autonomous driving domain and cockpit domain feature signals obtained in step 11), cross-domain fusion enhanced perception parameter calibration is performed on the parameters of the brake motor controller, steering motor controller, and suspension actuator controller; the method for cross-domain fusion enhanced perception parameter calibration is as follows: ； In the formula, The calibration parameters for the steering motor controller at time k+1 are as follows. The calibration parameters for the brake motor controller at time k+1 are... The calibration parameters for the suspension actuator controller at time k+1 are specified. The moment of inertia of the steering kingpin column. Damping for steering kingpin column, Let k be the angular displacement of the kingpin column at time k. Damping compensation for steering kingpin column. This is the flux linkage coefficient matrix of the brake motor. Let k be the power intensity of the braking motor. For damping compensation of the brake motor, Let k be the opening degree of the solenoid valve of the suspension actuator controller. For time delay compensation of the suspension actuator controller; 32) Design a dynamic performance evaluation method for the calibration parameters of the steering motor controller, brake motor controller, and suspension actuator controller obtained in step 31). Optimal parameters are identified through online parameter identification and applied to the enhanced perception cross-domain fusion controller. This enables enhanced perception cross-domain fusion control of the three controllers, completing the enhanced perception cross-domain fusion adaptive motion control for the left front corner module, right front corner module, left rear corner module, and right rear corner module under the environmental and driving conditions. The dynamic performance evaluation method is as follows: ； In the formula, ES1 is the tracking performance evaluation function, ES2 is the target detection performance evaluation function, N represents the number of tracking frames, P_t is the center position of the tracking result, G_t is the center position of the real target, TP represents the real positive, and FN represents the false positive.

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