Domain control system and vehicle

Abstract

A domain control system and a vehicle in an embodiment of the present invention include: an external signal module for acquiring vehicle signal data and driving mode information of a vehicle, a vehicle control module for outputting controller control instructions, and a chassis execution module for controlling the vehicle controller according to the controller control instructions, wherein the vehicle control module also includes a vehicle status unit, a vehicle comfort control unit, a vehicle drive control unit, a vehicle stability control unit, and a braking torque arbitration unit; based on the data and information acquired by the external signal module, after further determining the vehicle status parameters through the vehicle control module, comfort control, drive control, and stability control are performed according to the driving mode, and output control is performed with the arbitrated braking torque, thereby realizing integrated control of the domain controller, avoiding the complexity of controller development caused by existing distributed control, and after the driving mode information is added to the control process, the intelligence of the vehicle control and the improvement of the experience are realized.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle chassis domain control, and in particular to a domain control system and a vehicle. Background Art

[0002] With the development of automotive electronic technology, the cockpit and intelligent driving fields have gradually achieved multi-functional integration through high-computing chips, and derived intelligent products. Chassis field control, as the centralized control core of various domain controllers of the vehicle computer in intelligent driving control, plays an important synergistic role in the centralized control process of the vehicle computer. Only the integrated and coordinated control of the various domain controllers and vehicle computer controllers of the vehicle computer control can bring users a better driving experience, so the integration and perception of functions are becoming more and more urgent.

[0003] However, in the existing chassis domain controller system, for example, in the public text of CN112859686A, although a multi-core microprocessor is used to centrally control each processing module, the integrated control of the controller has not yet been achieved. Secondly, in the public text of CN114734979A, the control and information scheduling of each domain are achieved through the combination of a central processing unit and a gateway to avoid mutual influence between domains, but this architecture cannot achieve integrated vehicle controller control with the chassis domain controller as the core. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, the present invention provides a domain control system and a vehicle to solve the above-mentioned technical problems.

[0005] The present invention provides a domain control system, which includes: an external signal module, used to obtain vehicle signal data and driving mode information of a vehicle, and send the vehicle signal data and driving mode information to a function control module; a vehicle control module, used to output a controller control instruction, and send the controller control instruction to a chassis execution module; a chassis execution module, used to control the vehicle controller according to the controller control instruction; the external signal module, the vehicle control module and the chassis execution module are connected through communication.

[0006] In one embodiment of the present invention, the vehicle control module includes: a vehicle state unit, which is used to determine a vehicle state parameter according to the first signal data and the driving mode information; a vehicle comfort control unit, which is used to perform vehicle comfort control according to the driving mode information, the second signal data and at least one vehicle state parameter, and obtain a first braking torque control parameter and a vehicle comfort control instruction; a vehicle drive control unit, which is used to obtain a target driving torque initial value based on the driving mode information matching, and to distribute the driving torque and recover the energy according to the driving mode information, the target driving torque initial value, the third signal data and at least one vehicle state parameter, and obtain a vehicle drive control instruction; a vehicle stability control unit, which is used to perform vehicle stability control according to the driving mode information, the fourth signal data and at least one vehicle state parameter respectively, and obtain a second braking torque control parameter and a vehicle stability control instruction; a braking torque arbitration unit, which is used to arbitrate the first braking torque control parameter and the second braking torque control parameter according to a preset arbitration decision, and obtain a comprehensive braking control instruction; wherein the controller control instruction includes at least one of a vehicle comfort control instruction, a vehicle drive control instruction, a vehicle stability control instruction and a comprehensive braking control instruction; and the first signal data, the second signal data, the third signal data and the fourth signal data include at least one of the vehicle signal data.

[0007] In one embodiment of the present invention, the external signal module includes: a sensor signal receiving unit, used to receive sensor signal data of at least one sensor arranged on the vehicle computer, the sensor signal data at least including vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, accelerator pedal opening data, vehicle body acceleration data, wheel acceleration data, vehicle body height data, and actual yaw angle; a driving signal receiving unit, used to receive driving signal data transmitted by the vehicle computer bus, the bus signal data at least including motor speed data, motor rotation angle data, steering wheel angle data, steering wheel angle rate data, road surface feature data and corresponding vehicle distance data; a central control signal receiving unit, used to receive driving mode information transmitted by the central control system; the vehicle computer signal data includes sensor signal data and driving signal data.

[0008] In one embodiment of the present invention, the first signal data includes vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, steering wheel angle data, steering wheel angle rate data, and road surface characteristic data. Determining the vehicle state parameters based on the first signal data and driving mode information includes: identifying the vehicle state under different driving conditions on different road surfaces based on the steering wheel angle data and the steering wheel angle rate data, and determining the reference vehicle speed, and determining the road surface state and adhesion coefficient based on the road surface characteristic data; determining the wheel slip rate and the target yaw angular velocity based on the vehicle speed signal data and the wheel speed signal data; and determining the road surface characteristics in front of the wheel based on the steering wheel angle data, the reference vehicle speed, and the road surface characteristic data.

[0009] In one embodiment of the present invention, the chassis execution module includes: a communication unit for receiving the controller control instructions; a controller control unit for controlling the vehicle controller according to the controller control instructions; the vehicle controller includes shock absorbers, air springs, rear wheel steering controllers, active stabilizer bars, electronic brake controllers, parking caliper controllers, front axle drive motor controllers and rear axle drive motor controllers.

[0010] In one embodiment of the present invention, the vehicle comfort control unit includes: a vertical control subunit, which is used to control the air spring in the chassis execution module and output a vertical control instruction to adjust the height of the vehicle; a lateral control subunit, which is used to control the shock absorber, the rear wheel steering controller and the active stabilizer bar in the chassis execution module and output a lateral control instruction to adjust the roll amplitude of the vehicle when driving on a curve; a longitudinal control subunit, which is used to control the shock absorber and the electronic brake controller in the chassis execution module and send a longitudinal drive control instruction to the vehicle drive control unit, and output a longitudinal control instruction and a longitudinal braking torque control parameter to adjust the vehicle when driving in a straight line. The vertical stability of the vehicle body is adjusted when the vehicle is in a forward direction; the value-added control subunit is used to control the electronic brake controller in the chassis execution module, and output the value-added braking torque control parameter to perform at least one of automatic parking, steep slope assistance, active deceleration, brake warning and active braking; the parking control subunit is used to control the parking caliper controller in the chassis execution module, and output the parking control instruction to clamp the parking caliper; the first braking torque control parameter includes a longitudinal braking torque control parameter and a value-added braking torque control parameter; the vehicle comfort control instruction includes at least one of a vertical control instruction, a lateral control instruction, a longitudinal control instruction and a parking control instruction.

[0011] In one embodiment of the present invention, the vehicle comfort control unit also includes: a shock absorber damping arbitration subunit, which is used to perform shock absorber damping arbitration on the lateral shock absorber damping control parameters output by the lateral control subunit and the longitudinal shock absorber damping control parameters output by the longitudinal control subunit to obtain a shock absorber damping control instruction.

[0012] In one embodiment of the present invention, after the vehicle status unit in the vehicle control module determines the vehicle status parameters according to the first signal data and the driving mode information, it also includes determining a stability factor according to the target yaw angle and the actual yaw angle in the vehicle status parameters, and determining the on / off state of the vehicle stability control unit according to the stability factor, and the on / off state includes an open state and a closed state.

[0013] In one embodiment of the present invention, if the on / off state of the vehicle stability control unit is the on state, the braking torque arbitration unit arbitrates the first braking torque control parameter and the second braking torque control parameter with the arbitration strategy that the priority of the vehicle stability control unit is greater than that of the vehicle comfort control unit to obtain a comprehensive braking control instruction.

[0014] In one embodiment of the present invention, before the vehicle drive control unit obtains the target drive torque initial value based on the driving mode information matching, and distributes the drive torque and recovers energy according to the driving mode information, the target drive torque initial value, the third signal data and at least one vehicle state parameter, it also includes: determining whether the vehicle drive wheel is in a slipping state according to the wheel slip rate in the received vehicle state parameter, and if it is in a slipping state, determining the slipping drive torque distribution amount based on the slip rate table lookup, and distributing torque to the front axle drive motor controller and the rear axle drive motor controller in the chassis execution module according to the slipping drive torque distribution amount.

[0015] In one embodiment of the present invention, the domain control system further includes: a bus module, including a network bus and a hard line, for connecting the external signal module, the vehicle control module and the chassis execution module.

[0016] In an embodiment of the present invention, the driving mode information includes conventional driving mode control information and a customized driving mode.

[0017] The present invention also provides a vehicle, characterized in that the vehicle comprises: a domain control system as described in any one of the above embodiments.

[0018] Beneficial effects of the present invention: A domain control system and a vehicle in an embodiment of the present invention, the system comprising: an external signal module for acquiring vehicle signal data and driving mode information of a vehicle, a vehicle control module for outputting controller control instructions, and a chassis execution module for controlling the vehicle controller according to the controller control instructions, wherein the vehicle control module also includes a vehicle status unit, a vehicle comfort control unit, a vehicle drive control unit, a vehicle stability control unit, and a braking torque arbitration unit; based on the data and information acquired by the external signal module, after further determining the vehicle status parameters through the vehicle control module, comfort control, drive control, and stability control are performed according to the driving mode, and output control is performed with the arbitrated braking torque, thereby realizing integrated control of the domain controller, avoiding the complexity of the existing distributed control for controller development, and after the driving mode information is added to the control process, the intelligence of the vehicle control and the improvement of the experience are realized.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0021] Figure 1 It is a schematic diagram of an implementation environment of a domain control system shown in an exemplary embodiment of the present application;

[0022] Figure 2 is a schematic diagram of a domain control system shown in an exemplary embodiment of the present application;

[0023] Figure 3 is a schematic diagram of a vehicle control module shown in an exemplary embodiment of the present application;

[0024] Figure 4 is a schematic diagram of a vehicle comfort control unit shown in an exemplary embodiment of the present application;

[0025] Figure 5 It is a schematic diagram of a specific vehicle status unit operation flow chart showing an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0026] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0028] In the following description, numerous details are discussed to provide a more thorough explanation of the embodiments of the present invention. However, it is obvious to those skilled in the art that the embodiments of the present invention can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present invention difficult to understand.

[0029] The "and / or" mentioned in this application describes the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0030] First of all, it should be explained that the chassis domain controller (CDC) is one of the development directions of automotive electronics and electrical appliances. As an important carrier of safety, comfort and stability during vehicle operation, the chassis can integrate various functions, including air spring control, suspension damper control, rear-wheel steering function, electronic stabilizer bar function, steering column position control function, etc. By combining with intelligent actuators, the chassis domain controller with sufficient computing power can support the integration of vehicle braking, steering, suspension and other lateral, longitudinal and vertical control functions related to the vehicle.

[0031] The present application may also provide the following beneficial effects: by uniformly collecting sensor signals, uniformly controlling vehicle computer functions, and uniformly executing actuator actions, the vehicle control efficiency may be improved, saving computing resources during the control process; on the other hand, based on driving mode information, the vehicle computer can improve control of vehicle comfort while ensuring stability, thereby improving the customization and intelligence of chassis control.

[0032] Figure 1 FIG. 1 is a schematic diagram of an implementation environment of a domain control system shown in an exemplary embodiment of the present application. Figure 1 As shown, the implementation environment at least includes a vehicle 101 and a computer device 102. The vehicle 101 obtains the vehicle signal data and driving mode information of the vehicle through an external signal module set in the vehicle. The computer device 102 controls the vehicle control module to output the controller control instruction according to the vehicle signal data and driving mode information, and sends the controller control instruction to the chassis execution module to control the vehicle controller according to the controller control instruction. The computer device 102 can be any computing device that provides computing power support and performs logical operations, such as a microcomputer, an embedded computer, a network computer, etc., but is not limited thereto.

[0033] Exemplarily, vehicle 101 obtains vehicle signal data and driving mode information of the vehicle computer based on an external signal module, and sends it to the vehicle control module in the computer device 102 to output a controller control instruction, and sends the controller control instruction to the chassis execution module to control the vehicle controller according to the controller control instruction, wherein the vehicle control module also includes a vehicle status unit, a vehicle comfort control unit, a vehicle drive control unit, a vehicle stability control unit, and a braking torque arbitration unit; based on the data and information obtained by the external signal module, after further determining the vehicle status parameters through the vehicle control module, comfort control, drive control, and stability control are performed according to the driving mode, and output control is performed with the arbitrated braking torque, thereby realizing integrated control of the domain controller, avoiding the complexity of the existing distributed control for controller development, and after the driving mode information is added to the control process, the intelligence of the vehicle control and the improvement of the experience are realized.

[0034] See also Figure 2 , Figure 2 is a schematic diagram of a domain control system shown in an exemplary embodiment of the present application. The method can be applied to Figure 1 The implementation environment shown is specifically implemented by the vehicle 101 and the computer device 102 in the implementation environment. It should be understood that the system can also be applied to other exemplary implementation environments and be specifically implemented by devices in other implementation environments. This embodiment does not limit the implementation environment to which the system is applicable.

[0035] like Figure 2 As shown, in an exemplary embodiment, a domain control system includes an external signal module 2100 , a vehicle control module 2200 and a chassis execution module 2300 .

[0036] Among them, the external signal module 2100 is used to obtain the vehicle computer signal data and driving mode information of the vehicle computer, and send the vehicle computer signal data and driving mode information to the function control module; the vehicle computer control module 2200 is used to output the controller control instructions, and send the controller control instructions to the chassis execution module; the chassis execution module 2300 is used to control the vehicle computer controller according to the controller control instructions.

[0037] In one embodiment of the present application, the external signal module includes: a sensor signal receiving unit, used to receive sensor signal data of at least one sensor arranged on the vehicle computer, the sensor signal data at least including vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, accelerator pedal opening data, vehicle body acceleration data, wheel acceleration data, vehicle body height data, and actual yaw angle; a driving signal receiving unit, used to receive driving signal data transmitted by the vehicle computer bus, the bus signal data at least including motor speed data, motor rotation angle data, steering wheel angle data, steering wheel angle rate data, road surface feature data and corresponding vehicle distance data; a central control signal receiving unit, used to receive driving mode information transmitted by the central control system.

[0038] It should be noted that the above-mentioned vehicle signal data includes sensor signal data and driving signal data.

[0039] In one embodiment of the present application, the above-mentioned driving mode information includes conventional driving mode control information and customized driving mode. Specifically, the conventional driving mode control information includes control information under power mode and chassis mode, and the customized driving mode includes lateral customization, longitudinal customization, and vertical customization.

[0040] In one embodiment of the present application, an implementable method for obtaining the above-mentioned driving mode information includes the driver selecting the power mode through the central control screen or hardware switch and then matching the corresponding driving mode information in the preset driving mode information library. For example, when selecting the power mode, it may include ECO, Normal, and Sport driving modes, and in the off-road mode, it may include sand, grass / mud, snow, and gravel driving modes; when selecting the chassis mode, it may include sport, comfort, standard, and custom; when selecting the drift mode, the custom intervention intensity may be defined.

[0041] In one embodiment of the present application, the chassis execution module includes: a communication unit for receiving controller control instructions; a controller control unit for controlling the vehicle controller according to the controller control instructions; the vehicle controller includes shock absorbers, air springs, rear wheel steering controllers, active stabilizer bars, electronic brake controllers, parking caliper controllers, front axle drive motor controllers and rear axle drive motor controllers.

[0042] In one embodiment of the present application, the domain control system further includes: a bus module, including a network bus and a hard line, for connecting an external signal module, a vehicle control module and a chassis execution module.

[0043] In one embodiment of the present application, the external signal module, the vehicle control module and the chassis execution module are connected via communication.

[0044] In one embodiment of the present application, the structural diagram of the vehicle control module 2200 can be found in Figure 3 , Figure 3 It is a schematic diagram of a vehicle control module shown in an exemplary embodiment of the present application.

[0045] like Figure 3 As shown, in an exemplary embodiment, the vehicle control module 2200 includes a vehicle status unit 2210 , a vehicle comfort control unit 2220 , a vehicle drive control unit 2230 , a vehicle stability control unit 2240 and a braking torque arbitration unit 2250 .

[0046] Among them, the vehicle state unit 2210 is used to determine the vehicle state parameter according to the first signal data and the driving mode information; the vehicle comfort control unit 2220 is used to perform vehicle comfort control according to the driving mode information, the second signal data and at least one vehicle state parameter, and obtain the first braking torque control parameter and the vehicle comfort control instruction; the vehicle drive control unit 2230 is used to obtain the target drive torque initial value based on the driving mode information matching, and to distribute the drive torque and recover the energy according to the driving mode information, the target drive torque initial value, the third signal data and at least one vehicle state parameter, and obtain the vehicle drive control instruction; the vehicle stability control unit 2240 is used to perform vehicle stability control according to the driving mode information, the fourth signal data and at least one vehicle state parameter respectively, and obtain the second braking torque control parameter and the vehicle stability control instruction; the braking torque arbitration unit 2250 is used to arbitrate the first braking torque control parameter and the second braking torque control parameter according to a preset arbitration decision, and obtain a comprehensive braking control instruction.

[0047] In one embodiment of the present application, the first signal data includes vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, steering wheel angle data, steering wheel angle rate data, and road feature data.

[0048] In one embodiment of the present application, the controller control instruction includes at least one of a vehicle comfort control instruction, a vehicle drive control instruction, a vehicle stability control instruction, and a comprehensive braking control instruction.

[0049] In one embodiment of the present application, the first signal data, the second signal data, the third signal data and the fourth signal data include at least one of the vehicle signal data, and the first signal data, the second signal data, the third signal data and the fourth signal data include at least one of the same vehicle signal data in some implementable environments.

[0050] In one embodiment of the present application, the vehicle state unit 2210 determines the vehicle state parameter according to the first signal data and the driving mode information. Figure 5 , Figure 5 It is a schematic diagram of a specific vehicle status unit operation flow chart showing an exemplary embodiment of the present application.

[0051] In a specific embodiment of the present application, after the vehicle status unit obtains the external signal, it calculates the vehicle speed, slip rate, road surface recognition, target yaw angle, and road surface feature recognition, and then outputs a vehicle status signal. In this specific embodiment, the external signal is consistent with the vehicle signal data and driving mode information in the above embodiment. The vehicle status box in the figure is consistent with the vehicle status module, and the vehicle status signal is consistent with the vehicle status parameters in the above embodiment.

[0052] In one embodiment of the present application, determining the vehicle state parameters based on the first signal data and the driving mode information includes identifying the vehicle state under different driving conditions on different road surfaces based on the steering wheel angle data and the steering wheel angle rate data, and determining the reference vehicle speed, and determining the road surface state and adhesion coefficient based on the road surface characteristic data; determining the wheel slip rate and the target yaw angular velocity based on the vehicle speed signal data and the wheel speed signal data; and determining the road surface characteristics in front of the wheel based on the steering wheel angle data, the reference vehicle speed, and the road surface characteristic data.

[0053] In one embodiment of the present application, after the vehicle status unit in the vehicle control module determines the vehicle status parameters according to the first signal data and the driving mode information, it also includes determining the stability factor according to the target yaw angle and the actual yaw angle in the vehicle status parameters, and determining the on / off state of the vehicle stability control unit according to the stability factor, wherein the on / off state includes an open state and a closed state.

[0054] In one embodiment of the present application, if the on / off state of the vehicle stability control unit is the on state, the braking torque arbitration unit arbitrates the first braking torque control parameter and the second braking torque control parameter based on the arbitration strategy that the vehicle stability control unit has a higher priority than the vehicle comfort control unit to obtain a comprehensive braking control instruction.

[0055] In one embodiment of the present application, the structural diagram of the vehicle comfort control unit 2220 can be found in Figure 4 , Figure 4It is a schematic diagram of a vehicle comfort control unit shown in an exemplary embodiment of the present application.

[0056] like Figure 4 As shown, in an exemplary embodiment, the vehicle comfort control unit includes a vertical control subunit 2221 , a lateral control subunit 2222 , a longitudinal control subunit 2223 , a value-added control subunit 2224 and a parking control subunit 2225 .

[0057] The vertical control subunit 2221 is used to control the air spring in the chassis execution module and output the vertical control command to adjust the height of the vehicle; the lateral control subunit 2222 is used to control the shock absorber, rear wheel steering controller and active stabilizer bar in the chassis execution module and output the lateral control command to adjust the roll amplitude of the vehicle when the vehicle is driving on a curve; the longitudinal control subunit 2223 is used to control the shock absorber and the electronic brake controller in the chassis execution module and send the longitudinal drive control command to the vehicle drive control unit, output the longitudinal control command and the longitudinal braking torque control parameter to adjust the vertical stability of the vehicle body when the vehicle is driving in a straight line; the value-added control subunit 2224 is used to control the electronic brake controller in the chassis execution module and output the value-added braking torque control parameter to perform at least one of automatic parking, steep slope assistance, active deceleration, brake warning and active braking; the parking control subunit 2225 is used to control the parking caliper controller in the chassis execution module and output the parking control command to clamp the parking caliper.

[0058] In one embodiment of the present application, the vehicle comfort control unit also includes: a shock absorber damping arbitration subunit, which is used to perform shock absorber damping arbitration on the lateral shock absorber damping control parameters output by the lateral control subunit and the longitudinal shock absorber damping control parameters output by the longitudinal control subunit to obtain a shock absorber damping control instruction.

[0059] In a specific embodiment of the present application, in the control of the actuator, the adjustable shock absorber damping is controlled by fitting the shock absorber target damping curve from the driving state. The controller adopts an open-loop control method to control the opening of the adjustable shock absorber solenoid valve body through PWM current to adjust the shock absorber damping in real time, so that the shock absorber damping can be independently controlled.

[0060] In a specific embodiment of the present application, the rear-wheel steering obtains the turning radius or high-speed stability requirement through information such as vehicle speed and front-wheel steering angle, and realizes the target speed control of the rear-wheel steering motor through FOC (motor vector control). Then, through worm gear stroke conversion, the target steering angle control can be achieved.

[0061] In a specific embodiment of the present application, the stiffness of the active stabilizer bar is also controlled by FOC to control the motor steering, and the independent control of the left and right stiffness of the stabilizer bar is achieved through the conversion logic of target speed-target range-target torque-target stiffness.

[0062] In a specific embodiment of the present application, the air spring height is controlled by absolute height, which is calculated by taking the zero point calibrated by the height sensor as the reference and obtaining the upper and lower differences along the Z-axis. In the air spring pressure circuit, the pressure is controlled by controlling the air valve and the compressor in the air pressure circuit, the air valve is controlled to open for pressure relief, the air compressor is controlled to work for pressure increase, and closed-loop control is achieved through the height sensor.

[0063] In a specific embodiment of the present application, according to the longitudinal force and lateral force characteristics of the tire, the slip rate can be controlled to perform vehicle stability control. The slip rate is controlled by feedback control. The target slip rate is obtained according to the vehicle driving state. Then, the vehicle state estimation and target slip rate adjustment are completed in real time according to the slip rate actually calculated. The slip rate can be achieved through two aspects of control. One is through driving torque. When a high slip rate state is required for extreme driving, the driving torque can be increased, and when stable control is required, the driving torque can be reduced. The second is to control by notifying the braking torque, applying the target hydraulic pressure to the wheel, and achieving target slip rate control.

[0064] In a specific embodiment of the present application, the lateral control of the vehicle of the lateral control subunit can identify whether the driving condition is entering or exiting a curve through the steering wheel angle and the steering wheel angle rate, and further identify the driving conditions of entering / exiting a curve at a uniform speed, accelerating entering / exiting a curve, and decelerating entering / exiting a curve at different speeds through the reference vehicle speed, braking torque, and motor torque signal. The curve control module will identify the driving mode, based on the information such as the vehicle height and the stiffness of the air spring, and the longitudinal target fitting to obtain the shock absorber damping control curve, the rear wheel steering angle, and the active stabilizer bar stiffness, and then complete the target parameter compensation based on the actual yaw rate and lateral acceleration data and other signals.

[0065] In a specific embodiment of the present application, in the conventional chassis mode, under the condition of uniform speed entering / exiting a curve, the vehicle's yaw angular velocity and lateral acceleration show stable state changes, and the shock absorber damping follows the same-side consistent and left-right inconsistent control strategy. At the same time, the rear wheel steering is controlled to rotate at a fixed angle according to the steering wheel steering angle (turning radius), and the active stabilizer bar is controlled to increase the stiffness of the outer end of the curve to reduce the vehicle's roll; under the condition of accelerated entering / exiting a curve, the vehicle's lateral acceleration shows an increasing trend. On the basis of uniform speed entering / exiting a curve, combined with the yaw angular velocity, the vehicle's oversteering and understeering trends can be identified. When the vehicle shows the above trends, the rear wheel steering gear is controlled to reduce or increase the angle to reduce oversteering and understeering. Steering trend, active stabilizer bars control the stiffness difference of front and rear axles, and electronically controlled adjustable shock absorbers perform four-wheel independent control to avoid vehicle roll while reducing vehicle pitch, ensuring maximum grip of all four wheels; during acceleration and cornering conditions, the vehicle drive control will also work independently, and the vehicle drive control will monitor the front and rear axle wheel slip information in real time, dynamically adjust the front and rear drive torques, reduce over-steer and under-steer tendencies, and cooperate with the vehicle's lateral control to improve cornering comfort; during deceleration in / out of corners, the vehicle's lateral acceleration shows a decreasing trend, and according to the deceleration size, the electronically controlled adjustable shock absorbers perform different degrees of four-wheel independent control to avoid vehicle roll while reducing vehicle pitch, ensuring maximum grip of all four wheels.

[0066] In a specific embodiment of the present application, in custom mode, the user can customize the lateral control strength of the vehicle. Under the same level of lateral control strength, by fitting the control curve, the same roll amplitude control can be achieved as much as possible under different vehicle body heights and air spring stiffnesses, thereby enhancing driving pleasure.

[0067] In a specific embodiment of the present application, the lateral control of the vehicle in the drift mode adopts a control strategy with different functions from the conventional mode and the custom mode. In the drift mode, the vehicle should complete the control instability state as soon as possible. At the beginning of the control, the damping of the outer shock absorber of the vehicle is reduced so that the vehicle can quickly achieve tail swing. In the process of the actual yaw of the vehicle increasing, the damping of the outer shock absorber of the vehicle is gradually increased so that the actual yaw rate of the vehicle is stable and close to the drift target yaw rate; when the vehicle is offset and switched left and right, the inner shock absorber is switched to the outer shock absorber, and its damping is controlled to decrease rapidly, and the outer shock absorber is switched to the inner shock absorber, and its damping is controlled to increase. The rapid switching of its yaw rate is artificially controlled. After the actual yaw rate completes the direction conversion, the current outer shock absorber damping is controlled to increase steadily so that the yaw rate is stable and close to the target yaw rate.

[0068] In a specific embodiment of the present application, the longitudinal control of the vehicle by the longitudinal control subunit includes vehicle stopping condition recognition, straight-line comfort control, starting comfort control, and parking comfort control. Its control object is the vertical stability of the vehicle body when the vehicle is traveling in a straight line, including control during starting, acceleration, constant speed, deceleration, and parking.

[0069] In a specific embodiment of the present application, the linear comfort control first selects different control strategies according to the driving mode. If the vehicle is in sports, standard, or comfort normal mode, a fixed calibrated control curve is used to control the electronically controlled adjustable shock absorber damping; if it is a custom mode, the vehicle body height and air spring stiffness are used as the basis, and the shock absorber damping control curve is obtained according to the lateral custom parameter fitting. In the custom mode, the same comfort can be achieved under different vehicle body heights and air spring stiffnesses, while improving the vehicle's passability without reducing the vehicle's comfort. The linear comfort control can pre-adjust the damping of the shock absorber on that side according to the road surface characteristics in front of the wheel and the contact time; then, it is identified whether the pothole road rolling is completed according to the vehicle body acceleration and wheel acceleration, and the damping compensation control is completed.

[0070] When the vehicle is in a constant speed state, different comfort control curves are obtained according to the speed range, and the output target damping is controlled to adjust the shock absorber damping. When the vehicle is decelerating, the front axle suspension damping is increased according to the different deceleration amplitudes to reduce the sinking amplitude of the front of the vehicle. When the vehicle is accelerating, different acceleration amplitudes are obtained according to the driving condition status indicator. When there are no potholes, the rear suspension damping is increased to reduce the lifting amplitude of the front of the vehicle and increase the grip of the front wheels, which can reduce the probability of wheel slippage. During the acceleration and deceleration control process, if there are potholes on the road, the wheel bounce comfort control has a higher priority than the pitch control, and the comfort control target damping is responded to first. Starting comfort control needs to refer to the target torque, value-added functions and electronic parking function execution signal states, such as the automatic parking pressure holding state, the electronic parking caliper clamping state, etc. If the target driving torque is too large, the automatic parking unloading braking torque and the electronic parking release will take a certain amount of time, and the vehicle will not start smoothly. At this time, the vehicle longitudinal control sends the comfortable starting state to the vehicle driving control to suppress the loading of the actual torque, and at the same time sends the automatic parking brake or electronic parking release command and increases the rear suspension shock absorber damping. After the automatic parking completes the unloading of the braking torque shoe or the electronic parking release, the driving torque suppression is released, and the mutual cooperation realizes the smooth starting control. Parking comfort control sets different front and rear axle damping curves according to the deceleration size, and outputs the longitudinal braking target at the same time to reduce the braking inertia during parking and improve the parking comfort of the vehicle.

[0071] In a specific embodiment of the present application, the parking control subunit refers to the integrated PBC and SSM, and uses independent control of the left and right calipers to achieve redundancy, and the bottom layer of the controller drives the actuator to complete the parking clamping and release. The electronic parking obtains its corresponding target clamping force through the road slope, controls the motor drive control through the pre-drive chip driving the H bridge, and obtains its actual clamping force by current calculation, forming a closed-loop control with the target clamping force.

[0072] In a specific embodiment of the present application, the vehicle drive control unit includes a target drive torque, torque distribution, and energy recovery arbitration. Among them, in the normal driving mode, the target drive torque module obtains the torque Map corresponding to different accelerator pedal openings according to the driving mode and gear position, and obtains the initial value of the target drive torque of the whole vehicle; in the drift mode, the sports mode torque Map is used by default. The initial value of the target torque is obtained, and then the deviation is processed in combination with the current actual value of the motor torque; the actual torque that the motor can execute is affected by the motor temperature and the discharge power of the battery, so the motor state and the battery state are compensated in the target torque calculation to obtain the final target drive torque of the whole vehicle, including the motor drive torque and the motor energy recovery torque. The drive control adopts different torque distribution controls in different driving modes.

[0073] Among them, in the conventional driving mode, the torque distribution distributes the target torque of the vehicle drive to the front and rear axle motors. In the vehicle starting stage, the target torque of the front and rear axle motors is obtained through static torque distribution. Its distribution strategy is related to the size of the target drive torque of the vehicle. If the target torque value is relatively large, the strategy of more in the rear and less in the front is adopted. If the target torque is small, the principle of less in the front and more in the rear or average distribution is adopted. Dynamic torque distribution refers to the slip rate processing result to achieve dynamic distribution. The slip rate processing combines the slip rate obtained by the vehicle state and the motor speed signal of the resolver sensor to accurately identify the slip of the front and rear axles. If the front axle has a large slip, the front axle partial torque is reduced and the rear axle target torque is increased. Conversely, the front axle target torque is increased and the rear axle target torque is reduced, so that the front and rear axle motors maintain maximum power output.

[0074] In a specific embodiment of the present application, the energy recovery arbitration module performs arbitration processing on the motor energy recovery and the brake energy recovery, and completes the distribution of the target energy recovery size of the front and rear motors through the torque distribution module.

[0075] In a specific embodiment of the present application, in the drift mode, in the initial stage, after the vehicle completes the start, the motor torque is redistributed according to the drift target yaw angle, so that the torque of the rear motor is increased and the torque of the front motor is reduced, so that the vehicle shows an oversteering trend and quickly drifts out; after entering the drift state, the torque of the rear motor is controlled to be gradually reduced, and the torque of the front motor is gradually increased, so that the actual yaw angular velocity is smoothly close to the drift target yaw angular velocity; when drifting and changing direction, the vehicle quickly unloads the torque on the front axle according to the drift target yaw angle, increases the lateral grip of the wheels, and completes the direction change of the front of the vehicle. When the actual yaw angular velocity changes direction, the torque of the rear axle motor is quickly increased to make the vehicle enter a reverse drift. In the process of the actual yaw angular velocity approaching the drift target yaw angular velocity, the torque ratio of the front and rear motors is controlled to make the curve smooth and close.

[0076] In a specific embodiment of the present application, vehicle stability control is achieved through drive torque control and brake torque control. The purpose of drive torque control is to reduce the drive torque, which is achieved by calling the drive slip control torque interface so that the vehicle speed can be better controlled. The control of brake torque is achieved by four-wheel independent control, the purpose of which is to reduce the vehicle speed and to generate a corrective torque for the whole vehicle through the brake torque of the independent wheel; when the vehicle oversteers, the outer wheels of the vehicle are the control objects, especially the outer front wheels. At this time, the outer wheels of the front axle are the wheels with the highest load, which in turn improves the efficiency of the wheels. The front axle brakes usually have a higher CP value (braking efficiency). Smaller brake pressure can produce larger brake torque and is controllable. It will cause a larger deceleration, thereby reducing kinetic energy. In the latter stage of oversteering control, the control of the outer front wheels can be reduced and the outer rear wheels can be controlled instead. At this time, the braking intervention can be more comfortable and the steering wheel feedback can be optimized. Understeering means that the side slip angle of the vehicle's front wheels becomes larger and the vehicle cannot move forward according to the expected driving trajectory. At this time, hydraulic braking is performed on the inner rear wheel first to generate a corrective torque, but the CP value of the rear axle is small and the braking torque that can be generated is limited. In severe understeering, hydraulic braking can be performed on the inner front wheel to make the vehicle's steering more agile.

[0077] In a specific embodiment of the present application, the purpose of drive slip control is to prevent the drive wheels from slipping severely when the vehicle is driving on a slippery road, causing the vehicle to lose steering force (front-wheel drive vehicle) or create a risk of tail-spinning (rear-wheel drive vehicle). Drive slip control is divided into torque control and braking torque control. Torque control is further divided into control and execution. In the domain controller software architecture, the torque execution part is integrated into the motor controller. The chassis domain controller drive slip control completes the calculation of the target drive torque, fits it into the speed, and gives it to the motor controller through CAN. Torque conversion is completed in the motor controller to achieve distributed control. When the driving wheel generates driving force, the wheel slip can be obtained in real time through the wheel speed and the reference speed of the vehicle. Due to the structural factors of the differential itself, when a large amount of slip occurs on one side of the wheel, the other side cannot apply effective driving torque. Therefore, when the driving wheel on one side slips too much, the braking pressure calculated according to the slip amount is applied to the wheel on that side, thereby increasing the driving force of the wheel on the other side. At the same time, the driving torque is reduced according to the target driving torque. While reducing the slip amount, the brake disc temperature of the slipping vehicle is prevented from being too high. The driving torque is adjusted in real time according to the vehicle speed to ensure the acceleration and stability of the vehicle. When the wheels on both sides slip at the same time, in order to ensure the smooth start of the vehicle, the slip amount is reduced mainly by reducing the driving torque. When there is no large deviation in the wheel slip amount on both sides, the braking pressure is not intervened to avoid deviation in the driving torque of the wheels on both sides and deviation in wheel travel. For four-wheel drive vehicles, the front and rear axles are driven and slipped respectively, and the power of the front and rear axles is distributed in real time. The control method of the left and right wheels is consistent with the above method. For the slip control of the front and rear axles, the torque distribution is adjusted in real time. If the front axle slips severely and the rear axle does not slip or the slip is small, the driving torque of the entire vehicle is transferred to the rear axle to provide effective driving force for the entire vehicle. Conversely, if the front axle does not slip or the slip is small, the driving torque of the entire vehicle is transferred to the front axle to provide effective driving force for the entire vehicle.

[0078] In a specific embodiment of the present application, the purpose of drag torque control is to prevent the vehicle from having wheel locking problems during energy recovery. In a specific embodiment of the present application, drag torque control adopts the same control architecture as drive slip control, so as to receive the target energy recovery and actual recovery size of the front axle motor as input parameters respectively, calculate the target torque for torque increase according to the slip rate of wheel lock, and convert the torque into a speed signal to the motor controller. A torque drag torque calculation module is integrated in the motor controller to convert the speed into the corresponding torque. For the convenience of distinction, the target speeds of the drag torque control and drive slip control are given to the motor controller as two sets of signals respectively.

[0079] A domain control system and a vehicle in an embodiment of the present invention, the system includes an external signal module for acquiring vehicle signal data and driving mode information of a vehicle, a vehicle control module for outputting a controller control instruction, and a chassis execution module for controlling the vehicle controller according to the controller control instruction, wherein the vehicle control module also includes a vehicle state unit, a vehicle comfort control unit, a vehicle drive control unit, a vehicle stability control unit, and a braking torque arbitration unit; based on the data and information acquired by the external signal module, after further determining the vehicle state parameters through the vehicle control module, comfort control, drive control, and stability control are performed according to the driving mode, and output control is performed with the arbitrated braking torque, so as to realize the integrated control of the domain controller, avoid the complexity of the existing distributed control for the controller development, and after the driving mode information is added to the control process, realize the intelligentization of the vehicle control and the improvement of the experience; the application can also provide the following beneficial effects: through the unified collection of sensor signals, the unified control of the vehicle functions and the unified execution of the actuator, the control efficiency of the car can be improved, and the computing resource investment in the control process can be saved; on the other hand, based on the driving mode information, the vehicle comfort control is improved under the premise of meeting the stability, and the customization and intelligence of the chassis control are improved.

[0080] Corresponding to the above embodiment, the present invention also proposes a vehicle. The vehicle proposed in the embodiment of the present invention includes the domain control system proposed in the above embodiment. The specific implementation method thereof can refer to the above embodiment, wherein the domain control system obtains data and information based on the external signal module. After further determining the vehicle state parameters through the vehicle control module, the domain control system performs comfort control, drive control, and stability control according to the driving mode, and performs output control with the arbitrated braking torque to realize the integrated control of the domain controller, avoid the complexity of the existing distributed control for controller development, and after the driving mode information is added to the control process, the intelligence of the vehicle control and the improvement of the experience are realized.

[0081] In addition, it should be noted that the flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the above-mentioned module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0082] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not constitute limitations on the units themselves in some cases.

[0083] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present invention. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A domain control system, characterized in that: The domain control system comprises: The external signal module is used to obtain the vehicle computer signal data and driving mode information of the vehicle computer, and send the vehicle computer signal data and driving mode information to the function control module; a vehicle control module, used for outputting a controller control instruction and sending the controller control instruction to a chassis execution module, including a vehicle comfort control unit for performing vehicle comfort control according to driving mode information, second signal data and at least one vehicle state parameter to obtain a first braking torque control parameter and a vehicle comfort control instruction; a vehicle stability control unit for performing vehicle stability control according to the driving mode information, fourth signal data and at least one vehicle state parameter to obtain a second braking torque control parameter and a vehicle stability control instruction; a vehicle state unit for determining a vehicle state parameter according to the first signal data and the driving mode information, determining a stability factor according to a target yaw angle and an actual yaw angle in the vehicle state parameter, and determining an on / off state of the vehicle stability control unit according to the stability factor; Wherein, the on / off state includes an on state and a off state; if the on / off state of the vehicle stability control unit is an on state, the first braking torque control parameter and the second braking torque control parameter are arbitrated according to the arbitration strategy that the priority of the vehicle stability control unit is greater than that of the vehicle comfort control unit to obtain a comprehensive braking control instruction, and the controller control instruction includes a comprehensive braking control instruction; A chassis execution module, used to control the vehicle controller according to the controller control instruction; The external signal module, the vehicle control module and the chassis execution module are connected through communication.

2. The domain control system according to claim 1, characterized in that: The vehicle control module also includes: a vehicle drive control unit, configured to obtain a target drive torque initial value based on the driving mode information, and to distribute the drive torque and recover energy according to the driving mode information, the target drive torque initial value, the third signal data and at least one vehicle state parameter, so as to obtain a vehicle drive control instruction; A braking torque arbitration unit, used to arbitrate the first braking torque control parameter and the second braking torque control parameter according to a preset arbitration decision to obtain a comprehensive braking control instruction; Wherein, the controller control instruction includes at least one of a vehicle comfort control instruction, a vehicle drive control instruction, a vehicle stability control instruction and a comprehensive braking control instruction; The first signal data, the second signal data, the third signal data and the fourth signal data include at least one of vehicle computer signal data.

3. The domain control system according to claim 1, characterized in that: The external signal module comprises: A sensor signal receiving unit, used to receive sensor signal data of at least one sensor provided on the vehicle computer, wherein the sensor signal data at least includes vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, accelerator pedal opening data, vehicle body acceleration data, wheel acceleration data, vehicle body height data, and actual yaw angle; A driving signal receiving unit, used for receiving driving signal data transmitted by the vehicle bus, wherein the bus signal data at least includes motor speed data, motor rotation angle data, steering wheel angle data, steering wheel angle rate data, road surface feature data and corresponding vehicle distance data; A central control signal receiving unit, used to receive driving mode information transmitted by the central control system; The vehicle signal data includes sensor signal data and driving signal data.

4. The domain control system according to claim 1, characterized in that: The first signal data includes vehicle speed signal data, wheel speed signal data, longitudinal acceleration data, lateral acceleration data, yaw angular velocity data, steering wheel angle data, steering wheel angle rate data, and road surface feature data. Determining the vehicle state parameter according to the first signal data and the driving mode information includes: According to the steering wheel angle data and the steering wheel angle rate data, the vehicle status under different driving conditions on different road surfaces is identified, and the reference vehicle speed is determined, and the road surface status and adhesion coefficient are determined according to the road surface characteristic data; Determine the wheel slip rate and the target yaw rate according to the vehicle speed signal data and the wheel speed signal data; The road surface characteristics in front of the wheel are determined based on the steering wheel angle data, the reference vehicle speed, and the road surface characteristic data.

5. The domain control system according to claim 1, characterized in that: The chassis execution module includes: A communication unit, used for receiving control instructions from the controller; A controller control unit, used to control the vehicle controller according to the controller control instruction; The vehicle controller includes shock absorbers, air springs, rear-wheel steering controller, active stabilizer bar, electronic brake controller, parking caliper controller, front axle drive motor controller and rear axle drive motor controller.

6. The domain control system according to claim 1, characterized in that: The vehicle comfort control unit comprises: The vertical control subunit is used to control the air spring in the chassis execution module and output vertical control instructions to adjust the height of the vehicle; The lateral control subunit is used to control the shock absorber, rear wheel steering controller and active stabilizer bar in the chassis execution module, and output lateral control instructions to adjust the roll amplitude of the vehicle when driving on a curve; The longitudinal control subunit is used to control the shock absorber and the electronic brake controller in the chassis execution module, and send longitudinal drive control instructions to the vehicle drive control unit, output longitudinal control instructions and longitudinal braking torque control parameters to adjust the vertical stability of the vehicle body when the vehicle is driving in a straight line; The value-added control subunit is used to control the electronic brake controller in the chassis execution module and output the value-added braking torque control parameter to perform at least one of automatic parking, steep slope assistance, active deceleration, brake warning and active braking; The parking control subunit is used to control the parking caliper controller in the chassis execution module and output a parking control instruction to control the clamping of the parking caliper; The first braking torque control parameter includes a longitudinal braking torque control parameter and a value-added braking torque control parameter; The vehicle comfort control command includes at least one of a vertical control command, a lateral control command, a longitudinal control command and a parking control command.

7. The domain control system according to claim 6, characterized in that: The vehicle comfort control unit also includes: The shock absorber damping arbitration subunit is used to perform shock absorber damping arbitration on the lateral shock absorber damping control parameters output by the lateral control subunit and the longitudinal shock absorber damping control parameters output by the longitudinal control subunit to obtain the shock absorber damping control instructions.

8. The domain control system according to claim 2, characterized in that: The vehicle driving control unit further includes, before obtaining the target driving torque initial value based on the driving mode information matching and performing driving torque distribution and energy recovery according to the driving mode information, the target driving torque initial value, the third signal data and at least one vehicle state parameter: Whether the vehicle drive wheel is in a slipping state is determined based on the wheel slip rate in the received vehicle state parameters. If in a slipping state, the slipping drive torque distribution amount is determined based on the slip rate table lookup, and torque is distributed to the front axle drive motor controller and the rear axle drive motor controller in the chassis execution module based on the slipping drive torque distribution amount.

9. The domain control system according to any one of claims 1 to 8, characterized in that: The domain control system further includes: The bus module, including the network bus and hard wire, is used to connect the external signal module, the vehicle control module and the chassis execution module.

10. The domain control system according to any one of claims 1 to 8, characterized in that: The driving mode information includes conventional driving mode control information and customized driving mode.

11. A vehicle, characterized in that: The vehicle comprises: A domain control system as claimed in any one of claims 1 to 8.

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