A vehicle multi-domain fusion control method

Abstract

The present invention discloses a vehicle multi-domain fusion control method, and relates to the technical field of vehicle multi-domain fusion control. According to the present invention, data of each domain is collected and analyzed in real time by a central computing unit CCP, and whether configuration parameters need to be updated is quickly determined when working conditions change, so that various complex working conditions can be quickly responded to, and control effects and safety under automatic driving are improved. In addition, the CCP automatically calls an A2L file for comparison with the latest engineering configuration file, automatically identifies parameter items that need to be updated, and excludes redundant data. Then, the centralized distribution of the configuration update file and the consistency scoring mechanism are used to ensure that configuration parameters of each control domain are updated synchronously, thereby avoiding control deviations caused by asynchrony under traditional architectures. Based on the CCP, the configuration requirements of each domain are automatically detected, and parameter comparison and redundancy check are performed through an automated A2L file matching mechanism, so that the configuration file is quickly identified and updated, and the system computing burden is reduced through redundancy elimination.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle multi-domain fusion control, and in particular to a vehicle multi-domain fusion control method. Background Art

[0002] With the development of autonomous driving, smart cockpit and electrification technologies, the current multi-domain fusion control methods of vehicles are facing increasingly complex control requirements. The electronic and electrical architecture of vehicles is gradually evolving from distributed to centralized, the integration of various functions is improving, and the amount of data and computing requirements are growing significantly. This trend has put forward higher requirements on the dynamic adaptability, consistency and configuration file management of the control system. In multi-domain control, maintaining the consistency and rapid update of the configuration of each control unit (ECU) to ensure real-time response and collaborative optimization of the system has become a key challenge in the current architecture.

[0003] Traditional multi-domain control solutions usually use distributed control units to achieve independent domain control and use network buses such as CAN for data exchange; however, the distributed architecture means that each control domain can only work based on a local configuration file. Each ECU independently updates its own configuration, making it difficult to achieve global consistency. Configuration file updates often rely on manual operations or offline adjustments, which are usually completed centrally during vehicle maintenance or overhaul; this model is acceptable in traditional vehicles with low dynamic requirements, but it is difficult to adapt to autonomous driving environments with complex working conditions and high real-time response requirements.

[0004] Under this traditional solution, the update of vehicle configuration files is not only delayed, but also lacks system-level consistency control, which easily leads to asynchronous control parameters, reduced control accuracy, and even conflicts. In addition, the distributed file management mode is difficult to meet the needs of rapid updates and cannot support real-time adjustment and global optimization, resulting in insufficient adaptability of multi-domain control systems when facing dynamic changes. Therefore, there is an urgent need for a vehicle multi-domain fusion control method that can automatically match configuration files and update global consistency, thereby adapting to the real-time and dynamic requirements of intelligent vehicle multi-domain control systems. Summary of the invention

[0005] In view of the above existing problems, the present invention is proposed.

[0006] The present invention provides a vehicle multi-domain fusion control method to solve the problem that the vehicle configuration file update is not only delayed, but also lacks system-level consistency control, which easily leads to control parameter asynchrony, reduced control accuracy, and even conflict.

[0007] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0008] The present invention provides a vehicle multi-domain fusion control method, which comprises:

[0009] Step S1: Real-time collection and demand analysis of vehicle multi-domain data.

[0010] The central computing unit CCP is used to collect status data, sensor information and control requests of each control domain in real time;

[0011] The data of each control domain is analyzed uniformly, and the CCP identifies the current working condition of the vehicle and the resource requirements of each control domain, determines whether there is a need to update the configuration parameters, generates a demand instruction and passes it to step S2 for dynamic configuration management;

[0012] Step S2, automatic configuration requirement matching and A2L file comparison,

[0013] According to the configuration requirement instruction generated in step S1, CCP automatically starts the A2L file matching mechanism;

[0014] Step S3, dynamic update and distribution of configuration files,

[0015] After completing parameter matching and comparison in step S2, CCP automatically generates an updated configuration file based on the comparison results and distributes it to each control domain synchronously. In step S3, the configuration parameters of each domain are updated synchronously, which effectively avoids the control inconsistency problem caused by asynchronous updates in the traditional distributed architecture. At the same time, based on the central management distribution mechanism, the parameters of each control domain are kept consistent under changing working conditions, supporting the coordinated control of the system.

[0016] Step S4: real-time verification and feedback adjustment after configuration change.

[0017] After the configuration file is issued, CCP immediately monitors the feedback data of each control domain and uses status check and feedback comparison mechanism to verify the adaptability and control effect of the new parameters.

[0018] Furthermore, in step S1, each control domain refers to: power, steering, braking and smart cockpit.

[0019] Furthermore, in step S1, the vehicle multi-domain data is collected and analyzed in real time in the following manner:

[0020] CCP collects real-time data from each control domain and constructs the state vector X, Among them, ω p Indicates the engine speed (power domain data), representing the real-time status of the current power output, τ p Indicates torque (power domain data), the force that affects power output, P p Represents power output (power domain data), which is used to measure the real-time output power of the power domain, θ sRepresents the steering angle (steering domain data), which characterizes the current angular position of the steering system. Indicates the steering angular velocity (steering domain data), which is used to determine the dynamic change trend of the steering system. s Indicates steering assistance (steering domain data), showing the current steering assistance level, F b Indicates the braking force (brake domain data), indicating the braking force of the current braking system, d b Indicates the braking distance (braking range data), real-time measurement of the current braking distance, η b Indicates braking efficiency (braking domain data), which measures the efficiency of the braking system. c Indicates the driver's command intensity (smart cockpit data), reflecting the driver's operation intensity in the smart cockpit, R c Indicates the cockpit resource demand (smart cockpit data), showing the current demand of the smart cockpit for vehicle resources, S c Indicates cockpit status (smart cockpit data), current smart cockpit status information;

[0021] CCP performs working condition identification and resource demand calculation on the state vector X:

[0022]

[0023] Where D represents the characteristic value of the vehicle's current working condition, and the state vector X is used to describe the current vehicle working condition. i (i=1,2,…,12) represents the weight coefficient of each parameter, which is set according to vehicle demand and environmental dynamics. f(X) represents the weighted sum function of the state vector X, which is used to generate the vehicle's operating condition characteristic value;

[0024] According to the operating condition characteristic value D and the target demand threshold T of each control domain, it is judged whether the configuration parameters need to be updated. The judgment conditions are:

[0025] If D>T, then U=1, otherwise U=0, U represents the configuration parameter update demand instruction, 1 represents the need to update, 0 represents the need not to update, T represents the preset operating condition characteristic threshold, characterizing the upper limit of the demand threshold of each control domain, if U=1, it means that the current operating condition of the vehicle has exceeded the preset range, CCP generates an update instruction and passes it to step S2 for dynamic configuration management.

[0026] Furthermore, in step S2, CCP uses a file matching mechanism to call the current A2L file parameter information, compares it with the latest engineering configuration file, identifies the parameter items that need to be updated and excludes redundant parameters. Specifically:

[0027] CCP first extracts a set of parameters from the A2L file and the project configuration file, defined as:

[0028] P A2L ={p1,p2,…,p n}, P ENG ={q1,q2,…,q m}, where P A2L Represents the parameter set in the A2L file, including the configuration parameters of each control domain. ENG Represents the parameter set in the project configuration file, including the parameter items of the latest project configuration. i and q j Represents a single parameter item in the A2L file and the project configuration file, i = 1, ..., n and j = 1, ..., m;

[0029] CCP finds the difference between the two sets and obtains the unsynchronized parameter set: ΔP = P ENG \P A2L , where ΔP represents the parameter set that needs to be updated, which is the parameter item that is only included in the engineering configuration file but not in the A2L file;

[0030] Compare each parameter item in ΔP with the current parameter item by item to construct the parameter update requirement matrix U:

[0031] Among them, U represents the parameter update requirement matrix, which indicates the parameter comparison status that needs to be updated between the A2L file and the engineering configuration file, and u ij Represents the comparison state variable, defined as:

[0032] If p i ≠q j And p i ,q j ∈ΔP, then u ij =1,

[0033] If p i =q j , then u ij =0, where u ij =1, indicating that the parameter p i and q j Inconsistent, need to be updated, when u ij When =0, it means the two are consistent.

[0034] Furthermore, in step S2, a redundant parameter exclusion vector R and a consistency score C are defined: Where R represents the redundant parameter exclusion vector, that is, the number of redundant parameters that have satisfied the consistency check in the update matrix U;

[0035] The consistency score is calculated as: Among them, C represents the parameter consistency score, which measures the consistency between the A2L file and the engineering configuration file. The closer the value is to 1, the higher the consistency. When it is close to 0, it indicates poor consistency. If C < T, where T is the preset consistency threshold, the CCP generates an update instruction and transfers the parameter items to be updated to step S3 for dynamic configuration management. T represents the consistency threshold, which is the preset engineering consistency standard for determining whether configuration updates are required.

[0036] Further, in step S3, the CCP automatically generates an updated configuration file based on the comparison result in step S2 and synchronously distributes it to each control domain. Specifically:

[0037] Based on the parameter comparison matrix U and the difference set ΔP in step S2, the CCP extracts the parameter items to be updated as the update vector P upd :

[0038] Among them, P upd represents the update parameter vector, which contains all the parameter values to be updated. represents the parameter items to be updated, and their values come from the engineering configuration file. ΔP represents the unsynchronized parameter set calculated in step S2, and u ij represents the state variable in the comparison result matrix. When u ij = 1, it indicates that an update is required;

[0039] The CCP reorganizes the update vector P upd into the updated configuration file matrix M conf for synchronous distribution:

[0040]

[0041] Among them, M conf represents the generated updated configuration file matrix for synchronous distribution to each control domain. represents the updated configuration parameter, which represents the specific parameter item in the update matrix M conf ;

[0042] The CCP generates a synchronous distribution control instruction vector V dist :

[0043] V dist = {v1, v2,..., v m}, where V dist represents the synchronous distribution instruction vector, which contains the distribution instructions for each control domain. v i represents the update instruction for the i-th control domain and is sent immediately after a new configuration is generated;

[0044] The CCP waits for each control domain to receive the update and confirm the feedback, and the confirmation matrix A ackUsed to detect the update status of all control domains:

[0045]

[0046] Among them, A ack represents the control domain receiving confirmation matrix, recording the parameter update status of each control domain, a ij Indicates receiving state variables, when a ij =1 indicates that the i-th control domain successfully receives the j-th parameter update, otherwise it is 0.

[0047] CCP Check Confirmation Matrix A ack The status of all elements in the configuration file determines the distribution consistency: Among them, C sync Indicates the synchronization consistency score, which is used to quantify the update completion degree of the configuration file in each control domain. When it is close to 1, it means complete synchronization, and when it is close to 0, it means synchronization failure. sync =1, it means that all control domains have successfully received and updated the configuration file and completed the synchronous distribution. Otherwise, CCP will resend the parameter items that have not been received.

[0048] Furthermore, in step S4, if control deviation or parameter mismatch is found, the CCP quickly issues an adjustment instruction to update the configuration file.

[0049] Furthermore, in step S4, the real-time verification and feedback adjustment method is:

[0050] Construct the feedback state vector and the expected state vector. CCP collects feedback data from each control domain in real time to form the feedback state vector X feedback :

[0051] in, Indicates the actual engine speed feedback in the power domain, reflecting the real-time status of power output. Indicates the actual torque feedback in the power domain, representing the real-time torque output. Indicates the actual power output feedback of the power domain, measures the actual output power of the power domain, Indicates the actual steering angle feedback in the steering domain and displays the current feedback value of the steering angle. Represents the actual steering angular velocity feedback in the steering domain, which is used to describe the real-time dynamics of the steering. Represents the actual steering assistance feedback in the steering domain, characterizing the real-time assistance of the steering system, Indicates the actual braking force feedback in the braking domain, indicating the feedback braking force of the current braking system. Indicates the actual braking distance feedback in the braking domain, used to verify the braking effect, Indicates the actual braking efficiency feedback of the braking domain, measuring the current braking efficiency, Indicates the driver's command strength feedback of the smart cockpit, showing the driver's real-time command strength. Indicates the resource demand feedback of the smart cockpit, reflecting the actual demand of the smart cockpit for resources. Indicates the status feedback of the smart cockpit and the current status of the cockpit.

[0052] At the same time, CCP generates the expected state vector X based on the configuration file target :

[0053]

[0054] CCP calculates the feedback state vector X feedback and the desired state vector X target The difference between them generates the state error vector E:

[0055] in, represents the engine speed error in the power domain, represents the torque error in the power domain, represents the power error in the power domain, represents the steering angle error in the steering domain, represents the steering angular velocity error in the steering domain, represents the steering assist error in the steering domain, Represents the braking force error in the braking domain, Indicates the braking distance error in the braking domain, represents the braking efficiency error in the braking domain, represents the driver command strength error of the smart cockpit, represents the resource requirement error of the smart cockpit, Indicates the state error of the smart cockpit.

[0056] Furthermore, in step S4, the real-time verification and feedback adjustment method further includes:

[0057] CCP calculates the total error E by taking the average of the square sum of the components of the state error vector E total :

[0058] Where n = 12, representing the total number of parameters. total Exceeding the set threshold T adj , it means that the gap between the feedback and the target state is large and the configuration needs to be adjusted;

[0059] If E total >T adj, CCP issues adjustment instructions and performs update operations:

[0060] X new =X target -αE, where X new represents the parameter vector of the new profile after adjustment, α represents the adjustment coefficient, which is used to control the amplitude of the adjustment;

[0061] CCP is based on X new Generate a new configuration file and distribute it to each control domain synchronously.

[0062] The beneficial effects of the present invention are:

[0063] The present invention collects and analyzes data from various domains in real time through the central computing unit CCP, and quickly determines whether configuration parameters need to be updated when working conditions change. It can quickly respond to various complex working conditions and improve the control effect and safety under automatic driving. In addition, the CCP automatically calls the A2L file to compare with the latest engineering configuration file, automatically identifies the parameter items that need to be updated, and eliminates redundant data. Then, through the centralized distribution of the configuration update file and the consistency scoring mechanism, it ensures that the configuration parameters of each control domain are updated synchronously, avoiding the control deviation caused by asynchrony under the traditional architecture.

[0064] The present invention automatically detects the configuration requirements of each domain based on CCP, and performs parameter comparison and redundancy check through the automated A2L file matching mechanism, quickly identifies and updates the configuration file, avoids the lag and operational risks of manual updates, and improves the configuration management efficiency through the automated process, making the configuration update process smoother and more accurate. At the same time, the system computing burden is reduced by eliminating redundancy.

[0065] In the present invention, after the configuration file is issued, the CCP monitors the feedback data of each control domain in real time through the status check and feedback comparison mechanism, calculates the difference with the expected state, and immediately generates an adjustment instruction and re-updates the configuration file if any mismatch is found. The closed-loop control mode ensures the accuracy of the control effect and realizes the dynamic adaptation of parameters, which greatly enhances the stability and flexibility of the system under complex working conditions.

[0066] In the present invention, through consistency scoring and control domain reception confirmation matrix, CCP can detect the distribution status after each parameter update, ensure that all control domains synchronously receive the updated configuration file, reduce the risk caused by control disorder or parameter inconsistency, and this synchronous management and real-time feedback mechanism improves the reliability and redundancy of the system under extreme working conditions, and further ensures the overall safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0068] Figure 1 It is a schematic flow chart of the vehicle multi-domain fusion control method of the present invention. DETAILED DESCRIPTION

[0069] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0070] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0071] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0072] Example 1, reference Figure 1 , this embodiment provides a vehicle multi-domain fusion control method, comprising the following steps:

[0073] Step S1: Real-time collection and demand analysis of vehicle multi-domain data.

[0074] The central computing unit CCP is used to collect status data, sensor information and control requests of each control domain in real time;

[0075] The data of each control domain is analyzed uniformly, and the CCP identifies the current working condition of the vehicle and the resource requirements of each control domain, determines whether there is a need to update the configuration parameters, generates a demand instruction and passes it to step S2 for dynamic configuration management;

[0076] In step S1, each control domain refers to: power, steering, braking and smart cockpit;

[0077] In step S1, the vehicle multi-domain data real-time collection and demand analysis method is as follows:

[0078] CCP collects real-time data from each control domain and constructs the state vector X, Among them, ω p Indicates the engine speed (power domain data), representing the real-time status of the current power output, τ p Indicates torque (power domain data), the force that affects power output, P p Represents power output (power domain data), which is used to measure the real-time output power of the power domain, θ s Represents the steering angle (steering domain data), which characterizes the current angular position of the steering system. Indicates the steering angular velocity (steering domain data), which is used to determine the dynamic change trend of the steering system. s Indicates steering assistance (steering domain data), showing the current steering assistance level, F b Indicates the braking force (brake domain data), indicating the braking force of the current braking system, d b Indicates the braking distance (braking range data), real-time measurement of the current braking distance, η b Indicates braking efficiency (braking domain data), which measures the efficiency of the braking system. c Indicates the driver's command intensity (smart cockpit data), reflecting the driver's operation intensity in the smart cockpit, R c Indicates the cockpit resource demand (smart cockpit data), showing the current demand of the smart cockpit for vehicle resources, S c Indicates cockpit status (smart cockpit data), current smart cockpit status information;

[0079] CCP performs working condition identification and resource demand calculation on the state vector X:

[0080]

[0081] Where D represents the characteristic value of the vehicle's current working condition, and the state vector X is used to describe the current vehicle working condition. i (i=1,2,…,12) represents the weight coefficient of each parameter, which is set according to vehicle demand and environmental dynamics. f(X) represents the weighted sum function of the state vector X, which is used to generate the vehicle's operating condition characteristic value;

[0082] According to the operating condition characteristic value D and the target demand threshold T of each control domain, it is judged whether the configuration parameters need to be updated. The judgment conditions are:

[0083] If D>T, then U=1, otherwise U=0, U represents the configuration parameter update demand instruction, 1 represents the need to update, 0 represents the need not to update, T represents the preset operating condition characteristic threshold, characterizing the upper limit of the demand threshold of each control domain, if U=1, it means that the current operating condition of the vehicle has exceeded the preset range, CCP generates an update instruction and passes it to step S2 for dynamic configuration management;

[0084] Specifically, the CCP used here can collect and analyze the status information of each control domain in real time, quickly identify the operating characteristics of the vehicle, and automatically determine whether the configuration parameters need to be updated. Through real-time analysis and feedback adjustment mechanism, the vehicle system can respond to dynamic operating condition changes at the millisecond level, significantly improving the response speed and adaptability of the overall system.

[0085] Step S2, automatic configuration requirement matching and A2L file comparison,

[0086] According to the configuration requirement instructions generated in step S1, CCP automatically starts the A2L file matching mechanism.

[0087] Using the file matching mechanism, CCP calls the parameter information in the current A2L file and automatically compares it with the latest engineering configuration file to identify the parameter items that need to be updated;

[0088] CCP also eliminates redundant parameter information to maintain parameter consistency when variables change;

[0089] CCP uses the file matching mechanism to call the current A2L file parameter information, compare it with the latest project configuration file, identify the parameter items that need to be updated and exclude redundant parameters. Specifically:

[0090] CCP first extracts a set of parameters from the A2L file and the project configuration file, defined as:

[0091] P A2L ={p1,p2,…,p n}, P ENG ={q1,q2,…,q m}, where P A2L Represents the parameter set in the A2L file, including the configuration parameters of each control domain. ENG Represents the parameter set in the project configuration file, including the parameter items of the latest project configuration. i and q j Represents a single parameter item in the A2L file and the project configuration file, i = 1, ..., n and j = 1, ..., m;

[0092] CCP finds the difference between the two sets and obtains the unsynchronized parameter set: ΔP = P ENG \P A2L , where ΔP represents the parameter set that needs to be updated, which is the parameter item that is only included in the engineering configuration file but not in the A2L file;

[0093] Compare each parameter item in ΔP with the current parameter item by item to construct the parameter update requirement matrix U:

[0094] Among them, U represents the parameter update requirement matrix, indicating the parameter comparison status that needs to be updated between the A2L file and the engineering configuration file, and u ij represents the comparison status variable, which is defined as:

[0095] If p i ≠q j and p i , q j ∈ΔP, then u ij = 1,

[0096] If p i = q j , then u ij = 0, where when u ij = 1, it means that the parameters p i and q j are inconsistent and need to be updated. When u ij = 0, it means that the two are consistent;

[0097] In step S2, define the redundant parameter exclusion vector R and the consistency score C: Among them, R represents the redundant parameter exclusion vector, that is, the number of redundant parameters that have satisfied the consistency check in the update matrix U;

[0098] The consistency score is calculated as: Among them, C represents the parameter consistency score, which measures the consistency between the A2L file and the engineering configuration file. The closer the value is to 1, the higher the consistency. When it is close to 0, it means poor consistency. If C < T, where T is the preset consistency threshold, the CCP generates an update instruction and passes the parameter items to be updated to step S3 for dynamic configuration management. T represents the consistency threshold, the preset engineering consistency standard, which is used to judge whether the configuration needs to be updated;

[0099] Specifically, the CCP can not only automatically detect and match the domain parameters in the A2L file, but also avoid the configuration inconsistency phenomenon in the traditional architecture through parameter comparison and redundancy check, by generating an updated parameter matrix and synchronously distributing it, so that each control domain can remain synchronized in the changing driving requirements, and the overall coordination ability of the vehicle control system is significantly enhanced, avoiding control lag and system conflicts.

[0100] Step S3, dynamic update and distribution of the configuration file,

[0101] After completing parameter matching and comparison in step S2, CCP automatically generates an updated configuration file based on the comparison results and distributes it to each control domain synchronously. In step S3, the configuration parameters of each domain are updated synchronously, which effectively avoids the control inconsistency problem caused by asynchronous updates in the traditional distributed architecture. At the same time, based on the central management distribution mechanism, the parameters of each control domain are kept consistent under changing working conditions, supporting the coordinated control of the system.

[0102] In step S3, CCP automatically generates an updated configuration file based on the comparison result of step S2, and distributes it to each control domain synchronously. Specifically:

[0103] According to the parameter comparison matrix U and the difference set ΔP in step S2, CCP extracts the parameter items that need to be updated as the update vector P upd :

[0104] Among them, P upd Represents the updated parameter vector, which contains all the parameter values ​​that need to be updated. represents the parameter item that needs to be updated, whose value comes from the engineering configuration file, ΔP represents the unsynchronized parameter set calculated in step S2, and u ij Represents the state variables in the comparison result matrix. When u ij =1 indicates that update is required;

[0105] CCP will update the vector P upd Reorganize into update profile matrix M conf , for synchronous distribution:

[0106]

[0107] Among them, M conf Represents the generated update configuration file matrix, which is used for synchronous distribution to each control domain. Represents the updated configuration parameters, indicating that in the update matrix M conf Specific parameter items in ;

[0108] CCP generates synchronous distribution control instruction vector V dist :

[0109] V dist ={v1,v2,…,v m}, where V dist Represents the synchronous distribution instruction vector, which contains the distribution instructions of each control domain, v i Indicates the update instruction for the ith control domain, which is sent immediately after the new configuration is generated;

[0110] CCP waits for each control domain to receive the update and confirm the feedback, confirming the matrix A ackUsed to detect the update status of all control domains:

[0111]

[0112] Among them, A ack represents the control domain receiving confirmation matrix, recording the parameter update status of each control domain, a ij Indicates receiving state variables, when a ij =1 indicates that the i-th control domain successfully receives the j-th parameter update, otherwise it is 0.

[0113] CCP Check Confirmation Matrix A ack The status of all elements in the configuration file determines the distribution consistency: Among them, C sync Indicates the synchronization consistency score, which is used to quantify the update completion degree of the configuration file in each control domain. When it is close to 1, it means complete synchronization, and when it is close to 0, it means synchronization failure. sync =1, it means that all control domains have successfully received and updated the configuration file and completed the synchronous distribution. Otherwise, CCP will resend the unreceived parameter items;

[0114] Specifically, an A2L file matching mechanism was introduced. By comparing the A2L file and the project configuration file, the parameter items that need to be updated are automatically identified and redundant parameters are eliminated, reducing the errors and lags of manual configuration. Automated configuration management further reduces the system load by eliminating redundant parameters while ensuring parameter consistency. System updates no longer need to rely on manual debugging or frequent maintenance, which simplifies the vehicle control workflow and makes configuration updates more efficient and quick. In addition, with the generation and real-time distribution of update instructions, the control parameters of each domain always remain in the best state under changing working conditions, improving the control accuracy of the system.

[0115] Step S4: real-time verification and feedback adjustment after configuration change.

[0116] After the configuration file is issued, CCP immediately monitors the feedback data of each control domain and uses the status check and feedback comparison mechanism to verify the adaptability and control effect of the new parameters;

[0117] Specifically, after the configuration file is issued, CCP can verify the adaptability and effect of the new parameters of each control domain through real-time monitoring and feedback comparison mechanism, and automatically determine whether there is control deviation or parameter mismatch. If the system feedback deviates too much from the target configuration, CCP will quickly adjust the parameters and generate a new configuration file and issue it again. This closed-loop control continuously optimizes the control accuracy of each control domain.

[0118] In step S4, if control deviation or parameter mismatch is found, the CCP quickly issues adjustment instructions to update the configuration file;

[0119] In step S4, the real-time verification and feedback adjustment method is:

[0120] Construct the feedback state vector and the expected state vector. CCP collects feedback data from each control domain in real time to form the feedback state vector X feedback :

[0121] in, Indicates the actual engine speed feedback in the power domain, reflecting the real-time status of power output. Indicates the actual torque feedback in the power domain, representing the real-time torque output. Indicates the actual power output feedback of the power domain, measures the actual output power of the power domain, Indicates the actual steering angle feedback in the steering domain and displays the current feedback value of the steering angle. Represents the actual steering angular velocity feedback in the steering domain, which is used to describe the real-time dynamics of the steering. Represents the actual steering assistance feedback in the steering domain, characterizing the real-time assistance of the steering system, Indicates the actual braking force feedback in the braking domain, indicating the feedback braking force of the current braking system. Indicates the actual braking distance feedback in the braking domain, used to verify the braking effect, Indicates the actual braking efficiency feedback of the braking domain, measuring the current braking efficiency, Indicates the driver's command strength feedback of the smart cockpit, showing the driver's real-time command strength. Indicates the resource demand feedback of the smart cockpit, reflecting the actual demand of the smart cockpit for resources. Indicates the status feedback of the smart cockpit and the current status of the cockpit.

[0122] At the same time, CCP generates the expected state vector X based on the configuration file target :

[0123]

[0124] CCP calculates the feedback state vector X feedback and the desired state vector X target The difference between them generates the state error vector E:

[0125] in, represents the engine speed error in the power domain, represents the torque error in the power domain, represents the power error in the power domain, represents the steering angle error in the steering domain, represents the steering angular velocity error in the steering domain, represents the steering assist error in the steering domain, Represents the braking force error in the braking domain, Indicates the braking distance error in the braking domain, represents the braking efficiency error in the braking domain, represents the driver command strength error of the smart cockpit, represents the resource requirement error of the smart cockpit, Indicates the state error of the smart cockpit;

[0126] CCP calculates the total error E by taking the average of the square sum of the components of the state error vector E total :

[0127] Where n = 12, representing the total number of parameters. total Exceeding the set threshold T adj , it means that the gap between the feedback and the target state is large and the configuration needs to be adjusted;

[0128] If E total >T adj , CCP issues adjustment instructions and performs update operations:

[0129] X new =X target -αE, where X new represents the parameter vector of the new profile after adjustment, α represents the adjustment coefficient, which is used to control the amplitude of the adjustment;

[0130] CCP is based on X new Generate new configuration files and distribute them to each control domain synchronously;

[0131] Specifically, this method ensures the safety redundancy of the control system and the consistency of the configuration file through consistency scoring and feedback monitoring, reducing the potential risk of failure. The CCP quickly eliminates incompatible parameters and updates the configuration in real-time monitoring, reducing control disorders and operational abnormalities caused by inconsistent or incorrect parameters.

[0132] The present invention realizes the rapid update and global consistency of configuration files through the unified management of the central computing unit and the automatic matching of A2L files, significantly improving the real-time and dynamic adaptability of multi-domain fusion control. It not only solves the problems of update lag and configuration mismatch in traditional solutions, but also enhances the coordination of multi-domain control through real-time monitoring and feedback, thus providing support for efficient and stable operation of vehicles under complex working conditions.

[0133] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A vehicle multi-domain fusion control method, characterized by: include, Step S1, real-time vehicle multi-domain data collection and demand analysis, using the central computing unit CCP to collect status data, sensor information and control requests of each control domain in real time; The data of each control domain is analyzed uniformly, and the CCP identifies the current working condition of the vehicle and the resource requirements of each control domain, determines whether there is a need to update the configuration parameters, generates a demand instruction and passes it to step S2 for dynamic configuration management; Step S2, automatic configuration requirement matching and A2L file comparison. According to the configuration requirement instructions generated in step S1, CCP automatically starts the A2L file matching mechanism; In step S2, CCP uses the file matching mechanism to call the current A2L file parameter information, compares it with the latest engineering configuration file, identifies the parameter items that need to be updated and excludes redundant parameters. Specifically: CCP first extracts a set of parameters from the A2L file and the project configuration file, defined as: P A2L ={p1,p2,…,p n }, P ENG ={q1,q2,…,q m }, where P A2L Represents the parameter set in the A2L file, including the configuration parameters of each control domain. ENG Represents the parameter set in the project configuration file, including the parameter items of the latest project configuration. i and q j Represents a single parameter item in the A2L file and the project configuration file, i = 1, ..., n and j = 1, ..., m; CCP finds the difference between the two sets and obtains the unsynchronized parameter set: ΔP = P ENG \P A2L , where ΔP represents the parameter set that needs to be updated, which is the parameter item that is only included in the engineering configuration file but not in the A2L file; Compare each parameter item in ΔP with the current parameter item by item to construct the parameter update requirement matrix U: Among them, U represents the parameter update requirement matrix, which indicates the parameter comparison status that needs to be updated between the A2L file and the engineering configuration file, and u ij Represents the comparison state variable, defined as: If p i ≠q j And p i ,q j ∈ΔP, then u ij =1, If p i =q j , then u ij =0, where u ij =1, indicating that the parameter p i and q j Inconsistent, need to be updated, when u ij =0, indicating that the two are consistent; Step S3, dynamic update and distribution of configuration files. After completing parameter matching and comparison in step S2, CCP automatically generates an updated configuration file based on the comparison results and distributes it synchronously to each control domain. Step S4, real-time verification and feedback adjustment after configuration change. After the configuration file is issued, CCP immediately monitors the feedback data of each control domain and uses status check and feedback comparison mechanism to verify the adaptability and control effect of the new parameters.

2. A vehicle multi-domain fusion control method according to claim 1, characterized in that: In step S1, the control domains refer to: power, steering, braking and smart cockpit.

3. A vehicle multi-domain fusion control method according to claim 2, characterized in that: In step S1, the vehicle multi-domain data real-time collection and demand analysis method is as follows: CCP collects real-time data from each control domain and constructs the state vector X, Among them, ω p Indicates the engine speed, representing the real-time status of the current power output, τ p Indicates torque, the force that affects power output, P p Represents power output, which is used to measure the real-time output power of the power domain, θ s Represents the steering angle, which characterizes the current angular position of the steering system. Indicates the steering angular velocity, which is used to determine the dynamic change trend of the steering system. s Indicates steering assistance, showing the current steering assistance level, F b Indicates the braking force, indicating the braking force of the current braking system, d b Indicates the braking distance, real-time measurement of the current braking distance, η b Indicates braking efficiency, which measures the efficiency of the braking system. c Indicates the driver's command intensity, reflecting the driver's operation intensity in the smart cockpit. c Indicates the cockpit resource demand, showing the current demand of the smart cockpit for vehicle resources, S c Indicates the cockpit status, current status information of the smart cockpit; CCP performs working condition identification and resource demand calculation on the state vector X: Where D represents the characteristic value of the vehicle's current working condition, and the state vector X is used to describe the current vehicle working condition. i (i=1,2,…,12) represents the weight coefficient of each parameter, which is set according to vehicle demand and environmental dynamics. f(X) represents the weighted sum function of the state vector X, which is used to generate the vehicle's operating condition characteristic value; According to the operating condition characteristic value D and the target demand threshold T of each control domain, it is judged whether the configuration parameters need to be updated. The judgment conditions are: If D>T, then U=1, otherwise U=0, U represents the configuration parameter update demand instruction, 1 represents the need to update, 0 represents the need not to update, T represents the preset operating condition characteristic threshold, characterizing the upper limit of the demand threshold of each control domain, if U=1, it means that the current operating condition of the vehicle has exceeded the preset range, CCP generates an update instruction and passes it to step S2 for dynamic configuration management.

4. The vehicle multi-domain fusion control method according to claim 3 is characterized in that: In step S2, the redundant parameter exclusion vector R and consistency score C are defined: Where R represents the redundant parameter exclusion vector, that is, the number of redundant parameters that have satisfied the consistency check in the update matrix U; The consistency score is calculated as follows: Among them, C represents the parameter consistency score, which measures the consistency between the A2L file and the engineering configuration file. The closer the value is to 1, the higher the consistency. When it is close to 0, it indicates poor consistency. If C < T, where T is the preset consistency threshold, the CCP generates an update instruction and transfers the parameter items to be updated to step S3 for dynamic configuration management. T represents the consistency threshold, which is the preset engineering consistency standard used to determine whether configuration updates are required.

5. The vehicle multi-domain fusion control method according to claim 4 is characterized in that: In step S3, CCP automatically generates an updated configuration file based on the comparison result of step S2, and distributes it to each control domain synchronously. Specifically: According to the parameter comparison matrix U and the difference set ΔP in step S2, CCP extracts the parameter items that need to be updated as the update vector P upd : Among them, P upd Represents the updated parameter vector, which contains all the parameter values ​​that need to be updated. represents the parameter item that needs to be updated, whose value comes from the engineering configuration file, ΔP represents the unsynchronized parameter set calculated in step S2, and u ij Represents the state variables in the comparison result matrix. When u ij =1 indicates that update is required; CCP will update the vector P upd Reorganize into update profile matrix M conf , for synchronous distribution: Among them, M conf Represents the generated update configuration file matrix, which is used for synchronous distribution to each control domain. Represents the updated configuration parameters, indicating that in the update matrix M conf Specific parameter items in ; CCP generates synchronous distribution control instruction vector V dist : V dist ={v1,v2,…,v m }, where V dist Represents the synchronous distribution instruction vector, which contains the distribution instructions of each control domain, v i Indicates the update instruction for the ith control domain, which is sent immediately after the new configuration is generated; CCP waits for each control domain to receive the update and confirm the feedback, confirming the matrix A ack Used to detect the update status of all control domains: Among them, A ack represents the control domain receiving confirmation matrix, recording the parameter update status of each control domain, a ij Indicates receiving state variables, when a ij =1 indicates that the i-th control domain successfully receives the j-th parameter update, otherwise it is 0. CCP Check Confirmation Matrix A ack The status of all elements in the configuration file determines the distribution consistency: Among them, C sync Indicates the synchronization consistency score, which is used to quantify the update completion degree of the configuration file in each control domain. When it is close to 1, it means complete synchronization, and when it is close to 0, it means synchronization failure. sync =1, it means that all control domains have successfully received and updated the configuration file and completed the synchronous distribution. Otherwise, CCP will resend the parameter items that have not been received.

6. A vehicle multi-domain fusion control method according to claim 5, characterized in that: In step S4, if control deviation or parameter mismatch is found, the CCP quickly issues an adjustment instruction to update the configuration file.

7. The vehicle multi-domain fusion control method according to claim 6 is characterized in that: In step S4, the real-time verification and feedback adjustment method is: Construct the feedback state vector and the expected state vector. CCP collects feedback data from each control domain in real time to form the feedback state vector X feedback : in, Indicates the actual engine speed feedback in the power domain, reflecting the real-time status of power output. Indicates the actual torque feedback in the power domain, representing the real-time torque output. Indicates the actual power output feedback of the power domain, measures the actual output power of the power domain, Indicates the actual steering angle feedback in the steering domain and displays the current feedback value of the steering angle. Represents the actual steering angular velocity feedback in the steering domain, which is used to describe the real-time dynamics of the steering. Represents the actual steering assistance feedback in the steering domain, characterizing the real-time assistance of the steering system, Indicates the actual braking force feedback in the braking domain, indicating the feedback braking force of the current braking system. Indicates the actual braking distance feedback in the braking domain, used to verify the braking effect, Indicates the actual braking efficiency feedback of the braking domain, measuring the current braking efficiency, Indicates the driver's command strength feedback of the smart cockpit, showing the driver's real-time command strength. Indicates the resource demand feedback of the smart cockpit, reflecting the actual demand of the smart cockpit for resources. Indicates the status feedback of the smart cockpit and the current status of the cockpit. At the same time, CCP generates the expected state vector X based on the configuration file target : CCP calculates the feedback state vector X feedback and the desired state vector X target The difference between them generates the state error vector E: in, represents the engine speed error in the power domain, represents the torque error in the power domain, represents the power error in the power domain, represents the steering angle error in the steering domain, represents the steering angular velocity error in the steering domain, represents the steering assist error in the steering domain, Represents the braking force error in the braking domain, Indicates the braking distance error in the braking domain, represents the braking efficiency error in the braking domain, represents the driver command strength error of the smart cockpit, represents the resource requirement error of the smart cockpit, Indicates the state error of the smart cockpit.

8. The vehicle multi-domain fusion control method according to claim 7, characterized in that: In step S4, the real-time verification and feedback adjustment method further includes: CCP calculates the total error E by taking the average of the square sum of the components of the state error vector E total : Where n = 12, representing the total number of parameters. total Exceeding the set threshold T adj , it means that the gap between the feedback and the target state is large and the configuration needs to be adjusted; If E total >T adj , CCP issues adjustment instructions and performs update operations: X new =X target -αE, where X new represents the parameter vector of the new profile after adjustment, α represents the adjustment coefficient, which is used to control the amplitude of the adjustment; CCP is based on X new Generate a new configuration file and distribute it to each control domain synchronously.

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