Vehicle control system and vehicle

Abstract

The application discloses a vehicle control system and a vehicle, and belongs to the technical field of vehicle control. The vehicle control system comprises a vehicle controller and a chassis control module. The vehicle controller is used for determining the road type according to the ratio of the sprung mass to the unsprung mass, the ratio of the suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system and the real-time driving speed of the vehicle at each road determination moment, and if the road types determined at continuous road determination moments are consistent in time sequence, the road type is switched to the road type determined at the continuous road determination moments, and the chassis control module is controlled according to the switched road type to adjust the attitude, damping and tire pressure of the vehicle. The technical scheme provided by the application does not rely on complex algorithms and does not need to additionally install hardware devices on the vehicle, so that the road recognition efficiency of the vehicle can be improved without increasing the hardware cost of the vehicle.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of vehicle control technology, and in particular to a vehicle control system and a vehicle. Background Art

[0002] Currently, vehicle electronic control is evolving from the traditional "independent, systematic, precise, and quantitative feedback control" stage to "entire vehicle control optimization and intelligent control." As vehicle intelligence levels gradually increase, active chassis control has become a standard feature, especially for off-road vehicles that require multiple road conditions.

[0003] However, the effectiveness of a vehicle's active chassis control is closely linked to its ability to effectively identify road surface changes. Most existing vehicles rely on traditional sensors such as cameras and radar, or external devices, to identify the road surface. This involves algorithms for image recognition and point cloud processing, but the execution speed and computational accuracy of these algorithms severely restrict the vehicle's road surface recognition efficiency. Furthermore, the need to install these sensors, external devices, and supporting controllers further increases vehicle hardware costs. Summary of the Invention

[0004] Embodiments of the present invention provide a vehicle control system and a vehicle, so as to improve the road surface recognition efficiency of the vehicle without increasing the hardware cost of the vehicle.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle control system, including a vehicle controller and a chassis control module;

[0006] The chassis control module is connected to the chassis CAN communication interface of the vehicle controller;

[0007] The vehicle controller is at least configured to, at a first road surface determination moment, determine a first suspension damping coefficient according to an initial road surface type, and further determine the first road surface type based on a ratio of sprung mass to unsprung mass, a ratio of the first suspension damping coefficient to twice the sprung mass, a root mean square value of the real-time relative displacement of the suspension system, and a real-time vehicle speed; and, at an Nth road surface determination moment, determine an Nth suspension damping coefficient according to a road surface type corresponding to an (N-1)th road surface determination moment, and further determine the Nth suspension damping coefficient based on a ratio of sprung mass to unsprung mass, a ratio of the Nth suspension damping coefficient to twice the sprung mass, and a real-time vehicle speed. determining an Nth road surface type based on the ratio, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; and, if the road surface type determined at any preceding road surface determination moment is different from the road surface types determined at multiple consecutive subsequent road surface determination moments after the preceding road surface determination moment, and the road surface types determined at the multiple consecutive subsequent road surface determination moments are consistent, switching the road surface type to the road surface type determined at the multiple consecutive subsequent road surface determination moments, and controlling the chassis control module to adjust the vehicle's posture, damping, and tire pressure based on the switched road surface type;

[0008] Wherein, N≥2 and N is a positive integer.

[0009] Optionally, the chassis control module includes a suspension controller;

[0010] The suspension controller is connected to the chassis CAN communication interface of the vehicle controller and is used to obtain at least a vehicle load signal, a displacement change signal of each suspension spring, a suspension damping state feedback signal, and a vehicle posture state feedback signal, and transmit the vehicle load signal, the displacement change signal of each suspension spring, the suspension damping state feedback signal, and the vehicle posture state feedback signal to the vehicle controller via the chassis CAN communication interface;

[0011] Furthermore,

[0012] The suspension controller is further configured to at least respond to a vehicle posture raising instruction from the vehicle controller, control the opening of a vehicle posture raising valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and close the vehicle posture raising valve after a corresponding amount of oil is pumped into the oil-gas springs through a corresponding first oil passage and the vehicle posture is raised to a vehicle posture height corresponding to the road surface type; and, in response to a vehicle posture lowering instruction from the vehicle controller, control the opening of a vehicle posture lowering valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and close the vehicle posture lowering valve after a corresponding amount of oil is returned to the oil cylinder through a corresponding second oil passage and the vehicle posture is lowered to a vehicle posture height corresponding to the road surface type;

[0013] In which, the suspension controller monitors the oil volume at least through multiple flow sensors, and\or monitors the relative displacement of the oil and gas springs of each wheel of the vehicle through multiple displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

[0014] Optionally, a damping valve is connected in series between the oil cylinder and the accumulator of each wheel of the vehicle, and the damping valve includes at least three damping sub-valves, each of the damping sub-valve controls a corresponding damping passage, and the aperture sizes of the damping passages are set differently, and each damping passage corresponds to a damping size;

[0015] The suspension controller is further configured to at least respond to a damping adjustment instruction from the vehicle controller and control the opening and closing of each damping sub-valve to open and close damping passages with different apertures, thereby achieving damping adjustment of the vehicle;

[0016] The vehicle controller is further configured to resolve the sprung mass based on the vehicle load signal; calculate the root mean square value of the real-time relative displacement of the suspension system based on the displacement change signals of the respective suspension springs; determine the compatibility of the suspension damping state feedback signal with the road surface type; and determine the consistency of the vehicle posture state feedback signal with the vehicle posture.

[0017] Optionally, the vehicle control system further comprises a power control module, and the power control module comprises a transmission controller;

[0018] The transmission controller is connected to the power CAN communication interface of the vehicle controller, and is at least used to obtain the real-time driving speed of the vehicle and send the real-time driving speed of the vehicle to the vehicle controller through the power CAN communication interface;

[0019] The chassis control module also includes a brake controller and an air charging and discharging controller;

[0020] The brake controller is connected to the vehicle controller via the chassis CAN communication interface, and is at least used to obtain wheel speed signals and send the wheel speed signals to the vehicle controller via the chassis CAN communication interface;

[0021] The inflation and deflation controller is connected to the chassis CAN communication interface of the vehicle controller, and is at least used to obtain tire pressure feedback signals and send the tire pressure feedback signals to the vehicle controller through the chassis CAN communication interface;

[0022] Furthermore,

[0023] The inflation and deflation controller is further configured to determine a target tire pressure range for each wheel of the vehicle based on the road type, the real-time driving speed of the vehicle, the vehicle load signal, and a preset tire pressure relationship; and, if the current tire pressure of each wheel of the vehicle is lower than a minimum value of the target tire pressure range, in response to a tire pressure increase instruction from the vehicle controller, control the opening of the inflation valve and the closing of the deflation valve until the current tire pressure reaches the target tire pressure range, and then close the inflation valve; and, if the current tire pressure of each wheel of the vehicle is higher than a maximum value of the target tire pressure range, in response to a tire pressure decrease instruction from the vehicle controller, control the opening of the deflation valve and the closing of the inflation valve until the current tire pressure reaches the target tire pressure range, and then close the deflation valve;

[0024] The vehicle controller is further configured to determine an inclusion relationship between the tire pressure feedback signal and the target tire pressure range; and to calibrate the wheel speed signal and the real-time vehicle speed according to a preset calibration logic.

[0025] Optionally, the vehicle control system further includes a comfort control module, an automatic driving controller and an in-vehicle information terminal;

[0026] The hard-wired input signal interface of the vehicle controller is at least used to access the slope signal and the driving mode switching switch signal; the power control module is connected to the power CAN communication interface of the vehicle controller; the comfort control module is connected to the comfort CAN communication interface of the vehicle controller; the automatic driving controller is respectively connected to the intelligent CAN communication interface and the intelligent Ethernet communication interface of the vehicle controller; the on-board information terminal is connected to the information CAN communication interface of the vehicle controller.

[0027] Optionally, the vehicle controller is further configured to generate a vehicle posture optimization instruction according to the slope signal, so that the suspension controller in the chassis control module controls the opening of a vehicle posture raising valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle in response to the vehicle posture optimization instruction of the vehicle controller, and closes the vehicle posture raising valve after a corresponding amount of oil is pumped into the oil-gas springs through a corresponding first oil circuit and the vehicle posture is raised to a vehicle posture height corresponding to the slope condition; or controls the opening of a vehicle posture lowering valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and closes the vehicle posture lowering valve after a corresponding amount of oil is returned to the oil cylinder through a corresponding second oil circuit and the vehicle posture is lowered to a vehicle posture height corresponding to the slope condition;

[0028] In which, the suspension controller monitors the oil volume through at least multiple flow sensors, and\or monitors the relative displacement of the oil and gas springs of each wheel of the vehicle through multiple displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

[0029] Optionally, the road surface type includes at least a highway road surface, an off-road road surface, and a dirt road surface;

[0030] When the road surface type is an off-road road surface or a dirt road surface, the vehicle controller is at least further used to output a differential lock locking signal through a hard-wired output signal interface to control the differential lock to enter a locked state when a single wheel or single bridge of the vehicle experiences an abnormal operating condition of slipping; and, after the abnormal operating condition is resolved, output a differential lock disengagement signal through the hard-wired output signal interface to control the differential lock to enter a disengaged state.

[0031] Optionally, the driving mode of the vehicle includes a manned driving mode and an unmanned driving mode; the vehicle controller is in the manned driving mode by default; when the vehicle controller recognizes that the driving mode switching switch signal is valid and receives an unmanned control enable signal sent by the automatic driving controller through the intelligent CAN communication interface and / or the intelligent Ethernet communication interface, the vehicle controller switches the driving mode of the vehicle to the unmanned driving mode, and then realizes the control of the driving function and non-driving function of the vehicle based on the control instruction of the automatic driving controller;

[0032] The manned driving mode includes a manual adjustment sub-mode and an automatic adjustment sub-mode; in the manual adjustment sub-mode, the vehicle controller responds to the control instructions issued by the driver through the on-board information terminal to realize manual control of the non-driving functions of the vehicle; in the automatic adjustment sub-mode, the vehicle controller automatically identifies the vehicle driving information and performs control on the non-driving functions of the vehicle based on the vehicle driving information.

[0033] Optionally, the chassis control module further includes a brake controller and a steering controller;

[0034] The first end of the brake controller is connected to the chassis CAN communication interface through a main CAN communication line, and the second end of the brake controller is connected to the chassis CAN communication interface through an auxiliary CAN communication line to improve the longitudinal control redundancy of the vehicle; the first end of the steering controller is connected to the chassis CAN communication interface, the second end of the steering controller is connected to the main motor, and the third end of the steering controller is connected to the redundant motor to improve the lateral control redundancy of the vehicle.

[0035] In a second aspect, an embodiment of the present invention further provides a vehicle that is integrated with at least the vehicle control system described in the first aspect.

[0036] An embodiment of the present invention provides a vehicle control system and a vehicle. Specifically, at the first road surface determination moment, the vehicle controller determines the first suspension damping coefficient according to the initial road surface type, and then determines the first road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the first suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; at the second road surface determination moment, the vehicle controller determines the second suspension damping coefficient according to the road surface type corresponding to the first road surface determination moment, and then determines the second road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the second suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; at the third road surface determination moment, the vehicle controller determines the second suspension damping coefficient according to the road surface type corresponding to the first road surface determination moment, and then determines the second road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the second suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; At the moment of judgment, the vehicle controller determines the third suspension damping coefficient according to the road surface type corresponding to the second road surface judgment moment, and further judges the third road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the third suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed; at the fourth road surface judgment moment, the vehicle controller determines the fourth suspension damping coefficient according to the road surface type corresponding to the third road surface judgment moment, and further judges the fourth road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the fourth suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed; and so on. As the road surface determination moment continues to advance, if the road surface type determined at any previous road surface determination moment is different from the road surface type determined at multiple consecutive road surface determination moments after the previous road surface determination moment, and the road surface type determined at multiple consecutive road surface determination moments remains consistent, the vehicle controller switches the road surface type to the road surface type determined at multiple consecutive road surface determination moments, and controls the chassis control module to adjust the vehicle's posture, damping and tire pressure according to the switched road surface type.

[0037] In view of this, since the parameters required by the vehicle controller to determine the road surface type during the aforementioned implementation (i.e., sprung mass, unsprung mass, the RMS value of the suspension system's real-time relative displacement, the suspension damping coefficient, and the vehicle's real-time driving speed) are all known quantities or can be directly obtained through the vehicle controller or the vehicle's own integrated sensors, the technical solution provided by the embodiment of the present invention does not rely on time-consuming algorithms such as image recognition and point cloud processing, which require iterative execution and calculation, nor does it require the installation of additional hardware equipment on the vehicle. This configuration, as in the embodiment of the present invention, can at least improve the vehicle's road surface recognition efficiency without increasing the vehicle's hardware costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 This is a schematic structural diagram of a vehicle control system provided by an embodiment of the present invention;

[0040] Figure 2 This is a schematic diagram of an interface display of an in-vehicle information terminal provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0041] To make the objectives, technical solutions, and advantages of this application more clear, this application will be further described in detail below with reference to the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

[0042] The terms used in the examples of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms "a," "the," and "the" used in the examples of this application and the appended claims are also intended to include plural forms, and unless the context clearly indicates otherwise, "a plurality" generally includes at least two.

[0043] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0044] It should be understood that although the terms first, second, third, etc. may be used to describe in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, without departing from the scope of the embodiments of the present application, the first may also be referred to as the second, and similarly, the second may also be referred to as the first.

[0045] As used herein, the words "if" and "if" may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting," depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to the determination" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)," depending on the context.

[0046] It should also be noted that the terms "include," "comprises," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a product or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such product or device. In the absence of further limitations, an element defined by the phrase "comprises a..." does not exclude the presence of other identical elements in the product or device comprising the element.

[0047] It should be noted in particular that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0048] Figure 1 FIG. 1 is a schematic diagram of a vehicle control system provided by an embodiment of the present invention. Figure 1 As shown, the vehicle control system includes a vehicle controller 101 and a chassis control module q.

[0049] The chassis control module q is connected to the chassis CAN communication interface 402 of the vehicle controller 101;.

[0050] The vehicle controller 101 is at least configured to, at the first road surface determination moment, determine the first suspension damping coefficient according to the initial road surface type, and then determine the first suspension damping coefficient based on the ratio of sprung mass to unsprung mass, the ratio of the first suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed (i.e., Figure 1determining a first road surface type based on a vehicle speed signal 4011 in the vehicle speed signal 4011); and, at an Nth road surface determination moment, determining an Nth suspension damping coefficient according to the road surface type corresponding to the (N-1)th road surface determination moment, and further determining the Nth road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the Nth suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed; and, if the road surface type determined at any preceding road surface determination moment is different from the road surface type determined at a plurality of consecutive subsequent road surface determination moments after the preceding road surface determination moment, and the road surface type determined at the plurality of consecutive subsequent road surface determination moments is consistent, switching the road surface type to the road surface type determined at the plurality of consecutive subsequent road surface determination moments, and controlling the chassis control module q to adjust the vehicle's posture, damping, and tire pressure based on the switched road surface type.

[0051] Wherein, N≥2 and N is a positive integer.

[0052] In addition, the road surface determination moment may refer to the specific moment at which the vehicle needs to determine the type of road surface it is on. Multiple road surface determination moment settings can be adaptively configured based on the vehicle's actual driving conditions, such as equal time interval settings, equal vehicle travel distance settings, random settings, etc. Specifically, equal time interval settings may mean that the interval between two adjacent road surface determination moments is a fixed time, which may be set to 1 minute, for example; equal vehicle travel distance settings may mean that when the vehicle is traveling at a non-uniform speed, the distance traveled by the vehicle in different intervals between two adjacent road surface determination moments is equal, which may be set to 500 meters, for example; and random settings may mean that regardless of whether the vehicle is traveling at a uniform or non-uniform speed, the time interval between two adjacent road surface determination moments may be fixed or non-fixed.

[0053] In a specific embodiment, optionally, the road surface type includes at least a highway road surface, an off-road road surface, and a dirt road surface. Here, the road surface type may specifically refer to an initial road surface type, a first road surface type, an Nth road surface type, etc. It is understandable that the vehicle controller 101 may parameterize the road surface type as a road surface undulation, and the road surface undulation may be in a one-to-one correspondence with the road surface type and the suspension damping coefficient (specifically, the correspondence between the road surface type, the road surface undulation, and the suspension damping coefficient may be presented in the form of a table, a curve, a formula, etc.). For example, when the road surface type is a highway road surface, the suspension damping coefficient is X, and the absolute value of the road surface undulation is not greater than 10 -5 When the road surface type is off-road, the suspension damping coefficient is Y, and the absolute value of the road surface undulation is (10 -5 , 10 -4 ) range; when the road surface type is soil road surface, the suspension damping coefficient is Z, and the absolute value of the road surface undulation is not less than 10 -4.

[0054] As can be seen, sprung mass can refer to the total mass carried by elastic components in a vehicle (e.g., chassis frame, springs, shock absorbers, etc.); unsprung mass can refer to the sum of the masses of various components extending from the suspension arm or elastic component to the wheel, and the unsprung mass is determined upon vehicle design completion; the suspension damping coefficient can refer to the ratio between the damping force of the vehicle's suspension system and the critical damping force; and the root mean square value of the real-time relative displacement of the suspension system can refer to the specific value obtained by squaring, averaging, and then taking the square root of the real-time relative displacement of the suspension system. It is understood that the sprung mass, the real-time relative displacement of the suspension system, and the real-time vehicle speed can be obtained via the vehicle's integrated pressure sensors, displacement sensors, and speed sensors. The first suspension damping coefficient can be obtained by the vehicle controller 101 based on the road surface type at the first road surface determination time through a table lookup, curve query, formula calculation, or the like.

[0055] Road surface roughness (i.e., road type) can be functionally related to the ratio of sprung mass to unsprung mass, the ratio of the suspension damping coefficient to twice the sprung mass, the root mean square (RMS) value of the suspension system's real-time relative displacement, and the vehicle's real-time speed. In other words, assuming the road surface roughness is a, the ratio of sprung mass to unsprung mass is b, the ratio of the suspension damping coefficient to twice the sprung mass is c, the RMS value of the suspension system's real-time relative displacement is s, and the vehicle's real-time speed is v, then s = f(a, b, c, v). It will be appreciated that since the parameters of components such as the suspension and springs vary from vehicle to vehicle, and since parameters such as sprung mass are also related to the amount of passengers or cargo carried by the vehicle, the specific functional expression of s = f(a, b, c, v) can be adjusted based on the actual vehicle application and is not specifically limited in this embodiment.

[0056] In addition, it is assumed that the front road surface determination time is t1, and the multiple rear road surface determination times are t2, t3, t4, t5, t6 and t7, and the vehicle controller 101 determines that the road surface type is a highway road surface at time t1, the vehicle controller 101 determines that the road surface type is an off-road road surface at time t2, the vehicle controller 101 determines that the road surface type is an off-road road surface at time t3, the vehicle controller 101 determines that the road surface type is an off-road road surface at time t4, the vehicle controller 101 determines that the road surface type is a dirt road surface at time t5, the vehicle controller 101 determines that the road surface type is an off-road road surface at time t6, and the vehicle controller 101 If the road surface type is determined to be a dirt road surface at time t7, then at time t4, the vehicle controller 101 has identified that the road surface type at time t1 (equivalent to the front road surface determination time) is a highway road surface, and the road surface types at times t2, t3, and t4 (equivalent to multiple rear road surface determination times; it can be understood that the specific number of rear road surface determination times can be any) are changed to off-road road surfaces. At this time, the vehicle controller 101 can switch the road surface type from a highway road surface to an off-road road surface, and then control the chassis control module q to adjust parameters such as the vehicle's posture, damping, and tire pressure according to the vehicle's driving characteristics on the off-road road surface.

[0057] Similarly, at time t6, the vehicle controller 101 has already identified the road type at time t4 (equivalent to the preceding road type determination moment) as off-road, and the road types at times t5, t6, and t7 (equivalent to multiple subsequent road type determination moments) as not all dirt roads. At this point, the vehicle controller 101 still controls the chassis control module q to adjust parameters such as the vehicle's attitude, damping, and tire pressure based on the vehicle's driving characteristics on the off-road surface. Obviously, as configured in this embodiment, the vehicle controller 101 only switches the chassis control mode after it has determined the same road type multiple times (this example uses only three, but in other embodiments, it could be four, five, or other modes). This effectively avoids the situation where the vehicle switches chassis control modes continuously while driving on different road types, thereby improving the service life of the vehicle chassis.

[0058] For example, the workflow of the vehicle control system provided in this embodiment may be specifically as follows:

[0059] At the first road surface determination moment, the vehicle controller 101 determines the first suspension damping coefficient according to the initial road surface type, and further determines the first road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the first suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; at the second road surface determination moment, the vehicle controller 101 determines the second suspension damping coefficient according to the road surface type corresponding to the first road surface determination moment, and further determines the second road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the second suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time driving speed of the vehicle; at the third road surface determination moment, At the second road surface determination moment, the vehicle controller 101 determines the third suspension damping coefficient according to the road surface type corresponding to the second road surface determination moment, and further determines the third road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the third suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed; at the fourth road surface determination moment, the vehicle controller 101 determines the fourth suspension damping coefficient according to the road surface type corresponding to the third road surface determination moment, and further determines the fourth road surface type based on the ratio of sprung mass to unsprung mass, the ratio of the fourth suspension damping coefficient to twice the sprung mass, the root mean square value of the real-time relative displacement of the suspension system, and the real-time vehicle speed; and so on. As the road surface determination time continues to advance, if the road surface type determined at any previous road surface determination time is different from the road surface type determined at multiple consecutive road surface determination times after the previous road surface determination time, and the road surface type determined at multiple consecutive road surface determination times remains consistent, the vehicle controller 101 switches the road surface type to the road surface type determined at multiple consecutive road surface determination times, and controls the chassis control module q to adjust the vehicle's posture, damping and tire pressure according to the switched road surface type.

[0060] In view of this, since the parameters required by the vehicle controller to determine road surface type in the aforementioned vehicle control system workflow (i.e., sprung mass, unsprung mass, the RMS value of the suspension system's real-time relative displacement, the suspension damping coefficient, and the vehicle's real-time driving speed) are all known quantities or can be directly obtained through the vehicle controller or the vehicle's integrated sensors, the technical solution provided by this embodiment does not rely on time-consuming algorithms such as image recognition and point cloud processing, which require iterative execution and calculation, nor does it require the installation of additional hardware equipment on the vehicle. This configuration, as in this embodiment, can at least improve the vehicle's road surface recognition efficiency without increasing the vehicle's hardware costs.

[0061] Based on the above embodiments or implementations, the following describes at least the specific process of adjusting the vehicle posture, damping and tire pressure by the vehicle control system, which does not limit the present invention. Figure 1Optionally, the chassis control module q includes a suspension controller 106 .

[0062] The suspension controller 106 is connected to the chassis CAN communication interface 402 of the vehicle controller 101, and is used to at least obtain the vehicle load signal, the displacement change signal of each suspension spring, the suspension damping state feedback signal and the vehicle posture state feedback signal, and send the vehicle load signal, the displacement change signal of each suspension spring, the suspension damping state feedback signal and the vehicle posture state feedback signal to the vehicle controller 101 through the chassis CAN communication interface.

[0063] Furthermore, the suspension controller 106 is at least used to respond to the vehicle posture raising instruction of the whole vehicle controller 101, control the opening of the vehicle posture raising valve connected between the oil cylinder and the oil and gas springs of each wheel of the vehicle, and close the vehicle posture raising valve after the corresponding amount of oil is pumped into the oil and gas spring through the corresponding first oil circuit and the vehicle posture is raised to the vehicle posture height under the corresponding road type; and, in response to the vehicle posture lowering instruction of the whole vehicle controller 101, control the opening of the vehicle posture lowering valve connected between the oil cylinder and the oil and gas springs of each wheel of the vehicle, and close the vehicle posture lowering valve after the corresponding amount of oil is returned to the oil cylinder through the corresponding second oil circuit and the vehicle posture is lowered to the vehicle posture height under the corresponding road type.

[0064] The suspension controller 106 monitors the oil volume at least through multiple flow sensors, and / or detects the relative displacement of the oil and gas springs of each wheel of the vehicle through multiple displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

[0065] Optionally, a damping valve is connected in series between the oil cylinder and the accumulator of each wheel of the vehicle. The damping valve includes at least three damping sub-valves, each damping sub-valve controls a damping passage, the aperture sizes of each damping passage are set differently, and each damping passage corresponds to a damping size.

[0066] The suspension controller 106 is at least further configured to respond to the damping adjustment command from the vehicle controller 101 and control the opening and closing of each damping sub-valve to open and close damping passages with different apertures, thereby achieving damping adjustment of the vehicle;

[0067] The vehicle controller 101 is also specifically used to parse the sprung mass based on the vehicle load signal; and, based on the displacement change signal of each suspension spring, calculate the root mean square value of the real-time relative displacement of the suspension system; and, determine the adaptability of the suspension damping state feedback signal and the road surface type; and, determine the consistency of the vehicle posture state feedback signal and the vehicle posture.

[0068] Optionally, the vehicle control system further includes a power control module p, which includes a transmission controller 103 .

[0069] The transmission controller 103 is connected to the power CAN communication interface 401 of the vehicle controller 101 and is at least used to obtain the real-time vehicle speed and send the real-time vehicle speed to the vehicle controller 101 through the power CAN communication interface.

[0070] The chassis control module q also includes a brake controller 108 and an air charging and discharging controller 107 .

[0071] The brake controller 108 is connected to the vehicle controller 101 via the chassis CAN communication interface 402 , and is at least used to obtain the wheel speed signal 4022 and send the wheel speed signal 4022 to the vehicle controller 101 via the chassis CAN communication interface.

[0072] The inflation and deflation controller 107 is connected to the chassis CAN communication interface 402 of the vehicle controller 101 and is at least used to obtain tire pressure feedback signals and send the tire pressure feedback signals to the vehicle controller 101 through the chassis CAN communication interface 402 .

[0073] Furthermore, the inflation and deflation controller 107 is at least used to determine the target tire pressure range of each wheel of the vehicle based on the road type, the real-time driving speed of the vehicle, the vehicle load signal 4021 and the preset tire pressure relationship; and, if the current tire pressure of each wheel of the vehicle is lower than the minimum value of the target tire pressure range, then in response to the tire pressure increase instruction of the vehicle controller 101, the inflation valve is controlled to be opened and the deflation valve is closed until the current tire pressure reaches the target tire pressure range, and the inflation valve is closed; and, if the current tire pressure of each wheel of the vehicle is higher than the maximum value of the target tire pressure range, then in response to the tire pressure reduction instruction of the vehicle controller 101, the deflation valve is controlled to be opened and the inflation valve is closed until the current tire pressure reaches the target tire pressure range, and the deflation valve is closed.

[0074] The vehicle controller 101 is further specifically configured to determine the inclusion relationship between the tire pressure feedback signal 4025 and the target tire pressure range; and to calibrate the wheel speed signal 4022 and the vehicle's real-time driving speed according to a preset calibration logic.

[0075] Among them, the vehicle posture raising command, damping adjustment command, tire pressure raising command, tire pressure lowering command, etc. can all be CAN signals; the vehicle posture raising valve, vehicle posture lowering valve, damping sub-valve, inflation valve and deflation valve, etc. can use solenoid valves; the amount of oil inlet or outlet of the oil and gas springs of each wheel of the vehicle corresponding to different vehicle posture adjustment scenarios can be adaptively adjusted according to the parameters of the vehicle posture to be raised and lowered; the flow sensor can use any flow sensor that can measure the oil amount; the displacement sensor can use any displacement sensor that can measure the stroke of the oil and gas spring.

[0076] To achieve vehicle posture adjustment under different road conditions and enhance the user's driving comfort, a vehicle posture raising valve, a vehicle posture lowering valve, a flow sensor, and a displacement sensor are added between the oil cylinder and the oil and gas springs of each wheel of the vehicle (the oil and gas springs of each wheel of the vehicle can share a single oil cylinder, and the first and second oil circuits between the oil cylinder and the oil and gas springs of each wheel of the vehicle can be separately provided. An oil pump can be provided in the first oil circuit to pump oil into the oil and gas spring through the corresponding first oil circuit). For example, when the vehicle posture needs to be raised, for a certain wheel of the vehicle, the oil and gas spring system controls the vehicle posture raising valve corresponding to that wheel to open. At this time, oil is pumped into the oil and gas spring corresponding to that wheel through the first oil circuit corresponding to that wheel. When the suspension controller monitors the oil inflow into the oil and gas spring through the first flow sensor and detects that the oil inflow into the oil and gas spring reaches the first oil volume, or when the first displacement sensor detects that the oil and gas spring displacement has risen to the vehicle posture height corresponding to the road type, the vehicle posture raising valve is closed. By integrating the raising and lowering adjustments of the oil and gas springs corresponding to all the tires of the vehicle, closed-loop precise control of the vehicle posture raising can be achieved. On the contrary, when the vehicle posture needs to be lowered, the suspension controller controls the vehicle posture lowering valve corresponding to the wheel to open. At this time, the oil flows back from the oil-gas spring to the oil cylinder through the second oil circuit corresponding to the wheel. The suspension controller monitors the spring oil output through the second flow sensor to reach the second oil volume, and\or when the second displacement sensor detects that the displacement of the oil-gas spring drops to the vehicle posture height corresponding to the road type, the vehicle posture lowering valve is closed. The lifting and lowering adjustments of the oil-gas springs corresponding to all the tires of the vehicle can realize closed-loop precise control of the vehicle posture lowering.

[0077] In addition, to achieve the damping adjustment function under different road types, a damping valve can be connected in series between the oil cylinder (the oil cylinder can be the same oil cylinder involved in the aforementioned oil-gas spring adjustment process) and the accumulator of each wheel of the vehicle. The damping valve includes at least three damping sub-valves, and the three damping sub-valves respectively control three damping passages with different apertures (the damping passages can be distinguished from the aforementioned first oil passage and second oil passage settings). Each damping passage with a different aperture corresponds to a damping. By controlling the opening and closing of the damping sub-valves, the opening and closing of the damping passages with different apertures can be achieved, thereby achieving different damping adjustments. Specifically, the aperture size of each damping passage can be adjusted accordingly according to the actual application requirements of the vehicle.

[0078] Normally, the tire pressure of a vehicle's tires is closely related to the road type, vehicle load, and driving speed. If the road type remains unchanged, the greater the load and the higher the driving speed, the greater the required tire pressure. In order to adjust the tire pressure under different road types, the inflation and deflation controller 107 can determine the target tire pressure range of each wheel of the vehicle based on the road type, the real-time driving speed of the vehicle, the vehicle load signal 4021, and the preset tire pressure relationship (the preset tire pressure relationship can be measured through preliminary experiments, which can be, but is not limited to, in the form of a MAP diagram, and the target tire pressure range can at least be obtained by the inflation and deflation controller 107 through a MAP table lookup); if the current tire pressure of a wheel of the vehicle is lower than the minimum value of the target tire pressure range corresponding to the wheel, then in response to the tire pressure increase instruction of the vehicle controller 101, the inflation and deflation controller 107 controls The inflation valve is opened and the deflation valve is closed until the current tire pressure corresponding to the wheel is within the target tire pressure range, and then the inflation valve is closed to maintain the current tire pressure. If the current tire pressure corresponding to the other wheel of the vehicle is higher than the maximum value of its corresponding target tire pressure range, then in response to the tire pressure reduction instruction from the vehicle controller 101, the inflation and deflation controller 107 controls the deflation valve to open and close the inflation valve until the current tire pressure corresponding to the other wheel of the vehicle reaches the target tire pressure range, and then closes the deflation valve to maintain the current tire pressure. Based on this, the tire pressure of all tires of the vehicle is adaptively adjusted to enable the vehicle to adapt to the corresponding road type requirements. Of course, in some specific embodiments, relevant parameters of the vehicle tires (such as tire model, tire material, etc.) can also be included in the parameter consideration range when the inflation and deflation controller 107 determines the tire pressure range. That is, to adjust the tire pressure under different road types, the inflation and deflation controller 107 can determine the target tire pressure range based on the vehicle tire parameters, road type, vehicle real-time driving speed, vehicle load signal 4021 and preset tire pressure relationship.

[0079] For example, Table 1 shows a partial correspondence between a single wheel load and tire pressure of a vehicle using a certain type of tire on an off-road surface when the speed limit is 60 km / h.

[0080] Table 1

[0081]

[0082] Furthermore, vehicle load signal 4021 can be identified by the pressure sensor and uploaded to vehicle controller 101 via the suspension controller. Because the unsprung mass is determined at the outset of vehicle design, vehicle load signal 4021 represents only the sprung mass. Therefore, vehicle controller 101 can directly derive the sprung mass based on vehicle load signal 4021.

[0083] It can be seen that in addition to the method of directly measuring the real-time relative displacement of the suspension system through the aforementioned displacement sensor, in actual vehicle applications, the deformation of the suspension spring is related to the spring load pressure and oil temperature. This embodiment can also use multiple pressure sensors and temperature sensors to collect the pressure and temperature changes of each suspension spring, so as to deduce the spring deformation based on the physical characteristics of the suspension spring, and then calculate the real-time relative displacement of the suspension system.

[0084] It can be understood that the suspension damping state feedback signal 4023, the vehicle posture state feedback signal 4024, and the tire pressure feedback signal 4025 are used to represent the real-time changes in the suspension damping, vehicle posture, and tire pressure in the vehicle, respectively. Specifically, the vehicle controller 101 can determine whether the suspension damping at this time is suitable for the current road type based on the suspension damping state feedback signal 4023 by looking up tables, looking up curves, formula calculations, etc. If not, the suspension controller 106 will continue to change the opening and closing states of each damping sub-valves until the suspension damping is adapted to the current road type; the vehicle controller 101 can also determine whether the vehicle suspension control is in place through the vehicle posture state feedback signal 4024. If not, the suspension controller 106 will continue to adjust the oil-gas spring system until the vehicle posture is in place; the vehicle controller 101 is also used to analyze the current tire pressure based on the tire pressure feedback signal 4025. If the current tire pressure is not within the target tire pressure range, the inflation and deflation controller 107 will continue to control the inflation and deflation system to perform opening and closing operations on the inflation valve and / or deflation valve until the current tire pressure enters the target tire pressure range.

[0085] The preset calibration logic can be set accordingly based on vehicle characteristics, sensor measurement accuracy, etc. The real-time driving speed of the vehicle mentioned in this embodiment may refer to the vehicle speed calculated based on the transmission output shaft speed, rear axle speed ratio, and tire radius, and the wheel speed signal may refer to the vehicle speed calculated based on the wheel speed and tire radius. It can be understood that both are relatively accurate when the actual driving speed of the vehicle exceeds 5km / h. Although the accuracy of the wheel speed signal is higher, for road type identification, the accuracy of both speed signals meets the vehicle requirements. When the speed signal (i.e., the real-time driving speed of the vehicle) sent by the transmission controller 103 is lost or the real-time driving speed of the vehicle is obviously abnormal due to signal interference, the vehicle controller 101 can use the wheel speed signal instead of the real-time driving speed of the vehicle to judge the road type.

[0086] In summary, this embodiment can realize the adaptive adjustment of vehicle posture, damping and tire pressure through the interaction of controllers such as the vehicle controller, suspension controller, inflation and deflation controller, transmission controller, brake controller, and signal input components such as pressure sensor, displacement sensor, flow sensor, vehicle speed sensor, oil temperature sensor, and actuators such as damping valve, vehicle posture raising valve, vehicle posture lowering valve, inflation valve, and deflation valve, which is conducive to improving the coordination of vehicle control. At the same time, the technical solution provided by this application does not rely on algorithms such as image recognition and point cloud processing that require time-consuming iteration and calculation, nor does it require additional hardware equipment to be installed on the vehicle. Therefore, it can improve the vehicle's road recognition efficiency without increasing the vehicle's hardware cost.

[0087] Based on the above embodiments or implementations, the following will at least describe the slope vehicle posture optimization, differential lock control and vehicle driving mode of the vehicle control system, which is not intended to limit the present invention. Figure 1 Optionally, the vehicle control system also includes a comfort control module h, an automatic driving controller 114 and an in-vehicle information terminal 113.

[0088] The hard-wired input signal interface of the vehicle controller 101 is at least used to access the slope signal 213 and the driving mode switching switch signal 211; the power control module p is connected to the power CAN communication interface 401 of the vehicle controller 101; the comfort control module h is connected to the comfort CAN communication interface 403 of the vehicle controller 101; the automatic driving controller 114 is respectively connected to the intelligent CAN communication interface 405 and the intelligent Ethernet communication interface 406 of the vehicle controller 101; the on-board information terminal 113 is connected to the information CAN communication interface 404 of the vehicle controller 101.

[0089] Optionally, the vehicle controller 101 is also used to generate a vehicle posture optimization instruction based on the slope signal 213, so that the suspension controller 106 in the chassis control module q responds to the vehicle posture optimization instruction of the vehicle controller 101, controls the opening of the vehicle posture raising valve connected between the oil cylinder and the oil and gas springs of each wheel of the vehicle, and closes the vehicle posture raising valve after a corresponding amount of oil is pumped into the oil and gas spring through the corresponding first oil circuit and the vehicle posture is raised to the vehicle posture height under the corresponding slope conditions; or controls the opening of the vehicle posture lowering valve connected between the oil cylinder and the oil and gas springs of each wheel of the vehicle, and closes the vehicle posture lowering valve after a corresponding amount of oil is returned to the oil cylinder through the corresponding second oil circuit and the vehicle posture is lowered to the vehicle posture height under the corresponding slope conditions.

[0090] The suspension controller 106 monitors the oil volume at least through a plurality of flow sensors, and / or detects the relative displacement of the oil and gas springs of each wheel of the vehicle through a plurality of displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

[0091] Optionally, when the road surface type is an off-road road surface or a dirt road surface, the vehicle controller 101 is at least further used to output a differential lock locking signal through the hard-wired output signal interface 30 to control the differential lock to enter a locked state when the vehicle has an abnormal working condition where a single wheel or a single bridge slips; and, after the abnormal working condition is resolved, output a differential lock disengagement signal through the hard-wired output signal interface 30 to control the differential lock to enter a disengaged state.

[0092] Optionally, the driving mode of the vehicle includes a manned driving mode and an unmanned driving mode; the vehicle controller 101 is in the manned driving mode by default; when the vehicle controller 101 recognizes that the driving mode switching switch signal 211 is valid, and receives the unmanned control enable signal ( Figure 1 The example shows that the intelligent CAN communication interface 405 corresponds to the unmanned control enable signal 4051, and the intelligent Ethernet communication interface 406 corresponds to the unmanned control enable signal 4061. When the vehicle controller 101 switches the vehicle's driving mode to the unmanned driving mode, and then realizes the control of the vehicle's driving function and non-driving function based on the control instructions of the automatic driving controller 114.

[0093] The manned driving mode includes a manual adjustment sub-mode and an automatic adjustment sub-mode; in the manual adjustment sub-mode, the vehicle controller 101 responds to the control instructions issued by the driver through the on-board information terminal 113 to realize manual control of the vehicle's non-driving functions; in the automatic adjustment sub-mode, the vehicle controller 101 automatically identifies the vehicle driving information and controls the vehicle's non-driving functions based on the vehicle driving information.

[0094] Optionally, the chassis control module q further includes a brake controller 108 and a steering controller 109 .

[0095] The first end of the brake controller 108 is connected to the chassis CAN communication interface 402 through the main CAN communication line 402.1, and the second end of the brake controller 108 is connected to the chassis CAN communication interface 402 through the auxiliary CAN communication line 402.2 to improve the longitudinal control redundancy of the vehicle; the first end of the steering controller 109 is connected to the chassis CAN communication interface 402, the second end of the steering controller 109 is connected to the main motor 1091, and the third end of the steering controller 109 is connected to the redundant motor 1092 to improve the lateral control redundancy of the vehicle.

[0096] The power control module p may specifically include an engine controller 102 , a transmission controller 103 , a shift handle 104 and a combination meter 105 . The comfort control module h includes a main body controller 110 , a front body controller 111 and a rear body controller 112 .

[0097] The hard-wired input signal interface of the vehicle controller 101 can also be used to access the ignition switch signal 201, the accelerator pedal signal 202, the brake pedal signal 203, the parking switch signal 204, the differential lock switch signal 205, the off-road cruise switch signal 206, the wading switch signal 207, the auxiliary brake switch signal 208, the differential lock indicator light switch signal 209 and the air conditioning request switch signal 210, so that the vehicle controller 101 can execute the vehicle ignition start, acceleration, braking or deceleration, parking in place, opening or closing the differential lock, enabling the vehicle off-road cruise function, enabling the vehicle wading protection function, enabling the vehicle auxiliary braking function, opening or closing the differential lock indicator light, opening or closing the air conditioning and other programs based on the above signals. The hard-wired output signal interface 30 of the vehicle controller 101 can also be used to output a starter control signal 301, a differential lock control signal 302 (i.e., the aforementioned differential lock locking signal and differential lock disengagement signal), a cooling fan control signal 303, etc., so that other components or systems of the vehicle can correspondingly execute operations such as starter torque output, disengaging or locking the differential lock, and turning on or off the cooling fan. Of course, in some specific embodiments, the hard-wired input signal interface of the vehicle controller 101 can also be used to access the three-axis acceleration signal 212, the geomagnetic direction signal ( Figure 1 (not shown) etc., to maintain normal vehicle driving or user personalized needs, which will not be repeated.

[0098] As can be seen, slope signal 213 can be used as a reference signal for the vehicle controller 101 to adjust the vehicle's posture when the vehicle is on a side slope for an extended period of time, thereby further improving driving comfort for the user or passenger. To achieve vehicle posture adjustment at different slopes, the vehicle controller 101 generates a posture optimization instruction (the signal type of which can be a CAN signal) based on slope signal 213 (which can specifically be an angle value). When the vehicle posture needs to be raised, for a certain wheel of the vehicle, the suspension controller 106 controls the vehicle posture raising valve corresponding to the wheel to open. At this time, oil is pumped into the oil-gas spring through the third oil circuit corresponding to the wheel (the third oil circuit can exist independently of the aforementioned first oil circuit, or can be the same oil circuit as the first oil circuit). The suspension controller monitors through the third flow sensor that the oil inflow into the oil-gas spring reaches the third oil volume, and\or the third displacement sensor detects the change in the stroke of the oil-gas spring (if the third oil circuit exists independently of the first oil circuit, the third flow sensor is set independently of the aforementioned first flow sensor, and the third displacement sensor is set independently of the aforementioned first displacement sensor; if the third oil circuit and the first oil circuit are the same oil circuit, the third flow sensor is the first flow sensor, and the third displacement sensor is the first displacement sensor). After determining that the vehicle posture has risen to the vehicle posture height under the corresponding slope conditions, the vehicle posture raising valve is closed, and so on. The comprehensive lifting and lowering adjustments of the oil-gas springs corresponding to all tires of the vehicle can realize closed-loop precise control of the vehicle posture raising on a slope. On the contrary, when the vehicle posture needs to be lowered, the suspension controller 106 controls the vehicle posture lowering valve corresponding to the wheel to open. At this time, the oil flows back from the oil-gas spring to the oil cylinder through the fourth oil circuit corresponding to the wheel (the fourth oil circuit can exist independently of the aforementioned second oil circuit, or it can be the same oil circuit as the second oil circuit). The oil-gas spring system monitors the spring oil output through the fourth flow sensor to reach the fourth oil volume, and\or the fourth displacement sensor detects the change in the oil-gas spring stroke (if the fourth oil circuit exists independently of the second oil circuit, the fourth flow sensor exists independently of the aforementioned second flow sensor, and the fourth displacement sensor is set independently of the aforementioned second displacement sensor; if the fourth oil circuit and the second oil circuit are the same oil circuit, the fourth flow sensor is the second flow sensor, and the fourth displacement sensor is the second displacement sensor). After determining that the vehicle posture has dropped to the vehicle posture height under the corresponding slope conditions, the vehicle posture lowering valve is closed. In this way, the lifting and lowering adjustments of the oil-gas springs corresponding to all tires of the vehicle can realize closed-loop precise control of the vehicle posture lowering on a slope. It is understandable that, in general, the vehicle posture adjustment caused by slope changes is weaker than the vehicle posture adjustment caused by sudden changes in road type. Therefore, compared with the first and second oil quantities, the third and fourth oil quantities are usually smaller, and most of them are fine-tuning of the oil quantity.

[0099] On highways, vehicle control focuses more on maneuverability. When the driver accelerates or decelerates, the vehicle responds sensitively, decreasing speed and increasing torque at low speeds, while decreasing torque and increasing speed at high speeds. On dirt roads, vehicle start-up and escape are key priorities. The vehicle's response to driver acceleration and deceleration is relatively slow. Because dirt roads primarily involve low speeds, vehicle control prioritizes high torque and low speed. Simultaneously, the vehicle controller 101 automatically locks the differential lock. This ensures superior pit escape capability in the event of single-wheel or single-axle slippage. On off-road surfaces, torque and speed requirements lie between highway and dirt roads, and vehicle speeds are moderate to low. To balance torque and speed, the differential lock can be automatically controlled based on the vehicle's operating conditions. It locks only when abnormal operating conditions, such as single-wheel or single-axle slip, occur. Once the abnormal condition is resolved, the differential lock disengages, improving the vehicle's maneuverability on off-road surfaces.

[0100] In a specific embodiment, the priority of the manned driving mode may be higher than that of the unmanned driving mode. The driving mode switching switch signal may be configured to be low-active. The priority of the manual adjustment sub-mode may be higher than that of the automatic adjustment sub-mode.

[0101] Figure 2 This is a schematic diagram of the interface display of a vehicle-mounted information terminal provided by an embodiment of the present invention. Figure 1 and Figure 2 As shown, in the manual adjustment sub-mode, the driver can send control instructions to the vehicle controller 101 by operating the vehicle information terminal 113, and finally realize manual control of the differential lock, suspension, inflation and deflation, lights (i.e., realizing the driving function control of the vehicle), air conditioning (i.e., realizing the non-driving function control of the vehicle), etc. For example, the driver can click Figure 2 The "Differential Lock" button in the shown interface is used to manually control the disengagement and locking of the differential lock.

[0102] In the automatic adjustment sub-mode, the vehicle controller 101 can automatically identify information such as road type, vehicle driving status, vehicle load, etc., and then realize automatic control of differential lock, suspension, central air inflation and deflation, lights, etc.

[0103] In unmanned driving mode, the vehicle controller 101 coordinates the engine controller 102, transmission controller 103, suspension controller 106, brake controller 108, and steering controller 109 to achieve lateral, longitudinal, and vertical control of the vehicle, and coordinates the main body controller 110, front body controller 111, and rear body controller 112 to achieve intelligent control of lights, wipers, and other functions. Simultaneously, the vehicle controller 101 can also receive control commands (e.g., vehicle steering commands, vehicle acceleration commands, vehicle braking commands, etc.) from the autonomous driving controller 114 via the intelligent CAN communication interface 405 and / or the intelligent Ethernet communication interface 406, thereby achieving redundancy in the interaction signals between the vehicle controller 101 and the autonomous driving controller 114.

[0104] The steering controller 109 controls dual redundant motors 1092, including a main motor 1091 and a redundant motor 1092. The brake controller 108 features dual CAN communication, including primary and secondary CAN communication. This redundant configuration effectively enhances the vehicle's lateral and longitudinal control redundancy. Specifically, for the dual redundant motors 1092, under default conditions, the steering controller 109 only controls the main motor 1091, leaving the redundant motor 1092 inactive. If the steering controller 1099 determines that the main motor 1091 is experiencing an anomaly that affects its normal operation, it disconnects control of the main motor 1091 and switches to control of the redundant motor 1092, ensuring lateral control redundancy. Regarding the dual CAN systems in the brake system, under default conditions, the primary CAN communicates with the vehicle's other electronic control systems. If an anomaly occurs in the primary CAN communication, the primary CAN blocks signal transmission and reception, switching to the secondary CAN for communication with the vehicle's other electronic control systems, ensuring longitudinal control redundancy.

[0105] In summary, this embodiment divides the vehicle bus network topology into segments based on system functions, placing controllers with certain functional relevance within the same segment. This improves signal exchange efficiency and provides a certain degree of scalability. Furthermore, this embodiment enables the vehicle controller to collect hardwired and network signals for vehicle status identification from various systems, enabling automatic identification of different road surfaces and adopting different control strategies based on the corresponding road surface type to optimize vehicle performance. Furthermore, this embodiment enables switching between manned and unmanned driving modes. In manned driving mode, the vehicle controller not only automatically coordinates and controls the various subsystems, but also enables manual adjustment via user input from the in-vehicle information terminal. In unmanned driving mode, the vehicle controller accepts control commands from the autonomous driving controller, enabling both autonomous and remote control driving of the vehicle. Furthermore, this embodiment utilizes a steering system with dual redundant motors and a braking system with dual CAN communication, enabling control redundancy of the steering and braking systems in unmanned driving mode.

[0106] An embodiment of the present invention further provides a vehicle, which is integrated with at least the vehicle control system provided by any embodiment of the present invention. The technical principles and effects achieved are similar and will not be described in detail.

[0107] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle control system, characterized in that: Including vehicle controller and chassis control module; The chassis control module is connected to the chassis CAN communication interface of the vehicle controller; The vehicle controller is configured to determine, at a first road surface determination moment, a first suspension damping coefficient based on an initial road surface type, and further determine the first road surface type based on a ratio of sprung mass to unsprung mass, a ratio of the first suspension damping coefficient to twice the sprung mass, a root mean square value of a real-time relative displacement of the suspension system, and a real-time vehicle speed; and, at an Nth road surface determination moment, determine an Nth suspension damping coefficient based on a road surface type corresponding to an (N-1)th road surface determination moment, and further determine the Nth road surface type based on a ratio of sprung mass to unsprung mass, a ratio of the Nth suspension damping coefficient to twice the sprung mass, a root mean square value of a real-time relative displacement of the suspension system, and a real-time vehicle speed. Furthermore, if the road surface type determined at any preceding road surface determination moment is different from the road surface types determined at a plurality of consecutive subsequent road surface determination moments after the preceding road surface determination moment, and the road surface types determined at the plurality of consecutive subsequent road surface determination moments are consistent, the road surface type is switched to the road surface type determined at the plurality of consecutive subsequent road surface determination moments, and the chassis control module is controlled to adjust the vehicle's posture, damping, and tire pressure based on the switched road surface type. Wherein, N≥2 and N is a positive integer; Wherein, the vehicle control system further includes a power control module, and the power control module includes a transmission controller; The transmission controller is connected to the power CAN communication interface of the vehicle controller, and is at least used to obtain the real-time driving speed of the vehicle and send the real-time driving speed of the vehicle to the vehicle controller through the power CAN communication interface; The chassis control module also includes a brake controller and an air charging and discharging controller; The brake controller is connected to the chassis CAN communication interface of the vehicle controller and is at least used to obtain wheel speed signals and send the wheel speed signals to the vehicle controller through the chassis CAN communication interface; The inflation and deflation controller is connected to the chassis CAN communication interface of the vehicle controller, and is at least used to obtain tire pressure feedback signals and send the tire pressure feedback signals to the vehicle controller through the chassis CAN communication interface; Furthermore, The inflation and deflation controller is further configured to at least determine a target tire pressure range for each wheel of the vehicle based on the road type, the real-time driving speed of the vehicle, a vehicle load signal, and a preset tire pressure relationship; and, if the current tire pressure of each wheel of the vehicle is lower than a minimum value of the target tire pressure range, in response to a tire pressure increase instruction from the vehicle controller, control the opening of the inflation valve and the closing of the deflation valve until the current tire pressure reaches the target tire pressure range, and then close the inflation valve; and, if the current tire pressure of each wheel of the vehicle is higher than a maximum value of the target tire pressure range, in response to a tire pressure decrease instruction from the vehicle controller, control the opening of the deflation valve and the closing of the inflation valve until the current tire pressure reaches the target tire pressure range, and then close the deflation valve; The vehicle controller is further configured to determine an inclusion relationship between the tire pressure feedback signal and the target tire pressure range; and to calibrate the wheel speed signal and the real-time vehicle speed according to a preset calibration logic.

2. The vehicle control system according to claim 1, characterized in that: The chassis control module includes a suspension controller; The suspension controller is connected to the chassis CAN communication interface of the vehicle controller and is used to obtain at least a vehicle load signal, a displacement change signal of each suspension spring, a suspension damping state feedback signal, and a vehicle posture state feedback signal, and transmit the vehicle load signal, the displacement change signal of each suspension spring, the suspension damping state feedback signal, and the vehicle posture state feedback signal to the vehicle controller via the chassis CAN communication interface; Furthermore, The suspension controller is further configured to at least respond to a vehicle posture raising instruction from the vehicle controller, control the opening of a vehicle posture raising valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and close the vehicle posture raising valve after a corresponding amount of oil is pumped into the oil-gas springs through a corresponding first oil passage and the vehicle posture is raised to a vehicle posture height corresponding to the road surface type; and, in response to a vehicle posture lowering instruction from the vehicle controller, control the opening of a vehicle posture lowering valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and close the vehicle posture lowering valve after a corresponding amount of oil is returned to the oil cylinder through a corresponding second oil passage and the vehicle posture is lowered to a vehicle posture height corresponding to the road surface type; In which, the suspension controller monitors the oil volume at least through multiple flow sensors, and\or monitors the relative displacement of the oil and gas springs of each wheel of the vehicle through multiple displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

3. The vehicle control system according to claim 2, characterized in that: A damping valve is connected in series between the oil cylinder and the accumulator of each wheel of the vehicle. The damping valve includes at least three damping sub-valves, each of which controls a corresponding damping passage. The apertures of the damping passages are set differently, and each damping passage corresponds to a damping size. The suspension controller is further configured to at least respond to a damping adjustment instruction from the vehicle controller and control the opening and closing of each damping sub-valve to open and close damping passages with different apertures, thereby achieving damping adjustment of the vehicle; The vehicle controller is further configured to resolve the sprung mass based on the vehicle load signal; calculate the root mean square value of the real-time relative displacement of the suspension system based on the displacement change signals of the respective suspension springs; determine the compatibility of the suspension damping state feedback signal with the road surface type; and determine the consistency of the vehicle posture state feedback signal with the vehicle posture.

4. The vehicle control system according to claim 1, characterized in that: The vehicle control system also includes a comfort control module, an automatic driving controller and an in-vehicle information terminal; The hard-wired input signal interface of the vehicle controller is at least used to access the slope signal and the driving mode switching switch signal; the power control module is connected to the power CAN communication interface of the vehicle controller; the comfort control module is connected to the comfort CAN communication interface of the vehicle controller; the automatic driving controller is respectively connected to the intelligent CAN communication interface and the intelligent Ethernet communication interface of the vehicle controller; the on-board information terminal is connected to the information CAN communication interface of the vehicle controller.

5. The vehicle control system according to claim 4, characterized in that: The vehicle controller is further configured to generate a vehicle posture optimization instruction according to the slope signal, so that the suspension controller in the chassis control module controls the opening of a vehicle posture raising valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle in response to the vehicle posture optimization instruction of the vehicle controller, and closes the vehicle posture raising valve after a corresponding amount of oil is pumped into the oil-gas springs through the corresponding first oil circuit and the vehicle posture is raised to a vehicle posture height corresponding to the slope condition; or controls the opening of a vehicle posture lowering valve connected between the oil cylinder and the oil-gas springs of each wheel of the vehicle, and closes the vehicle posture lowering valve after a corresponding amount of oil is returned to the oil cylinder through the corresponding second oil circuit and the vehicle posture is lowered to a vehicle posture height corresponding to the slope condition; In which, the suspension controller monitors the oil volume through at least multiple flow sensors, and\or monitors the relative displacement of the oil and gas springs of each wheel of the vehicle through multiple displacement sensors to control the closing timing of the vehicle posture raising valve and the vehicle posture lowering valve.

6. The vehicle control system according to claim 4, characterized in that: The road surface types include at least highway road surface, off-road road surface and dirt road surface; When the road surface type is an off-road road surface or a dirt road surface, the vehicle controller is at least further used to output a differential lock locking signal through a hard-wired output signal interface to control the differential lock to enter a locked state when a single wheel or single bridge of the vehicle experiences an abnormal operating condition of slipping; and, after the abnormal operating condition is resolved, output a differential lock disengagement signal through the hard-wired output signal interface to control the differential lock to enter a disengaged state.

7. The vehicle control system according to claim 4, characterized in that: The driving mode of the vehicle includes a manned driving mode and an unmanned driving mode; the vehicle controller is in the manned driving mode by default; when the vehicle controller recognizes that the driving mode switching switch signal is valid and receives an unmanned control enable signal sent by the automatic driving controller through the intelligent CAN communication interface and / or the intelligent Ethernet communication interface, the vehicle controller switches the driving mode of the vehicle to the unmanned driving mode, and then realizes the control of the driving function and non-driving function of the vehicle based on the control instruction of the automatic driving controller; The manned driving mode includes a manual adjustment sub-mode and an automatic adjustment sub-mode; in the manual adjustment sub-mode, the vehicle controller responds to the control instructions issued by the driver through the vehicle information terminal to implement manual control of the non-driving functions of the vehicle; In the automatic adjustment sub-mode, the vehicle controller automatically identifies vehicle driving information and controls non-driving functions of the vehicle based on the vehicle driving information.

8. The vehicle control system according to claim 1, characterized in that: The chassis control module also includes a brake controller and a steering controller; The first end of the brake controller is connected to the chassis CAN communication interface through a main CAN communication line, and the second end of the brake controller is connected to the chassis CAN communication interface through an auxiliary CAN communication line to improve the longitudinal control redundancy of the vehicle; the first end of the steering controller is connected to the chassis CAN communication interface, the second end of the steering controller is connected to the main motor, and the third end of the steering controller is connected to the redundant motor to improve the lateral control redundancy of the vehicle.

9. A vehicle, characterized in that: At least the vehicle control system according to any one of claims 1 to 8 is integrated.

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