Software system for intelligent chassis operation control

Abstract

The invention discloses a software system for intelligent chassis operation control. The system comprises a data interface layer, an information processing layer, a motion control layer and a control interface layer. And the data interface layer is used for providing a uniform interface for providing required data for the information processing layer. And the information processing layer is used for processing the data transmitted from the data interface layer. The motion control layer generates a control target based on data of the information processing layer, and calls the control interface layer to complete chassis motion control. And the control interface layer is used for packaging an interactive interface unified with the execution mechanism. The invention provides a software architecture which considers chassis execution capability and cross-system and cross-domain fusion control in the field of intelligent chassis, and meets the requirements of high-level automatic driving on chassis system failure operation. The framework can shield differences of a self-driving system, sensor hardware and an execution mechanism, adapts to different application scenes, and performs seamless cooperative interaction with the components, so that the compatibility and the flexibility of a chassis system are improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a software system for intelligent chassis operation control. Background Art

[0002] Smart chassis is the cornerstone of L3 and above high-level autonomous driving, and is a necessary condition for achieving L3 and above high-level autonomous driving. Traditional software architectures for L3 and below can no longer meet the failure operation requirements of L3 and above high-level autonomous driving. How to design a smart chassis software architecture that meets high-level autonomous driving is a key task in the development of smart chassis technology.

[0003] The current chassis software architecture mainly adopts a distributed software architecture. There are the following problems: On the one hand, each controller is independently controlled and there is no signal interaction. When a single point of the steering system or the braking system fails, it is easy to cause the entire system to fail, causing the vehicle to fail to meet the high-level autonomous driving failure operation requirements; On the other hand, the existing software architecture does not consider the execution capability of the chassis actuator, and does not fully evaluate whether the chassis can effectively complete the control instructions planned and decided by the self-driving domain, especially in the high-level autonomous driving operation scenario, which seriously affects the vehicle's operation safety and efficiency; Finally, the existing chassis software architecture has not been fully integrated with the self-driving domain, which limits the potential of the chassis system. In the case of failure of the autonomous driving system, the current chassis cannot complete the dynamic driving task (DDT) and cannot meet the high-level autonomous driving requirements for failure operation. Summary of the invention

[0004] The present invention aims to solve one of the technical problems in the related art at least to a certain extent.

[0005] To this end, the present invention proposes a software system for intelligent chassis operation control. On the one hand, when a single point of the chassis system fails or the autonomous driving system fails, cross-system and cross-domain integrated control can be achieved to maintain the continued operation of the vehicle and meet the needs of high-level autonomous driving failure operation. On the other hand, based on the chassis' own execution capability, secondary motion planning is performed to improve the safety, comfort, and extreme controllability of the autonomous driving vehicle operation and ensure the safe operation of the vehicle.

[0006] To achieve the above-mentioned purpose, the present invention proposes a software system for intelligent chassis operation control, including a data interface layer, an information processing layer, a motion control layer, and a control interface layer; wherein,

[0007] The data interface layer is used to build a unified data interaction interface with the self-driving domain, cockpit domain, and vehicle controller;

[0008] The information processing layer is used to perform data analysis on various data transmitted from the data interface layer, so as to perform data interaction with the vehicle self-driving domain and the cockpit domain according to the data analysis results;

[0009] The motion control layer is used to generate control targets based on data from the information processing layer and call the control interface layer to complete chassis motion control;

[0010] The control interface layer is used to build a unified interface for interacting with the actuator, shield the difference data of the actuator, adapt the actuator, and define the data structure and communication service interface of the actuator to complete the control interaction between the motion control layer and the underlying actuator.

[0011] The software system for intelligent chassis operation control according to the embodiment of the present invention may also have the following additional technical features:

[0012] In one embodiment of the present invention, the data interface layer is used to define a unified data structure, shield hardware difference data and system difference data, and provide a unified interface for required data to the information processing layer.

[0013] In one embodiment of the present invention, the data analysis includes sensor signal processing, vehicle state parameter estimation, vehicle dynamics model solution, chassis fault monitoring, chassis safety boundary, chassis execution capability analysis, and driving intention and driving mode analysis.

[0014] In one embodiment of the present invention, the motion control layer includes a control target layer, a chassis kinematics control layer and a chassis dynamics control layer; wherein,

[0015] The control target layer is used to calculate the target value of coupling chassis execution capability and longitudinal, lateral and vertical control to complete function arbitration and build a chassis control state machine;

[0016] The chassis kinematics control layer is used for chassis secondary motion planning and control;

[0017] The chassis dynamics control layer is used to perform lateral control, longitudinal control, vertical control, fusion control and extreme control, and complete normal working condition control and extreme working condition control.

[0018] In one embodiment of the present invention, the data interface layer includes an autonomous driving trajectory interface module, an autonomous driving sensor interface module, a fault interface module, a chassis sensor interface module, and an intelligent cabin data interface module; wherein,

[0019] The self-driving trajectory interface module is a trajectory information interface newly added based on the command information interface, which is used to receive and process the trajectory information of the self-driving domain, perform trajectory tracking control at the chassis level, and parse the trajectory into actuator control commands to form a control closed loop;

[0020] The self-driving sensor interface module is a sensor information interface newly added to the self-driving domain in the chassis domain, which is used to provide multi-dimensional data for chassis control;

[0021] The fault interface module is used to obtain overall fault information;

[0022] The chassis sensor interface module is used to uniformly integrate chassis sensor data and build a unified data interface for chassis sensors;

[0023] The smart cabin data interface module is used to provide a unified interactive interface with the smart cabin domain.

[0024] In one embodiment of the present invention, the information processing layer includes an execution capability module, a driving intention / mode analysis module, a sensor signal processing module, a state parameter estimation module, a model solving module, a fault monitoring module, and a safety boundary module; wherein,

[0025] The execution capability module is used to calculate the chassis execution capability according to the sensor signal processing module, the state parameter estimation module and the model solution module, obtain the dynamic execution capability that meets the vehicle operating environment and current state, and judge whether the trajectory information of the data interface layer is reasonable and whether re-planning is required;

[0026] The driving intention / mode analysis module is used to generate a control strategy according to the driving intention or driving mode, and directly call the control strategy corresponding to the driving mode when the vehicle is running in the set driving mode;

[0027] The sensor signal processing module is used to perform data filtering, fusion and precision processing according to the sensor data configuration information;

[0028] The state parameter estimation module is used to identify vehicle operating parameters and estimate operating states, and provide input data for the execution capability module and the model solving module;

[0029] The model solving module is used to solve the multi-degree-of-freedom model of the vehicle model and is used for chassis execution capability judgment and control;

[0030] The fault monitoring module is used to analyze the fault information obtained by the data interface layer and predict faults based on the vehicle operation data;

[0031] The safety margin module is used to calculate the safety margin according to the output data of the execution capability module and the solution result of the model solution module.

[0032] In one embodiment of the present invention, the chassis control target layer is divided into a control target module, a motion state machine module, a driving mode state machine module, and a function arbitration module; wherein,

[0033] The control target module is used to generate optimal lateral, longitudinal and vertical control target values ​​that meet the chassis motion execution capability and take into account the vehicle comfort and handling based on the coupled dynamics and execution capability;

[0034] The motion state machine module is used to determine whether to start the secondary motion planning to complete the vehicle motion control according to the execution capability and environmental conditions;

[0035] The driving mode state machine module is used to generate a control strategy that meets the driving mode requirements according to the driving mode set by the user, and is integrated with the control target module to generate a control target that takes into account both comfort and maneuverability;

[0036] The functional arbitration module is used to combine the execution capability, driving mode, operating environment and vehicle status to complete the control strategy that conforms to the actual operating state of the vehicle, and provide a control input basis for chassis dynamics control.

[0037] In one embodiment of the present invention, the chassis kinematics control layer includes:

[0038] The minimum self-driving backup module is used to perform redundant backup in the event of a self-driving domain failure, complete system switching with the self-driving domain, and achieve safe roadside parking or safe parking in the lane;

[0039] The secondary motion planning module and the motion control module perform secondary motion planning control of dynamic limit conditions;

[0040] The stability trajectory replanning module and the stability trajectory tracking module replan and control the stability trajectory within the chassis execution capability;

[0041] The emergency parking trajectory replanning module and the emergency parking trajectory tracking module perform chassis emergency parking motion planning and control without passing through the self-driving domain under emergency conditions;

[0042] The fault trajectory replanning module and the fault trajectory tracking module plan and control the motion trajectory under chassis failure;

[0043] The extreme motion trajectory replanning and extreme motion trajectory tracking modules are used to plan and control the trajectory under extreme motion.

[0044] In one embodiment of the present invention, the chassis dynamics control layer includes a longitudinal control module, a lateral control module, a vertical control module, a fusion control module, a failure control module and a limit control module;

[0045] in,

[0046] The longitudinal control module is used to control the longitudinal slip rate, braking force, braking torque, etc.;

[0047] The lateral control module is used to control the steering wheel angle, torque, etc.;

[0048] The vertical control module is used to control the suspension height, damping, stiffness, etc.;

[0049] The fusion control module is used to perform combined longitudinal, lateral and vertical control;

[0050] The failure operation control module is used to perform chassis redundancy fault-tolerant control;

[0051] The limit control module is used to perform control under extreme power conditions.

[0052] In one embodiment of the present invention, the control interface layer includes a longitudinal control interface, a lateral control interface, a vertical control interface, and a solenoid valve control interface, wherein:

[0053] Longitudinal control interface, used to shield the differential data of the brake actuator and convert the longitudinal control target of the chassis dynamics control layer into a command that can be executed by the brake actuator;

[0054] The lateral control interface is used to shield the difference data of the steering mechanism and convert the lateral control target of the chassis dynamics control layer into a command that the steering mechanism can execute;

[0055] The vertical control interface is used to shield the difference data of the suspension mechanism and convert the vertical control target of the chassis dynamics control layer into a command that the suspension mechanism can execute;

[0056] The solenoid valve control interface is used to convert the control command to the actuator solenoid valve based on the control target, so as to realize the control command directly passing through the valve body.

[0057] The software system for intelligent chassis operation control of the embodiment of the present invention can effectively evaluate the execution capability of the chassis, perform secondary motion planning based on the execution capability of the chassis itself, improve the safety, comfort, and extreme controllability of the vehicle operation, and ensure the safe operation of the vehicle. The system architecture is independent of the basic hardware and physical architecture, and has a high degree of flexibility and adaptability. It can meet the control requirements of chassis function domain control, the requirements of quasi-central domain control plus regional control, and the requirements of central domain control.

[0058] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0060] Figure 1 is an architecture diagram of a software system for intelligent chassis operation control according to an embodiment of the present invention;

[0061] Figure 2 is a schematic diagram of a data interface layer of an intelligent chassis operation control software according to an embodiment of the present invention;

[0062] Figure 3 is a schematic diagram of an information processing layer of an intelligent chassis operation control software according to an embodiment of the present invention;

[0063] Figure 4 is a schematic diagram of a motion control layer of an intelligent chassis operation control software according to an embodiment of the present invention;

[0064] Figure 5 is a schematic diagram of a control interface layer of an intelligent chassis operation control software according to an embodiment of the present invention;

[0065] Figure 6 It is an overall schematic diagram of the intelligent chassis operation control software architecture according to an embodiment of the present invention. DETAILED DESCRIPTION

[0066] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0067] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0068] The following describes a software system for intelligent chassis operation control according to an embodiment of the present invention with reference to the accompanying drawings.

[0069] Figure 1 FIG. 1 is a structural diagram of the software system for intelligent chassis operation control of the present invention, such as Figure 1 As shown, including:

[0070] Data interface layer, information processing layer, motion control layer, control interface layer; among them,

[0071] The data interface layer is used to build a unified data interaction interface with the self-driving domain, cockpit domain, and vehicle controller;

[0072] The information processing layer is used to perform data analysis on various data transmitted from the data interface layer, so as to perform data interaction with the vehicle self-driving domain and the cockpit domain according to the data analysis results;

[0073] The motion control layer is used to generate control targets based on data from the information processing layer and call the control interface layer to complete chassis motion control;

[0074] The control interface layer is used to build a unified interface for interacting with the actuator, shield the difference data of the actuator, adapt the actuator, and define the data structure and communication service interface of the actuator to complete the control interaction between the motion control layer and the underlying actuator.

[0075] In the embodiment of the present invention, the data interface layer is used to provide a unified interface for providing the required data to the information processing layer. The information processing layer is used to process the data transmitted from the data interface layer. The motion control layer generates the control target based on the data of the information processing layer, and calls the control interface layer to complete the chassis motion control. The control interface layer is used to encapsulate the unified interactive interface with the actuator.

[0076] In one embodiment of the present invention, the data interface layer is used to build a unified data interaction interface with the self-driving system, cockpit system, and sensor. Define a unified data structure, shield hardware differences and system differences, provide a unified interface for the required data to the information processing layer, and separate the chassis from other systems and sensor interfaces and data. When the interacting system and sensor are changed, only the data interface layer needs to be reconfigured, and other layers of the chassis application layer software do not need to be changed at all, which minimizes the coupling between the intelligent chassis and the interacting system and sensor.

[0077] Figure 2 A schematic diagram of a data interface layer is shown, such as Figure 2 As shown, the data interface layer 400 mainly implements data interaction with the self-driving domain 100, VCU 200, and cockpit domain 300. The data interface layer 400 includes an self-driving trajectory interface module 410, a self-driving sensor interface module 420, a fault interface module 430, a chassis sensor interface module 440, and a smart cabin data interface module 450.

[0078] The self-driving trajectory interface module 410 is a new trajectory information interface added on the basis of the previous command information interface. It receives and processes the trajectory information of the self-driving domain 100, performs trajectory tracking control at the chassis level, and parses the trajectory into actuator control commands, ultimately forming a control closed loop to maximize the execution capability of the chassis actuator. The self-driving sensor interface module 420 is a sensor information interface newly added to the self-driving domain 100 in the chassis domain, providing multi-dimensional data for chassis control. The fault interface module 430 is used to obtain overall fault information. The chassis sensor interface module 440 integrates chassis sensor data and constructs a unified data interface for chassis sensors. The smart cabin data interface module 450 provides a unified interactive interface with the smart cabin domain.

[0079] In one embodiment of the present invention, the information processing layer is used for sensor signal processing, vehicle state parameter estimation, vehicle dynamics model solution, chassis fault monitoring, chassis safety boundary, chassis execution capability analysis and driving intention and driving mode analysis, and interacts with the vehicle self-driving domain and cockpit domain based on the above data analysis results.

[0080] Figure 3 A schematic diagram of an information processing layer is shown, such as Figure 3 As shown, the information processing layer includes an execution capability module 100, a driving intention / mode analysis module 110, a sensor signal processing module 120, a state parameter estimation module 130, a model solution module 140, a fault monitoring module 150, and a safety boundary module 160. The execution capability module 100 calculates the chassis execution capability according to the sensor signal processing module 120, the state parameter estimation module 130, and the model solution module 140, obtains the dynamic execution capability that meets the vehicle operating environment and the current state, and determines whether the trajectory information of the data interface layer is reasonable and whether it needs to be re-planned. The driving intention / mode analysis module 110 generates a control strategy according to the driving intention or driving mode. When the vehicle runs in the set driving mode, the control strategy corresponding to the driving mode is directly called. The sensor signal processing module 120 performs data filtering, fusion, and precision processing according to the sensor data configuration information. The state parameter estimation module 130 identifies the vehicle operating parameters and estimates the operating state, provides input for the execution capability module 100 and the model solution module 140, and provides a basis for chassis control. The model solving module 140 solves the multi-degree-of-freedom model of the vehicle model for chassis execution capability judgment and control. The fault monitoring module 150 analyzes the fault information obtained by the data interface layer and predicts faults based on the vehicle operation data. The safety boundary module 160 calculates the safety boundary based on the output of the execution capability module 100 and the model solving module 140.

[0081] In one embodiment of the present invention, the motion control layer is divided into three layers: control target layer, chassis kinematics control layer, and chassis dynamics control layer. The control target layer realizes the calculation of target values ​​for coupling chassis execution capability with longitudinal, lateral and vertical control, realizes function arbitration, and builds a chassis control state machine; the newly added chassis kinematics control layer completes chassis secondary motion planning and control; the chassis dynamics control layer realizes lateral control, longitudinal control, vertical control, fusion control and limit control, and completes normal working condition control and extreme working condition control.

[0082] Figure 4 A schematic diagram of a motion control layer is shown. Figure 4 As shown, the motion control layer is divided into chassis control target layer, chassis kinematics control layer, and chassis dynamics control layer from top to bottom.

[0083] Among them, the chassis control target layer is divided into a control target module, a motion state machine module, a driving mode state machine module, and a function arbitration module. The control target module generates the optimal lateral, longitudinal, and vertical control target values ​​that meet the chassis motion execution capabilities based on coupled dynamics and execution capabilities, taking into account vehicle comfort and handling. The motion state machine module makes judgments on normal planning and secondary motion planning, and determines whether to start secondary motion planning to complete vehicle motion control based on execution capabilities and environmental conditions. The driving mode state machine module generates a control strategy that meets the driving mode requirements based on the driving mode set by the user, and integrates with the control target module to generate a control target that takes into account comfort and handling. The function arbitration module is an overall control strategy arbitration module, which combines execution capabilities, driving modes, operating environments, and vehicle states to complete a control strategy that meets the actual operating state of the vehicle, providing a control input basis for chassis dynamics control.

[0084] Among them, the chassis kinematic control layer includes the minimum self-driving backup module to realize redundant backup under self-driving domain failure, complete the system switching with the self-driving domain, and realize safe roadside parking or safe parking in the lane; the secondary motion planning module and the motion control module realize the secondary motion planning and control of the dynamic limit working conditions; the stability trajectory replanning module and the stability trajectory tracking module realize the stability trajectory replanning and control within the chassis execution capability; the emergency parking trajectory replanning module and the emergency parking trajectory tracking module realize the chassis emergency parking motion planning and control without passing through the self-driving domain under emergency conditions, the fault trajectory replanning module and the fault trajectory tracking module realize the motion trajectory planning and control under chassis failure; the extreme motion trajectory replanning and the extreme motion trajectory tracking modules realize the trajectory planning and control under extreme motion; the above modules are triggered when the chassis control execution conditions are met to realize closed-loop motion planning and control at the chassis level, and together with the information processing layer module, give full play to the chassis' own execution capabilities.

[0085] Among them, the chassis dynamics control layer includes longitudinal control module, lateral control module, vertical control module, fusion control module, failure control module and limit control module. Longitudinal control realizes the control of longitudinal slip rate, braking force, braking torque, etc., lateral control module realizes the control of steering wheel angle, torque, etc., vertical control realizes the control of suspension height, damping, stiffness, fusion control realizes the combined control of longitudinal, lateral and vertical, failure operation control realizes chassis redundant fault-tolerant control, and limit control realizes control under extreme power conditions. Finally, cross-system redundant control and fusion control are realized, and chassis failure operation control under chassis failure is realized from the chassis level, such as differential braking to achieve steering.

[0086] In one embodiment of the present invention, the control interface layer is used to build a standard, unified interface for interacting with the actuator, shield the differences between the actuators, quickly adapt the actuators, define the data structure and communication service interface of the actuators such as drive, brake, steering, and suspension, complete the control interaction between the motion control layer and the underlying actuators, and realize the separation of chassis control and actuators. After the actuator is changed, it only needs to be reconfigured at the control interface layer, and other parts of the software architecture do not need to be changed, which minimizes the coupling between the chassis control and the actuators and improves the flexibility and maintainability of the chassis system.

[0087] Figure 5 A schematic diagram of a control interface layer is shown. Figure 5 As shown, the control interface 100 includes a longitudinal control interface 110, a lateral control interface 120, a vertical control interface 130, and a solenoid valve control interface 140. The longitudinal control interface 110 shields the difference of the brake actuator and converts the longitudinal control target of the chassis dynamics control layer into a command that can be executed by the brake actuator; the lateral control interface 120 shields the difference of the steering mechanism and converts the lateral control target of the chassis dynamics control layer into a command that can be executed by the steering mechanism; the vertical control interface 130 shields the difference of the suspension mechanism and converts the vertical control target of the chassis dynamics control layer into a command that can be executed by the suspension mechanism; the solenoid valve control interface 140 converts the control target into a control command for the actuator solenoid valve based on the control command, so that the control command passes directly to the valve body. The decoupling from the actuator is achieved through the control interface layer. After replacing the actuator, only the control interface layer needs to be adjusted, and the code of the upper layer does not need to be adjusted.

[0088] Further, Figure 6The schematic diagram of the operation of a complete intelligent chassis software architecture is shown. Below the control interface layer, the execution control layer and the execution layer are set up to support the retention of the actuator control ECU, and together with the above-mentioned motion control layer, the final control of the actuator is completed. The specific functions of the control execution layer and the motion control layer can be adjusted according to the specific control strategy. The entire architecture supports the needs of high-level autonomous driving for intelligent chassis failure operation control. The architecture takes into account the execution capability of the chassis itself, and can realize secondary motion planning closed-loop control at the chassis level, which improves the safety, comfort, and extreme controllability of vehicle operation, and also improves the compatibility and flexibility of the chassis system.

[0089] According to the software system for intelligent chassis operation control according to the embodiment of the present invention, it is possible to achieve cross-system and cross-domain fusion control, maintain the continued operation of the vehicle, and meet the requirements of high-level automatic driving failure operation; it is also possible to effectively evaluate the execution capability of the chassis, and perform secondary motion planning based on the execution capability of the chassis itself, thereby improving the safety, comfort, and extreme controllability of the vehicle operation and ensuring the safe operation of the vehicle. It is also possible to shield the differences between the self-driving system, sensor hardware, and actuators, adapt to different application scenarios, and seamlessly interact with the above components, thereby improving the compatibility and flexibility of the chassis system.

[0090] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0091] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A software system for intelligent chassis operation control, characterized in that: It includes data interface layer, information processing layer, motion control layer and control interface layer; among them, The data interface layer is used to build a unified data interaction interface with the self-driving domain, cockpit domain, and vehicle controller; The information processing layer is used to perform data analysis on various data transmitted from the data interface layer, so as to perform data interaction with the vehicle self-driving domain and the cockpit domain according to the data analysis results; The motion control layer is used to generate control targets based on data from the information processing layer and call the control interface layer to complete chassis motion control; The control interface layer is used to build a unified interface for interacting with the actuator, shield the difference data of the actuator, adapt the actuator, and define the data structure and communication service interface of the actuator to complete the control interaction between the motion control layer and the underlying actuator.

2. The system according to claim 1, characterized in that The data interface layer is used to define a unified data structure, shield hardware difference data and system difference data, and provide a unified interface for required data to the information processing layer.

3. The system according to claim 1, characterized in that The data analysis includes sensor signal processing, vehicle state parameter estimation, vehicle dynamics model solution, chassis fault monitoring, chassis safety boundary, chassis execution capability analysis, and driving intention and driving mode analysis.

4. The system according to claim 1, characterized in that The motion control layer includes a control target layer, a chassis kinematics control layer and a chassis dynamics control layer; wherein, The control target layer is used to calculate the target value of coupling chassis execution capability and longitudinal, lateral and vertical control to complete function arbitration and build a chassis control state machine; The chassis kinematics control layer is used for chassis secondary motion planning and control; The chassis dynamics control layer is used to perform lateral control, longitudinal control, vertical control, fusion control and extreme control, and complete normal working condition control and extreme working condition control.

5. The system according to claim 2, characterized in that The data interface layer includes an autonomous driving trajectory interface module, an autonomous driving sensor interface module, a fault interface module, a chassis sensor interface module, and an intelligent cabin data interface module; wherein, The self-driving trajectory interface module is a trajectory information interface newly added based on the command information interface, which is used to receive and process the trajectory information of the self-driving domain, perform trajectory tracking control at the chassis level, and parse the trajectory into actuator control commands to form a control closed loop; The self-driving sensor interface module is a sensor information interface newly added to the self-driving domain in the chassis domain, which is used to provide multi-dimensional data for chassis control; The fault interface module is used to obtain overall fault information; The chassis sensor interface module is used to uniformly integrate chassis sensor data and build a unified data interface for chassis sensors; The smart cabin data interface module is used to provide a unified interactive interface with the smart cabin domain.

6. The system according to claim 5, characterized in that The information processing layer includes an execution capability module, a driving intention / mode analysis module, a sensor signal processing module, a state parameter estimation module, a model solution module, a fault monitoring module, and a safety boundary module; wherein, The execution capability module is used to calculate the chassis execution capability according to the sensor signal processing module, the state parameter estimation module and the model solution module, obtain the dynamic execution capability that meets the vehicle operating environment and current state, and judge whether the trajectory information of the data interface layer is reasonable and whether re-planning is required; The driving intention / mode analysis module is used to generate a control strategy according to the driving intention or driving mode, and directly call the control strategy corresponding to the driving mode when the vehicle is running in the set driving mode; The sensor signal processing module is used to perform data filtering, fusion and precision processing according to the sensor data configuration information; The state parameter estimation module is used to identify vehicle operating parameters and estimate operating states, and provide input data for the execution capability module and the model solving module; The model solving module is used to solve the multi-degree-of-freedom model of the vehicle model and is used for chassis execution capability judgment and control; The fault monitoring module is used to analyze the fault information obtained by the data interface layer and predict faults based on the vehicle operation data; The safety margin module is used to calculate the safety margin according to the output data of the execution capability module and the solution result of the model solution module.

7. The system according to claim 4, characterized in that The chassis control target layer is divided into a control target module, a motion state machine module, a driving mode state machine module, and a function arbitration module; wherein, The control target module is used to generate optimal lateral, longitudinal and vertical control target values ​​that meet the chassis motion execution capability and take into account the vehicle comfort and handling based on the coupled dynamics and execution capability; The motion state machine module is used to determine whether to start the secondary motion planning to complete the vehicle motion control according to the execution capability and environmental conditions; The driving mode state machine module is used to generate a control strategy that meets the driving mode requirements according to the driving mode set by the user, and is integrated with the control target module to generate a control target that takes into account both comfort and maneuverability; The functional arbitration module is used to combine the execution capability, driving mode, operating environment and vehicle status to complete the control strategy that conforms to the actual operating state of the vehicle, and provide a control input basis for chassis dynamics control.

8. The system according to claim 4, characterized in that The chassis kinematics control layer includes: The minimum self-driving backup module is used to perform redundant backup in the event of a self-driving domain failure, complete system switching with the self-driving domain, and achieve safe roadside parking or safe parking in the lane; The secondary motion planning module and the motion control module perform secondary motion planning control of dynamic limit conditions; The stability trajectory replanning module and the stability trajectory tracking module replan and control the stability trajectory within the chassis execution capability; The emergency parking trajectory replanning module and the emergency parking trajectory tracking module perform chassis emergency parking motion planning and control without passing through the self-driving domain under emergency conditions; The fault trajectory replanning module and the fault trajectory tracking module plan and control the motion trajectory under chassis failure; The extreme motion trajectory replanning and extreme motion trajectory tracking modules are used to plan and control the trajectory under extreme motion.

9. The system according to claim 4, characterized in that The chassis dynamics control layer includes a longitudinal control module, a lateral control module, a vertical control module, a fusion control module, a failure control module and a limit control module; wherein, The longitudinal control module is used to control the longitudinal slip rate, braking force and braking torque; The lateral control module is used to control the steering wheel angle and torque; The vertical control module is used to control the height, damping and stiffness of the suspension; The fusion control module is used to perform combined longitudinal, lateral and vertical control; The failure operation control module is used to perform chassis redundancy fault-tolerant control; The limit control module is used to perform control under extreme power conditions.

10. The system according to claim 1, characterized in that The control interface layer includes a longitudinal control interface, a lateral control interface, a vertical control interface, and a solenoid valve control interface, wherein: Longitudinal control interface, used to shield the differential data of the brake actuator and convert the longitudinal control target of the chassis dynamics control layer into a command that can be executed by the brake actuator; The lateral control interface is used to shield the difference data of the steering mechanism and convert the lateral control target of the chassis dynamics control layer into a command that the steering mechanism can execute; The vertical control interface is used to shield the difference data of the suspension mechanism and convert the vertical control target of the chassis dynamics control layer into a command that the suspension mechanism can execute; The solenoid valve control interface is used to convert the control command to the actuator solenoid valve based on the control target, so as to realize the control command directly passing through the valve body.

Images