Automobile drive-by-wire chassis multimode redundancy integrated control system and application thereof

Abstract

The invention provides an automobile drive-by-wire chassis multimode redundancy integrated control system and application thereof. The system comprises a whole vehicle sensor unit, a vehicle driving state fault-tolerant reconstruction estimator, a vehicle drive-by-wire chassis redundancy integrated controller, a vehicle drive-by-wire chassis execution controller, a vehicle drive-by-wire chassis execution subsystem, a power subsystem and a communication subsystem which are connected in sequence, the communication subsystem achieves information transmission, the whole vehicle sensor unit provides sensor signals and monitors the vehicle driving state, and the vehicle driving state fault-tolerant reconstruction estimator provides vehicle stability control parameters for the vehicle drive-by-wire chassis redundancy integrated controller. The automobile drive-by-wire chassis redundancy integrated controller provides ideal execution parameters for the automobile drive-by-wire chassis execution controller, and the automobile drive-by-wire chassis execution controller provides execution actions for the automobile drive-by-wire chassis execution subsystem. The safety, the stability and the reliability of the intelligent driving automobile are improved.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving technology, and in particular to a multi-mode redundant integrated control system for an automobile control-by-wire chassis and its application. Background Art

[0002] With the rapid development of artificial intelligence, the Internet of Things, and information technology, the automotive industry is gradually moving towards intelligence, electrification, networking, and sharing. The driving mode has gradually evolved from traditional manned driving to unmanned intelligent driving, which has put forward higher requirements for the safety and stability of automobile driving. The wire-controlled chassis is an important actuator of intelligent driving vehicles, ensuring the driving safety of intelligent driving vehicles. According to the "New Energy Vehicle Industry Development Plan (2021-2035)" issued by my country, it is proposed that there is an urgent need to break through the key technologies and product applications of automobile wire-controlled chassis. The wire-controlled chassis has the advantages of improving driving safety, improving user driving experience, supporting high-level autonomous driving, and reducing carbon emissions.

[0003] High-level intelligent driving is the only way for the development of intelligent driving cars, and it is an important sign that cars are shifting from traditional physical systems to cyber-physical systems. The wire-controlled chassis is an important actuator that is indispensable for high-level intelligent driving. However, the wire-controlled chassis cancels some mechanical connection mechanisms and uses electrical signals to replace mechanical connection structures. The sensors of the wire-controlled chassis may fail due to various complex reasons, causing the wire-controlled chassis mechanism to fail, resulting in reduced reliability of the wire-controlled chassis actuator, making it difficult to fully guarantee the driving safety of the car. Therefore, it is necessary to make the wire-controlled chassis structure and its control strategy redundant and fault-tolerant to enhance the reliability of the wire-controlled chassis and the driving safety of intelligent driving cars.

[0004] The current wire-controlled chassis cannot meet the safety and reliability requirements of unmanned intelligent driving vehicles, and has shortcomings such as low robustness, low safety and reliability. Summary of the invention

[0005] 1. Technical issues that need to be resolved

[0006] In view of the problems of low robustness, low safety and low reliability of existing wire-controlled chassis actuators, the present invention proposes a multi-mode redundant integrated control system for a vehicle wire-controlled chassis and its application.

[0007] 2. Technical solution

[0008] In order to achieve the above-mentioned purpose, the present application provides a multi-mode redundant integrated control system for an automobile drive-by-wire chassis, wherein the multi-mode redundant integrated control system for the automobile drive-by-wire chassis includes a whole vehicle sensor unit, a vehicle driving state fault-tolerant reconstruction estimator, a vehicle drive-by-wire chassis redundant integrated controller, a vehicle drive-by-wire chassis execution controller, a vehicle drive-by-wire chassis execution subsystem, a power subsystem and a communication subsystem connected in sequence, wherein the power subsystem provides electric power for the automobile, the communication subsystem realizes information transmission, the whole vehicle sensor unit provides sensor signals and monitors the driving state of the automobile, the vehicle driving state fault-tolerant reconstruction estimator provides vehicle stability control parameters for the automobile drive-by-wire chassis redundant integrated controller, the automobile drive-by-wire chassis redundant integrated controller provides ideal execution parameters for the automobile drive-by-wire chassis execution controller, and the automobile drive-by-wire chassis execution controller provides execution actions for the automobile drive-by-wire chassis execution subsystem.

[0009] In one implementation, the power subsystem includes a main power module and a redundant power module, and the main power module and the redundant power module are redundant to each other.

[0010] In another implementation, the communication subsystem includes a main communication module and a redundant communication module, and the main communication module and the redundant communication module are redundant to each other.

[0011] In another implementation, the whole vehicle sensor unit includes a visual camera, a wheel speed sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw angular velocity sensor and a steering wheel angle sensor, the visual camera is used to obtain road environment information, the wheel speed sensor is used to obtain vehicle wheel speed information, the longitudinal acceleration sensor is used to obtain vehicle longitudinal acceleration information, the lateral acceleration sensor is used to obtain vehicle lateral acceleration information, the yaw angular velocity sensor is used to obtain vehicle yaw angular velocity information, the steering wheel angle sensor is used to obtain vehicle steering wheel angle information, and the whole vehicle sensor unit sends the obtained information to the vehicle driving state fault-tolerant reconstruction estimator.

[0012] In another implementation, the vehicle driving state fault-tolerant reconstruction estimator includes a vehicle driving state estimator based on visual space information, a vehicle driving state fault-tolerant estimator based on kinematic principles, and a vehicle driving state dynamics fault-tolerant reconstruction estimator. The vehicle driving state estimator based on visual space information performs image acquisition through a left visual camera and a right visual camera and realizes vehicle driving state fault-tolerant reconstruction estimation through visual space principles, feature detection, and vehicle state estimation algorithms. The vehicle driving state fault-tolerant estimator based on kinematic principles realizes vehicle driving state fault-tolerant reconstruction estimation through vehicle kinematic principles. The vehicle driving state dynamics fault-tolerant reconstruction estimator realizes vehicle driving state fault-tolerant reconstruction estimation through vehicle dynamics principles.

[0013] In another implementation, the vehicle driving state estimator based on visual spatial information includes a left visual camera, a right visual camera and a vehicle speed estimator, and has mutual redundant functions, and can still realize vehicle speed estimation when one of the visual cameras fails. The vehicle driving state fault-tolerant estimator based on kinematic principles includes vehicle driving state estimation when the whole vehicle sensor is normal, vehicle driving state estimation when the yaw angular velocity sensor fails, or vehicle driving state estimation when the lateral acceleration sensor fails. The vehicle driving state dynamics fault-tolerant reconstruction estimator includes vehicle driving state estimation when the whole vehicle sensor is normal, vehicle driving state estimation when the yaw angular velocity sensor fails, or vehicle driving state estimation when the lateral acceleration sensor fails.

[0014] In another implementation, the vehicle driving state dynamic fault-tolerant reconstruction estimator includes a sensor-normal vehicle driving state estimator and a yaw rate / lateral acceleration sensor failure vehicle driving state estimator. The sensor-normal vehicle driving state estimator includes a vehicle seven-degree-of-freedom dynamics model, a tire force estimation model and a vehicle driving state estimator. The yaw rate / lateral acceleration sensor failure vehicle driving state estimator includes a vehicle seven-degree-of-freedom dynamics model, a tire force fault-tolerant estimation model and a vehicle driving state estimator.

[0015] In another implementation, the redundant integrated controller of the automobile drive-by-wire chassis includes a redundant drive-by-wire chassis driving stability generalized force multi-closed-loop integrated controller, a redundant drive-by-wire chassis driving stability adaptive robust controller and a redundant drive-by-wire chassis execution fault driving stability fault-tolerant controller; the redundant drive-by-wire chassis driving stability generalized force multi-closed-loop integrated controller includes a vehicle two-degree-of-freedom reference model, an automobile driving stability integrated controller, a yaw torque optimization distribution strategy and a tire force closed-loop controller; the redundant drive-by-wire chassis driving stability adaptive robust controller includes a redundant drive-by-wire chassis trajectory tracking adaptive robust controller, a redundant drive-by-wire chassis driving stability adaptive robust controller, and an additional yaw torque optimization distribution strategy; the redundant drive-by-wire chassis execution fault driving stability fault-tolerant controller includes a redundant drive-by-wire steering execution fault driving stability fault-tolerant controller, a redundant drive-by-wire braking execution fault driving stability fault-tolerant controller, and a redundant drive-by-wire braking steering execution fault driving stability fault-tolerant controller.

[0016] In another implementation, the redundant wire-controlled chassis trajectory tracking adaptive robust controller includes a three-degree-of-freedom dynamics model and a path tracking model, and the redundant wire-controlled chassis driving stability adaptive robust controller includes a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, an adaptive robust direct yaw torque controller, and an adaptive robust front wheel angle controller.

[0017] In another implementation, the automobile drive-by-wire chassis execution controller includes a redundant drive-by-wire hydraulic brake execution controller, a redundant drive-by-wire steering execution controller and a redundant drive-by-wire execution controller, and the redundant drive-by-wire steering execution controller, the redundant drive-by-wire hydraulic brake execution controller and the redundant drive-by-wire execution controller all include a main controller and redundant controllers that are redundant to each other.

[0018] In another implementation, the automobile control-by-wire chassis execution subsystem includes: a redundant control-by-wire steering module, a redundant control-by-wire hydraulic brake module and a redundant control-by-wire drive module, wherein the redundant control-by-wire steering module includes a main steering motor, a redundant steering motor, a main reduction mechanism, a redundant reduction mechanism, a main transmission mechanism, a redundant transmission mechanism, a main electromagnetic clutch, a redundant electromagnetic clutch, a main gear, a redundant gear, a rack and a wheel, wherein the main steering motor, the main reduction mechanism, the main transmission mechanism, the main electromagnetic clutch, the main gear, the rack and the wheel are connected in sequence to form a main transmission execution device, and the redundant steering motor, the redundant reduction mechanism, the redundant The transmission mechanism, the redundant electromagnetic clutch, the redundant gear, the rack and the wheel are connected in sequence to form a redundant transmission actuator. The main transmission actuator and the redundant transmission overall actuator are redundant. The redundant wire-controlled hydraulic brake module includes a human brake unit, a main brake unit, a redundant brake unit and a pressure regulating unit. The human brake unit, the main brake unit and the redundant brake unit are all connected to the pressure regulating unit. The main brake unit and the redundant brake unit are redundant. The pressure regulating unit includes the front left wheel, the front right wheel, the rear left wheel, the rear right wheel, 4 liquid inlet valves, 4 liquid outlet valves and 4 pressure sensors to achieve precise pressure regulation. The redundant wire-controlled drive module includes a master controller, 4 wheel drive actuator motor controllers, 4 drive actuator motors, 4 reducers and 4 wheels.

[0019] In another implementation, the redundant wire-controlled chassis trajectory tracking adaptive robust controller includes a three-degree-of-freedom dynamics model and a path tracking controller, the redundant wire-controlled chassis driving stability adaptive robust controller includes a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, an adaptive robust direct yaw torque controller, an adaptive robust front wheel angle and additional yaw torque optimization allocation strategy, the redundant wire-controlled steering execution fault driving stability fault-tolerant controller includes a path tracking model, a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, a vehicle driving stability direct yaw torque controller, a front wheel angle adaptive controller based on differential steering and an additional yaw torque optimization allocation fault-tolerant controller, the redundant wire-controlled braking execution fault driving stability fault-tolerant controller includes an ideal additional front wheel angle tolerance The redundant wire-controlled drive execution fault-tolerant driving stability control strategy includes an ideal vehicle speed tracking controller, an ideal additional front wheel angle fault-tolerant controller, a vehicle two-degree-of-freedom reference model, an integrated fault-tolerant controller for vehicle driving stability, a yaw moment optimization distribution fault-tolerant strategy and a tire force closed-loop fault-tolerant controller; the redundant wire-controlled drive execution fault-tolerant driving stability controller includes a path tracking control model, a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, a vehicle driving stability direct yaw moment fault-tolerant controller, a front wheel angle adaptive controller based on differential steering and an additional yaw moment optimization distribution fault-tolerant controller.

[0020] The present application also provides an application of the automobile wire-controlled chassis multi-mode redundant integrated control system, and applies the automobile wire-controlled chassis multi-mode redundant integrated control system to L3 and above high-level autonomous driving vehicles.

[0021] 3. Beneficial effects

[0022] Compared with the prior art, the automotive wire-controlled chassis multi-mode redundant integrated control system provided by the present application and its application have the following beneficial effects:

[0023] The automotive wire-controlled chassis multi-mode redundant integrated control system provided in this application is a high-level intelligent driving wire-controlled chassis and its control system.

[0024] The vehicle driving state fault-tolerant reconstruction estimator of the vehicle wire-controlled chassis provided in the present application can use the principles of spatial visual information, vehicle kinematics and dynamics to provide the vehicle control system with estimated values ​​of the vehicle longitudinal speed, yaw angular velocity and center of mass sideslip angle when the sensor is normal but the yaw angular velocity fails or the lateral acceleration fails, and provide the lower-level control system with the vehicle stability control state quantity.

[0025] The redundant integrated controller for the automobile control-by-wire chassis provided in the present application can realize automobile stability control and ensure safe and stable driving of the automobile by using the control-by-wire adaptive control and multi-closed-loop integrated control system when the automobile is driving on complex road conditions and multiple interferences, which leads to instability, when the control-by-wire chassis actuator is in a fault-free state. At the same time, when the redundant control-by-wire steering module of the automobile control-by-wire chassis has an actuator or sensor failure, which leads to vehicle instability, the redundant control-by-wire drive or redundant control-by-wire hydraulic brake module and sensor system are used to realize the fault-tolerant integrated control of automobile stability. When the redundant control-by-wire hydraulic brake module of the automobile control-by-wire chassis has an actuator or sensor failure, which leads to vehicle instability, the redundant control-by-wire steering and the remaining redundant control-by-wire brake actuators and sensor systems are used to realize the fault-tolerant integrated control of automobile stability. When the redundant control-by-wire drive mechanism of the automobile control-by-wire chassis has an actuator or sensor failure, which leads to vehicle instability, the redundant control-by-wire steering and the remaining redundant control-by-wire drive actuators and sensor systems are used to realize the fault-tolerant integrated control of automobile stability.

[0026] The automobile wire-controlled chassis execution controller provided in the present application is a main and redundant dual controller. When the main controller fails, the redundant controller can still realize the control function.

[0027] The redundant wire-controlled steering module of the automobile wire-controlled chassis execution subsystem provided in the present application is a dual-motor execution redundant steering execution device, and is provided with a dual electromagnetic clutch and a dual motor controller. When the wire-controlled steering main module fails, it can switch to the redundant module to work, realize hardware and software redundancy, and ensure the reliability and safety of the automobile wire-controlled steering.

[0028] The redundant wire-controlled hydraulic brake module of the automobile wire-controlled chassis execution subsystem provided in this application can realize three redundant braking modes. The first is that when the redundant wire-controlled hydraulic brake module is normal, the main brake unit actively builds pressure to realize automobile braking; the second is that when the main brake unit fails and cannot meet the brake pressure building requirements, the redundant brake unit actively builds pressure to realize automobile braking; the third is that when both the main brake unit and the redundant brake unit fail, the driver can use the manual brake unit to build brake pressure to realize automobile braking. At the same time, the redundant wire-controlled hydraulic brake module can realize full decoupling of the brake master cylinder and the brake wheel cylinder. Through triple redundancy, the safety and reliability of the redundant wire-controlled hydraulic brake module are improved.

[0029] The redundant drive-by-wire module of the automobile drive-by-wire chassis execution subsystem provided in the present application can independently drive each wheel and has multiple drive controllers. When one of the wheel drive mechanisms fails, the failed drive mechanism and its controller can be cut off, and the remaining normal wheel drive mechanisms and their controllers can be used to achieve stable and safe driving of the vehicle, thereby improving the safety and reliability of the redundant drive-by-wire module.

[0030] The power subsystem and communication subsystem of the automobile wire-controlled chassis execution system provided in the present application are dual redundant backup subsystems. When any component thereof fails, they can switch to another set of redundant backup power subsystem and communication subsystem to realize their normal operation and ensure the energy supply and information interaction of the automobile wire-controlled chassis.

[0031] The automotive wire-controlled chassis multi-mode redundant integrated control system and its application provided in this application meet the requirements of L3 and above high-level intelligent driving for wire-controlled chassis and its stability control, meet the requirements for ensuring safe and stable driving of intelligent driving, and provide technical support for stable and safe control of intelligent driving vehicles under normal operating conditions and fault conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a schematic diagram of the principle of the multi-mode redundant integrated control system for the automobile control-by-wire chassis of this application;

[0033] Figure 2 This is a schematic diagram of the architecture of the multi-mode redundant integrated control system for the automotive wire-controlled chassis of this application;

[0034] Figure 3 This is a schematic diagram of the vehicle sensor unit of this application;

[0035] Figure 4 This is a schematic diagram of the error-tolerant reconstruction estimation of the vehicle driving state based on visual spatial information of the present application;

[0036] Figure 5 This is a schematic diagram of the fault-tolerant estimation of the vehicle driving state based on the kinematic principle of the present application;

[0037] Figure 6 A schematic diagram of a vehicle driving state dynamics fault-tolerant reconstruction estimator of the present application;

[0038] Figure 7 Schematic diagram of a generalized force multi-closed loop integrated controller for redundant wire-controlled chassis driving stability of this application;

[0039] Figure 8 Schematic diagram of the adaptive robust controller for driving stability of redundant wire-controlled chassis of this application;

[0040] Fig. 9 A schematic diagram of a redundant steer-by-wire execution fault-tolerant driving stability controller of the present application;

[0041] Fig.10 A schematic diagram of a redundant brake-by-wire execution fault-tolerant driving stability controller of the present application;

[0042] Fig.11 A schematic diagram of a redundant drive-by-wire execution fault-tolerant controller for driving stability of the present application;

[0043] Fig.12 A schematic diagram of a redundant brake-by-wire steering execution fault driving stability fault-tolerant controller of the present application;

[0044] Fig.13 This is a schematic diagram of the execution controller of the automobile wire-controlled chassis of this application;

[0045] Fig.14 This is a schematic diagram of the redundant wire-controlled steering module structure of this application;

[0046] Fig.15 This is a schematic diagram of the structure of the redundant wire-controlled hydraulic brake module of this application;

[0047] Fig.16 This is a schematic diagram of the structure of the redundant wire-controlled drive module of this application. DETAILED DESCRIPTION

[0048] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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 are within the scope of protection of the present invention.

[0049] See also Figures 1 to 16 The present application provides a multi-mode redundant integrated control system for a vehicle-by-wire chassis, which includes a power supply subsystem, a vehicle sensor unit, a vehicle driving state fault-tolerant reconstruction estimator, a vehicle-by-wire chassis redundant integrated controller, a vehicle-by-wire chassis execution controller, a vehicle-by-wire chassis execution subsystem, and a communication subsystem connected in sequence. The power supply subsystem provides electric energy for the vehicle and its control system, the vehicle sensor unit provides vehicle driving parameter information, the vehicle driving state fault-tolerant reconstruction estimator provides vehicle driving state parameter information, the vehicle chassis redundant integrated controller provides the required ideal front wheel steering angle, ideal braking force, and ideal driving torque for vehicle stability control, the vehicle-by-wire chassis execution controller controls the vehicle-by-wire chassis actuator, the vehicle-by-wire chassis execution subsystem realizes vehicle steering, braking, and driving functions, and the communication subsystem provides information interaction media for the vehicle-by-wire chassis.

[0050] The power subsystem is a dual-redundant system, including a main power module and a redundant power module, both of which can provide power to the car. When the main power module fails and cannot work, it can switch to the redundant power module to continue to provide power for the car.

[0051] The vehicle sensor unit includes a visual camera, a wheel speed sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw angular velocity sensor and a steering wheel angle sensor. The visual camera is used to obtain road environment information, the wheel speed sensor is used to obtain vehicle wheel speed information, the longitudinal acceleration sensor is used to obtain vehicle longitudinal acceleration information, the lateral acceleration sensor is used to obtain vehicle lateral acceleration information, the yaw angular velocity sensor is used to obtain vehicle yaw angular velocity information, and the steering wheel sensor is used to obtain vehicle steering wheel angle information. The vehicle sensor unit sends the acquired information to the vehicle driving state fault-tolerant reconstruction estimator.

[0052] The vehicle driving state fault-tolerant reconstruction estimator estimates the vehicle driving state using the received sensor information. The vehicle driving state fault-tolerant reconstruction estimator includes a vehicle driving state fault-tolerant reconstruction estimator based on visual space information, a vehicle driving state fault-tolerant estimator based on kinematics, and a vehicle driving state dynamics fault-tolerant reconstruction estimator. The vehicle driving state fault-tolerant reconstruction estimation based on visual space information can estimate the longitudinal speed and yaw rate of the vehicle. The vehicle driving state fault-tolerant estimation based on kinematics can estimate the longitudinal speed, yaw rate, and sideslip angle of the center of mass of the vehicle. The vehicle driving state dynamics fault-tolerant reconstruction estimator can estimate the longitudinal speed, yaw rate, and sideslip angle of the center of mass of the vehicle.

[0053] The redundant integrated controller of the vehicle's control-by-wire chassis receives the actual longitudinal speed, yaw rate and sideslip angle signals of the vehicle sent by the fault-tolerant reconstruction estimator of the vehicle's driving state, and uses the above information to perform integrated control of the vehicle's stability. The redundant integrated controller of the vehicle's control-by-wire chassis includes a redundant control-by-wire chassis driving stability generalized force multi-closed loop integrated controller, a redundant control-by-wire chassis driving stability adaptive robust controller and a redundant control-by-wire chassis execution fault driving stability fault-tolerant controller. The redundant control-by-wire chassis execution fault driving stability fault-tolerant controller includes a redundant control-by-wire steering execution fault driving stability fault-tolerant controller, a redundant control-by-wire braking execution fault driving stability fault-tolerant controller, a redundant control-by-wire drive execution fault driving stability fault-tolerant controller, and a redundant control-by-wire braking steering execution fault driving stability fault-tolerant controller.

[0054] The automobile control-by-wire chassis execution controller receives the signal sent by the automobile control-by-wire chassis redundant integrated controller, and uses the control algorithm to control the control-by-wire chassis actuator. The automobile control-by-wire chassis execution controller includes a control-by-wire steering control algorithm, a control-by-wire steering main controller, a control-by-wire steering redundant controller, a control-by-wire braking control algorithm, a control-by-wire braking main controller, a control-by-wire braking redundant controller, a control-by-wire driving control algorithm, a control-by-wire driving main controller, and a control-by-wire driving redundant controller. The control-by-wire steering control algorithm is input into the control-by-wire steering main controller and the control-by-wire steering redundant controller to realize the control of the redundant control-by-wire steering module. The control-by-wire braking control algorithm is input into the control-by-wire braking main controller and the control-by-wire braking redundant controller to realize the control of the redundant control-by-wire hydraulic brake module. The control-by-wire driving control algorithm is input into the control-by-wire driving main controller and the control-by-wire driving redundant controller to realize the control of the redundant control-by-wire driving module.

[0055] The automobile control-by-wire chassis execution subsystem is the final execution mechanism for automobile driving, and the automobile control-by-wire chassis execution subsystem includes a redundant control-by-wire steering module, a redundant control-by-wire hydraulic brake module and a redundant control-by-wire drive module.

[0056] Furthermore, the vehicle driving state fault-tolerant reconstruction estimator 3 based on visual spatial information of the vehicle driving state fault-tolerant reconstruction estimator 3 mainly realizes the longitudinal speed of the vehicle through the visual conversion principle 311 and the visual estimation process 312. and yaw rate Estimation. Visual estimation process 312: at t k At time t, the left and right visual cameras collect images of the vehicle's surrounding environment and process the images using feature detection algorithms and stereo matching technology. k+1 At this moment, the left and right visual cameras collect images of the car's surrounding environment, and use feature detection algorithms and stereo matching technology to process the images; combined with t k Time and t k+1 The image processing result at the moment is used to perform image feature matching, and the image frame spacing is further processed using the image frame spacing estimation algorithm. Finally, the longitudinal vehicle speed estimation value can be calculated. and the yaw rate estimate

[0057] Furthermore, the kinematics-based vehicle driving state fault-tolerant estimator 32 of the vehicle driving state fault-tolerant reconstruction estimator 3 includes a sensor normal vehicle driving state estimation 321, a yaw angular velocity sensor failure vehicle driving state estimation 322, and a lateral acceleration sensor failure vehicle driving state estimation 323. The sensor normal vehicle driving state estimation 321 includes a four-wheel wheel center longitudinal velocity calculation module along the tire coordinate system 3211, a center of mass longitudinal velocity calculation module 3212 based on the rear wheel center longitudinal velocity, a vehicle center of mass velocity calculation module 3213, and a vehicle center of mass side slip angle calculation module 3214. The above modules can be used to estimate the vehicle longitudinal velocity estimation value and the estimated sideslip angle of the center of mass The yaw rate sensor failure vehicle driving state estimator 322 comprises a four-wheel center longitudinal velocity calculation module 3221 along the tire coordinate system, a yaw rate calculation module 3222 based on the front wheel center longitudinal velocity calculation module 3223 based on the rear wheel center longitudinal velocity calculation module 3224 and a vehicle center of mass velocity calculation module 3225. The vehicle longitudinal velocity estimation value can be estimated through the above modules. Yaw rate estimate and the estimated sideslip angle of the center of mass The lateral acceleration sensor failure vehicle driving state estimator 323 includes a four-wheel wheel center longitudinal speed calculation module 3231 along the tire coordinate system, a longitudinal speed and lateral speed calculation module 3232 based on the four-wheel longitudinal speed value, and a vehicle center of mass side slip angle calculation module 3233. The vehicle longitudinal speed estimation value can be estimated through the above modules. Yaw rate estimate and the estimated sideslip angle of the center of mass

[0058] Furthermore, the vehicle driving state dynamics fault-tolerant reconstruction estimator 33 of the vehicle driving state fault-tolerant reconstruction estimator 3 includes a sensor normal vehicle driving state estimator 331 and a yaw rate / lateral acceleration sensor failure vehicle driving state estimator 332. The sensor normal vehicle driving state estimator 331 includes a vehicle seven-degree-of-freedom dynamics model 3311, a tire force estimation model 3312 and a vehicle driving state estimator 3313. The vehicle longitudinal velocity estimation value can be estimated through the above modules. Yaw rate estimate and the estimated sideslip angle of the center of mass The yaw rate / lateral acceleration sensor failure vehicle driving state estimator 332 includes a vehicle seven-degree-of-freedom dynamics model 3321, a tire force fault-tolerant estimation model 3322 and a vehicle driving state estimator 3323. The vehicle longitudinal velocity estimation value can be estimated through the above modules. Yaw rate estimate and the estimated sideslip angle of the center of mass

[0059] Furthermore, the redundant wire-controlled chassis driving stability generalized force multi-closed-loop integrated controller 41 of the redundant integrated controller 4 for the vehicle wire-controlled chassis includes a vehicle two-degree-of-freedom reference model 411, a vehicle driving stability integrated controller 412, a yaw moment optimization distribution strategy 413 and a tire force closed-loop controller 414. Through the above modules, the ideal additional front wheel steering angle Δδ and the ideal braking pressure P required for vehicle stability control can be calculated. bid Or driving torque T id .

[0060] Furthermore, the redundant wire-controlled chassis driving stability adaptive robust controller 42 of the redundant integrated controller 4 of the vehicle wire-controlled chassis includes a redundant wire-controlled chassis trajectory tracking adaptive robust controller 421, a redundant wire-controlled chassis driving stability adaptive robust controller 422 and an additional yaw moment optimization allocation strategy 423. Through the above modules, the ideal front wheel steering angle δ required for vehicle stability control can be calculated. d and ideal brake pressure P bid Or driving torque T id .

[0061] Furthermore, the redundant wire-controlled steering execution fault driving stability fault-tolerant controller 431 of the redundant integrated controller 4 of the vehicle wire-controlled chassis includes a trajectory tracking controller 4311, a vehicle driving stability integrated fault-tolerant controller 4312 and an additional yaw moment optimization distribution fault-tolerant controller 4313. Through the above modules, the ideal braking pressure P required for vehicle stability control can be calculated. bid Or driving torque T id .

[0062] Furthermore, the redundant wire control brake execution fault driving stability fault-tolerant controller 432 of the redundant integrated controller 4 of the vehicle wire control chassis includes a vehicle two-degree-of-freedom reference model 4321, a vehicle driving stability integrated fault-tolerant controller 4322, an ideal additional front wheel steering angle fault-tolerant controller 4323, an additional yaw moment optimization distribution fault-tolerant strategy 4324 and a tire force closed-loop fault-tolerant controller, which can calculate the ideal additional front wheel steering angle Δδ and the ideal braking pressure P required for vehicle stability control. bid .

[0063] Furthermore, the redundant drive-by-wire execution fault driving stability fault-tolerant controller 433 of the redundant integrated controller 4 of the vehicle drive-by-wire chassis includes a vehicle two-degree-of-freedom reference model 4331, a vehicle driving stability integrated fault-tolerant controller 4332, an ideal vehicle speed tracking controller 4333, an ideal additional front wheel steering angle fault-tolerant controller 4334, a yaw moment optimization distribution fault-tolerant controller 4335 and a tire force closed-loop fault-tolerant controller 4336, which can calculate the ideal additional front wheel steering angle Δδ and driving torque T required for vehicle stability control. id .

[0064] Furthermore, the redundant wire control brake steering execution fault driving stability fault-tolerant controller 434 of the vehicle wire control chassis redundant integrated controller 4 includes a trajectory tracking controller 4341, a vehicle driving stability integrated fault-tolerant controller 4342 and an additional yaw moment optimization distribution fault-tolerant controller 4343. Through the above modules, the ideal braking pressure P required for vehicle stability control can be calculated. bjd .

[0065] Further, the automobile wire-controlled chassis execution controller includes a redundant wire-controlled hydraulic brake execution controller, a redundant wire-controlled steering execution controller and a redundant wire-controlled drive execution controller. The redundant wire-controlled steering execution controller includes a main controller and a redundant controller, and the two have the same functions and are redundant to each other. The redundant wire-controlled hydraulic brake execution controller includes a main controller and a redundant controller, and the two have the same functions and are redundant to each other. The redundant wire-controlled drive execution controller includes a main controller and a redundant controller, and the two have the same functions and are redundant to each other. That is: the automobile wire-controlled chassis execution controller 5 includes a redundant wire-controlled steering main controller 511, a redundant wire-controlled steering redundant controller 512, a redundant wire-controlled braking main controller 513, a redundant wire-controlled steering redundant controller 514, a redundant wire-controlled drive main controller 515 and a redundant wire-controlled drive redundant controller 516. The main controller and the redundant controller are redundant backups for each other. When the main controller fails, it switches to the redundant controller to ensure the precise control of the redundant wire-controlled chassis.

[0066] Furthermore, the redundant wire-controlled steering module 61 of the automobile wire-controlled chassis execution subsystem 6 includes a left front wheel 611, a main steering motor 612, a main reduction mechanism 613, a main transmission mechanism 614, a main electromagnetic clutch 615, a main gear 616, a redundant steering motor 617, a redundant reduction mechanism 618, a redundant transmission mechanism 619, a redundant electromagnetic clutch 6110, a redundant gear 6111, a front right wheel 6112 and a rack 6113. The main steering motor 612, the main reduction mechanism 613, the main transmission mechanism 614, the main electromagnetic clutch 615, the main gear 616 and the rack 6113 are connected in sequence to form a steering torque transmission path, thereby completing the wire-controlled steering function. The redundant steering motor 617, redundant reduction mechanism 618, redundant transmission mechanism 619, redundant electromagnetic clutch 6110, redundant gear 6111, front right wheel 6112 and rack 6113 are connected in sequence to form a steering torque transmission path, which can complete the wire-controlled steering function when the main steering system fails.

[0067] Further, the redundant wire-controlled hydraulic brake module 62 of the automobile wire-controlled chassis execution subsystem 6 includes a manual brake unit 621, a main brake unit 622, a redundant brake unit 623 and a pressure regulating unit 624. The manual brake unit 621 includes a brake pedal 6211, a manual brake master cylinder 6214, a one-way valve 6212, a normally closed solenoid valve 6215, a pedal feel simulator 6213 and a normally open solenoid valve 6216. The main brake unit 622 includes a main brake power source 6225, a main brake master cylinder 6221, a normally closed solenoid valve 6223, an oil cup 6224, and a normally closed solenoid valve 6226. The redundant brake unit 623 includes a redundant brake power source 6232, a main brake master cylinder 6231, a normally closed solenoid valve 6233 and a normally closed solenoid valve 6234. The pressure regulating unit 624 includes a front left wheel 62413, a front right wheel 62414, a rear left wheel 62415, a rear right wheel 62416, a liquid inlet valve 6241, a pressure sensor 6242, a liquid outlet valve 6243, a liquid inlet valve 6244, a pressure sensor 6245, a liquid outlet valve 6246, a liquid inlet valve 6247, a pressure sensor 6248, a liquid outlet valve 6249, a liquid inlet valve 62410, a pressure sensor 62411, and a liquid outlet valve 62412. The redundant wire-controlled hydraulic brake module is composed of the above components to realize the braking function of the vehicle.

[0068] Furthermore, the redundant wire-controlled drive module 63 of the automobile wire-controlled chassis execution subsystem 6 includes a front left wheel 631, a front right wheel 635, a rear left wheel 639, a rear right wheel 6313, a front left wheel reducer 632, a front left wheel PMSM633, a front right wheel controller 634, a front right wheel reducer 632, a front right wheel PMSM633, a rear left wheel controller 634, a rear left wheel reducer 632, a rear left wheel PMSM633, a rear right wheel controller 634, a rear right wheel reducer 632, a rear right wheel PMSM633, a rear right wheel controller 634, a rear right wheel reducer 632, a rear right wheel PMSM633, a rear right wheel controller 634 and a main controller 630. Through the above-mentioned mechanism, a complete redundant wire-controlled drive module is formed to complete the automobile driving function.

[0069] The present application also provides an application of the automobile wire-controlled chassis multi-mode redundant integrated control system, and applies the automobile wire-controlled chassis multi-mode redundant integrated control system to L3 and above high-level intelligent driving vehicles.

[0070] The scheme of the present invention is further described according to the following examples:

[0071] See also Figure 1 This is a schematic diagram of the multi-mode redundant integrated control principle of the automobile wire-controlled chassis of the embodiment of the present application. The principle of the multi-mode redundant integrated control system of the automobile wire-controlled chassis of the embodiment of the present application includes: a power supply subsystem 1, a vehicle sensor unit 2, a vehicle driving state fault-tolerant reconstruction estimator 3, an automobile wire-controlled chassis redundant integrated controller 4, an automobile wire-controlled chassis execution controller 5, an automobile wire-controlled chassis execution subsystem 6 and a communication subsystem 7.

[0072] The power subsystem 1 provides power for the vehicle, and the communication subsystem 7 provides a communication medium for the vehicle to realize information exchange of the vehicle. The vehicle sensor unit 2 provides sensor signals to the vehicle driving state fault-tolerant reconstruction estimator 3, and the vehicle driving state fault-tolerant reconstruction estimator 3 provides the vehicle actual driving state information (vehicle longitudinal speed estimation value) to the vehicle wire-controlled chassis redundant integrated controller 4. Yaw rate estimate and the estimated sideslip angle of the center of mass The redundant integrated controller 4 of the vehicle-by-wire chassis provides the ideal additional front wheel steering angle Δδ and the ideal braking pressure P for the vehicle-by-wire chassis execution controller 5. bid Or driving torque T id The vehicle-by-wire chassis execution controller 5 transmits the control signal to the vehicle-by-wire chassis execution subsystem 6 to implement the action of the vehicle-by-wire chassis execution subsystem 6 and complete the stable and safe driving of the vehicle.

[0073] See also Figure 2 The schematic diagram of the architecture of the multi-mode redundant integrated control system of the automobile control-by-wire chassis of the embodiment of the present application is as follows: Figure 1The power subsystem 1 includes a main power module 11 and a redundant power module 12, which are mutually redundant and provide energy guarantee for the vehicle sensor unit, the vehicle driving state fault-tolerant reconstruction estimator, the vehicle wire-controlled chassis redundant integrated controller, the vehicle wire-controlled chassis execution controller, the vehicle wire-controlled chassis execution subsystem and the communication subsystem, so as to complete the power supply of the power subsystem 1 to the vehicle.

[0074] The vehicle sensor unit 2 includes a visual camera 21, a wheel speed sensor 22, a longitudinal acceleration sensor 23, a lateral acceleration sensor 24, a yaw rate sensor 25 and a steering wheel angle sensor. The vehicle driving state fault-tolerant reconstruction estimator 3 includes a vehicle driving state estimator 31 based on visual spatial information, a vehicle driving state fault-tolerant reconstruction estimator 32 based on kinematics principles and a vehicle driving state dynamics fault-tolerant reconstruction estimator 33. The above-mentioned estimator modules can estimate the vehicle driving state information separately, including the vehicle longitudinal velocity estimation value. Yaw rate estimate and the estimated sideslip angle of the center of mass

[0075] The redundant integrated controller 4 of the vehicle's control-by-wire chassis includes a redundant control-by-wire chassis driving stability generalized force multi-closed loop controller 41, a redundant control-by-wire chassis driving stability adaptive robust controller 42, and a redundant control-by-wire chassis execution fault stability fault-tolerant controller 43. The redundant control-by-wire chassis execution fault stability fault-tolerant controller 43 includes a redundant control-by-wire steering execution fault driving stability fault-tolerant controller 431, a redundant control-by-wire braking execution fault driving stability fault-tolerant controller 432, a redundant control-by-wire drive execution fault stability fault-tolerant controller 433, and a redundant control-by-wire braking steering execution fault fault-tolerant controller 434. When the vehicle's control-by-wire chassis is fault-free, if the vehicle loses stability during driving, the redundant control-by-wire chassis driving stability generalized force multi-closed loop controller 41 can be used to achieve vehicle stability control. When the vehicle needs to overcome external interference to track the trajectory and perform stability control, the redundant control-by-wire chassis driving stability adaptive robust controller 42 can be used to achieve vehicle trajectory tracking and stability control. When the redundant control-by-wire steering module of the vehicle fails and loses stability, the redundant control-by-wire steering execution fault driving stability fault-tolerant controller 431 can be used to achieve stability control. When the redundant wire-controlled hydraulic brake module of the automobile fails and becomes unstable, the braking stability can be achieved through the redundant wire-controlled brake execution fault driving stability fault-tolerant controller 432. When the redundant wire-controlled drive module of the automobile fails and becomes unstable, the driving stability control can be achieved through the redundant wire-controlled drive execution fault stability fault-tolerant controller 433. When the redundant wire-controlled hydraulic brake module and redundant wire-controlled steering module of the automobile fail and become unstable, the stability control can be achieved through the redundant wire-controlled brake steering execution fault fault-tolerant controller 434.

[0076] The automobile control-by-wire chassis execution controller 5 includes a control-by-wire steering redundant controller 51, a control-by-wire brake redundant controller 52 and a control-by-wire drive redundant controller 53. The automobile control-by-wire chassis execution subsystem 6 includes a redundant control-by-wire steering module 61, a redundant control-by-wire hydraulic brake module 62 and a redundant control-by-wire drive module 63. The communication subsystem 7 includes a main communication module 71 and a redundant communication module 72. The two are mutually redundant, providing stable information interaction for the vehicle sensor unit, the vehicle driving state fault-tolerant reconstruction estimator, the automobile control-by-wire chassis redundant integrated controller, the automobile control-by-wire chassis execution controller, and the automobile control-by-wire chassis execution subsystem, and completing the communication information interaction of the communication subsystem 7 to the vehicle.

[0077] See also Figure 3 Schematic diagram of the vehicle sensor unit of the embodiment of the present application, wherein the visual camera 21 outputs the collected image information and features, and the wheel speed sensor outputs the wheel speed information ω i (i=fl,fr,rl,rr), the longitudinal acceleration sensor outputs the vehicle longitudinal acceleration signal a x , the lateral acceleration sensor outputs a lateral acceleration signal y , the yaw angular velocity sensor outputs the yaw angular velocity signal ω r , the steering wheel angle sensor outputs the steering wheel angle signal δ sw .

[0078] See also Figure 4 FIG. 3 is a schematic diagram of fault-tolerant reconstruction estimation of a vehicle driving state based on visual spatial information according to an embodiment of the present application, wherein the visual transformation principle 311 transforms the coordinates of the image taken by the camera, and the visual estimation process 312 transforms t k and t k+1 The images collected by the camera are processed at all times. First, feature detection is performed, then stereo matching and feature tracking matching are performed, and finally frame spacing estimation is performed. Finally, the longitudinal speed of the vehicle is realized through the visual estimation algorithm. and yaw rate estimate.

[0079] See also Figure 5 This is a schematic diagram of the fault-tolerant estimation of the vehicle driving state based on the kinematic principle in the embodiment of the present application, wherein, when the vehicle sensor is normal, in order to realize the longitudinal speed of the vehicle Yaw rate and the center of mass slip angle First, the longitudinal speed calculation module 3211 of the four wheels along the tire coordinate system is used to calculate the longitudinal speed v of the four wheels. Xi (i=fl,fr,rl,rr), and then the longitudinal speed of the vehicle is calculated by using the longitudinal speed calculation module 3212 based on the longitudinal speed of the rear wheel center. Then the vehicle center of mass speed calculation module 3213 is used to calculate the longitudinal speed of the vehicle center of mass and lateral speed Finally, the vehicle center of mass side slip angle is calculated using the vehicle center of mass side slip angle calculation module 3214

[0080] Among them, when the yaw rate sensor fails, the remaining sensor signal can be used to realize the longitudinal velocity of the vehicle Yaw rate and the center of mass slip angle First, the longitudinal speed calculation module 3221 of the four wheel centers along the tire coordinate system calculates the longitudinal speed v of the four wheels. Xi (i=fl,fr,rl,rr), and then the yaw rate estimation value is calculated by using the yaw rate calculation module 3222 based on the longitudinal velocity of the front wheel center Then, the longitudinal speed of the vehicle is calculated by using the module 3223 for calculating the longitudinal speed of the center of mass based on the longitudinal speed of the rear wheel center. Then the vehicle center of mass speed calculation module 3224 is used to calculate the longitudinal speed of the vehicle center of mass and lateral speed Finally, the vehicle center of mass side slip angle is calculated using the vehicle center of mass side slip angle calculation module 3225 Among them, when the lateral acceleration sensor fails, the remaining sensor signal can be used to realize the longitudinal speed of the vehicle Yaw rate and the center of mass slip angle First, the longitudinal speed v of the four wheels is calculated by using the four-wheel center along the tire coordinate system longitudinal speed calculation module 3231 Xi (i=fl,fr,rl,rr), and then the longitudinal speed and lateral speed calculation module 3232 based on the four-wheel longitudinal speed values ​​is used to calculate the center of mass longitudinal speed and lateral speed Finally, the vehicle center of mass side slip angle is calculated using the vehicle center of mass side slip angle calculation module 3233

[0081] See also Figure 6 Schematic diagram of the vehicle driving state dynamics fault-tolerant reconstruction estimator of the embodiment of the present application, wherein, when the vehicle sensor is normal, the vehicle seven-degree-of-freedom dynamics model 3311 is first established, and then the longitudinal force F of each wheel is calculated using the tire force estimation model 3312. xi (i=fl,fr,rl,rr) and lateral force F yi (i=fl,fr,rl,rr), and finally the vehicle driving state estimator is used to realize the longitudinal speed of the vehicle Yaw rate and the center of mass slip angle Secondly, when one or both of the yaw rate sensor or the lateral acceleration sensor fails, the vehicle seven-degree-of-freedom dynamics model 3321 is first established, and the longitudinal force F of each wheel is calculated using the tire force fault-tolerant estimation model 3322. xi (i=fl,fr,rl,rr) and lateral force F yi (i=fl,fr,rl,rr), and finally the vehicle driving state estimator is used to realize the longitudinal speed of the vehicle Yaw rate and the center of mass slip angle estimate.

[0082] See also Figure 7 Schematic diagram of a generalized multi-closed-loop integrated controller for driving stability of a redundant wire-controlled chassis according to an embodiment of the present application, wherein a vehicle two-degree-of-freedom reference model 411 receives a signal δ from a vehicle sensor unit 1 sw and vehicle driving state fault-tolerant reconstruction estimator 2 signal Calculate the ideal yaw rate ω rd and the sideslip angle β d .

[0083] The vehicle driving stability integrated controller 412 receives the vehicle two-degree-of-freedom reference model 411 signal ω rd and β d , vehicle driving state fault-tolerant reconstruction estimator 2 signal and The additional yaw moment ΔM is calculated. The yaw moment optimization distribution strategy 413 calculates the ideal tire longitudinal force F according to the additional yaw moment ΔM. Xid and the lateral force F Yid The tire force closed loop controller 414 is based on F Xid 、F Xid and vehicle driving state fault-tolerant reconstruction estimator 2 signal actual tire force F Xi 、F Yf , calculate the ideal additional front wheel turning angle Δδ d , ideal brake pressure P bid Or driving torque T id .

[0084] See also Figure 8 Schematic diagram of the redundant wire-controlled chassis driving stability adaptive robust controller of the embodiment of the present application, wherein the path tracking model and the three-degree-of-freedom model in the redundant wire-controlled chassis trajectory tracking adaptive robust controller 421 are based on the signal δ of the vehicle sensor unit 1 sw and vehicle driving state fault-tolerant reconstruction estimator 2 signal Calculate the ideal front wheel turning angle δ dand the ideal longitudinal force F Xd The three-freedom dynamics model, the two-degree-of-freedom dynamics model, the adaptive robust direct yaw moment controller and the adaptive robust active front wheel steering controller in the redundant wire-controlled chassis driving stability adaptive robust controller 422 are based on the vehicle driving state fault-tolerant reconstruction estimator 2 signal The additional yaw moment ΔM is calculated. The yaw moment optimization distribution strategy 423 calculates the ideal braking pressure P according to the additional yaw moment ΔM. bid Or driving torque T id .

[0085] See also Fig. 9 FIG. 1 is a schematic diagram of a redundant wire-controlled steering execution fault driving stability fault-tolerant controller according to an embodiment of the present application. When a redundant wire-controlled steering module fails and the vehicle cannot realize the steering function, the following can be used: Fig. 9 The system shown realizes redundant control.

[0086] Among them, the path tracking model and the three-degree-of-freedom dynamics model in the trajectory tracking controller 4311 are based on the fault-tolerant reconstruction estimator 2 signal of the vehicle driving state. Calculate the ideal front wheel turning angle δ d and the ideal longitudinal force F Xd The two-degree-of-freedom dynamics model, the direct yaw moment controller for vehicle driving stability and the front wheel angle adaptive controller based on differential steering in the vehicle driving stability integrated fault-tolerant controller 4312 are based on the vehicle driving state fault-tolerant reconstruction estimator 2 signal The additional yaw moment ΔM and the front wheel rotation moment M are calculated. f The additional yaw moment optimization distribution fault-tolerant controller 4313 is based on the additional yaw moment ΔM, the front wheel rotation moment M f and the ideal longitudinal force F Xd , calculate the ideal brake pressure P bid Or driving torque T id .

[0087] See also Fig.10 This is a schematic diagram of a redundant wire control brake execution fault driving stability fault-tolerant controller of an embodiment of the present application. When a redundant wire control hydraulic brake module fails in a single wheel, the redundant wire control brake execution fault driving stability fault-tolerant controller of an embodiment of the present application can be used to implement vehicle braking stability control. This embodiment takes the failure of the left wheel braking force as an example. When the brakes of other wheels fail, vehicle stability control can still be implemented in the same way. Among them, the vehicle two-degree-of-freedom reference model 4321 is based on the vehicle sensor unit 1 signal δ sw , vehicle driving state fault-tolerant reconstruction estimator 2 signal Calculate the ideal yaw rate ω rd and the sideslip angle βd .

[0088] Among them, the vehicle driving stability integrated fault-tolerant controller 4322 is based on the vehicle driving state fault-tolerant reconstruction estimator 2 signal and the ideal yaw rate ω rd and the sideslip angle β d , the additional yaw moment ΔM is calculated. The ideal additional front wheel steering angle fault-tolerant controller 4323 is based on the vehicle driving state fault-tolerant reconstruction estimator 2 signal Vehicle sensor unit 1 signal δ sw and the ideal yaw rate ω of the vehicle two-degree-of-freedom reference model 4321 signal rd , calculate the additional front wheel turning angle Δδ d The yaw moment optimization distribution fault-tolerant strategy 4324 calculates the ideal wheel longitudinal force F according to the additional yaw moment ΔM. Xjd (j = fr, rl, rr). The tire force closed-loop fault-tolerant controller 4325 reconstructs the estimator 2 signal F according to the vehicle driving state fault-tolerant Xi and the longitudinal force F of the wheel Xjd (j=fr,rl,rr), calculate the ideal braking force P bjd .

[0089] See also Fig.11 This is a schematic diagram of a redundant wire-controlled drive execution fault-tolerant controller for driving stability in an embodiment of the present application. When a redundant wire-controlled drive module fails in a single wheel driving force, causing the vehicle to become unstable, this embodiment can be used to achieve vehicle driving stability control. This embodiment takes the failure of the left wheel driving torque as an example. When the drive of other wheels fails, vehicle stability control can still be achieved in the same way. Among them, the vehicle two-degree-of-freedom reference model 4331 is based on the vehicle sensor unit 1 signal δ sw , vehicle driving state fault-tolerant reconstruction estimator 2 signal Calculate the ideal yaw rate ω rd and the sideslip angle β d .

[0090] Among them, the vehicle driving stability integrated fault-tolerant controller 4332 is based on the vehicle driving state fault-tolerant reconstruction estimator 2 signal and the ideal yaw rate ω rd and the sideslip angle β d , the additional yaw moment ΔM is calculated. The ideal vehicle speed tracking controller is based on the ideal vehicle speed v xd and vehicle driving state fault-tolerant reconstruction estimator 2 signal Calculate the ideal longitudinal force F of the vehicle Xd The ideal additional front wheel steering angle fault-tolerant controller 4333 reconstructs the estimator 2 signal according to the vehicle driving state fault-tolerantly Vehicle sensor unit 1 signal δ sw and the ideal yaw rate ω of the vehicle's two-degree-of-freedom reference model 4331 signal rd , calculate the additional front wheel turning angle Δδ d The yaw moment optimization distribution fault-tolerant strategy 4335 calculates the ideal wheel longitudinal force F according to the additional yaw moment ΔM. Xjd (j = fr, rl, rr). The tire force closed-loop fault-tolerant controller 4336 reconstructs the estimator 2 signal F according to the vehicle driving state fault-tolerant Xi and the longitudinal force F of the wheel Xjd (j=fr,rl,rr), calculate the ideal braking force T jd .

[0091] See also Fig.12 This is a schematic diagram of a redundant wire-controlled brake-steering execution fault-tolerant driving stability controller of an embodiment of the present application. When the single-wheel braking force of the redundant wire-controlled hydraulic brake module and the redundant wire-controlled steering module fail at the same time, this embodiment can be used to control the vehicle's driving direction stability. This embodiment takes the failure of the front left wheel brake and the failure of the redundant wire-controlled steering module as an example. If the braking force of the remaining brake wheels fails and the redundant wire-controlled steering module fails, this embodiment can also solve related problems and achieve vehicle driving direction stability control.

[0092] Among them, the path tracking model and the three-degree-of-freedom dynamics model in the trajectory tracking controller 4341 are based on the fault-tolerant reconstruction estimator 2 signal of the vehicle driving state. Calculate the ideal front wheel turning angle δ d and the ideal longitudinal force F Xd The two-degree-of-freedom dynamics model in the vehicle driving stability integrated fault-tolerant controller 4342, the vehicle driving stability direct yaw torque controller and the front wheel angle adaptive controller based on differential steering are reconstructed according to the vehicle driving state fault-tolerant estimator 2 signal The additional yaw moment ΔM and the front wheel rotation moment M are calculated. f The additional yaw moment optimization distribution fault-tolerant controller 4343 is configured according to the additional yaw moment ΔM, the front wheel rotation moment M f and the ideal longitudinal force F Xd , calculate the ideal brake pressure P bjd .

[0093] See also Fig.13This is a schematic diagram of the automobile wire-controlled chassis execution controller of an embodiment of the present application. The automobile wire-controlled chassis execution controller 5 has both a main controller and a redundant controller, and the two are mutually backed up in the same domain. When the main controller fails, it can switch to the redundant controller to realize fault-tolerant control of the automobile actuator. Among them, the wire-controlled steering main controller 511 and the redundant wire-controlled steering controller 512 are mutually redundant backups, which can realize fault-tolerant control of redundant wire-controlled steering modules. The wire-controlled braking main controller 513 and the redundant wire-controlled braking controller 514 are mutually redundant backups, which can realize fault-tolerant control of redundant wire-controlled hydraulic brake modules. The wire-controlled drive main controller 515 and the redundant wire-controlled drive controller 516 are mutually redundant backups, which can realize fault-tolerant control of redundant wire-controlled drive modules.

[0094] See also Fig.14 This is a schematic diagram of the redundant wire-controlled steering module structure of an embodiment of the present application. The redundant wire-controlled steering module of this embodiment is a dual-motor transmission structure including a main motor transmission mechanism and a redundant transmission mechanism, which are redundant to each other and can realize fault-tolerant control of the steering system.

[0095] Among them, the main motor transmission structure and torque transmission path include the main steering motor 612, the main reduction mechanism 613, the main transmission mechanism 614, the main electromagnetic clutch 615, the main gear 616 and the rack 6113, which are connected in sequence to achieve steering torque transmission. The redundant motor transmission structure and torque transmission path include the redundant steering motor 617, the redundant reduction mechanism 618, the redundant transmission mechanism 619, the redundant electromagnetic clutch 6110, the redundant gear 6111 and the rack 6113, which are connected in sequence to achieve steering torque transmission. When the steering is not working, the main electromagnetic clutch 615 and the redundant electromagnetic clutch 6110 do not work and are not connected. When the main motor is working, the main electromagnetic clutch 615 is connected and the redundant electromagnetic clutch 6110 is not working and is not connected. When the main motor fails and cannot work, the main electromagnetic clutch 615 is not working and is not connected, the redundant motor works to perform the steering action, and the redundant electromagnetic clutch 6110 is connected.

[0096] See also Fig.15 This is a structural schematic diagram of the redundant wire-controlled hydraulic brake module of an embodiment of the present application. This embodiment provides three braking modes including an active braking pressure building mode, a redundant active braking pressure building mode and a manual braking mode. The three modes are redundant with each other and can achieve fault-tolerant braking control.

[0097] In the first active braking pressure building mode, the main braking power source 6225 in the main braking unit 622 pushes the main braking master cylinder 6221 to operate, so that the normally closed solenoid valves 6223 and 6226 are powered on and opened. At this time, the brake fluid flows out from the oil cup 6224 and then passes through the inlet valve 6241, the inlet valve 6244, the inlet valve 6247, and the inlet valve 62410 into the wheel cylinder to achieve the braking function. When the pressure maintenance effect is required, the inlet valve 6241, the inlet valve 6244, the inlet valve 6247, and the inlet valve 62410 are powered on and closed to achieve the braking pressure maintenance effect. When the pressure is required to be released, the outlet valve 6243, the outlet valve 6246, the outlet valve 6249, and the outlet valve 62412 are powered on and opened, the wheel cylinder achieves the pressure relief effect, and the oil returns to the oil cup 6224.

[0098] The second redundant active braking pressure building mode can be switched to the redundant active braking pressure building mode when the main brake unit fails and cannot build pressure. The redundant braking power source 6232 in the redundant braking unit 623 pushes the main brake master cylinder 6231 to act, so that the normally closed solenoid valves 6233 and 6234 are powered on and opened. At this time, the brake fluid flows out from the oil cup 6224 and then enters the wheel cylinder through the liquid inlet valves 6241, 6244, 6247, and 62410 to achieve the braking function. When the pressure maintenance effect is required, the liquid inlet valves 6241, 6244, 6247, and 62410 are powered on and closed to achieve the braking pressure maintenance effect. When the pressure is released, the liquid outlet valves 6243, 6246, 6249, and 62412 are powered on and opened, and the wheel cylinder achieves the pressure release effect, and the oil returns to the oil cup 6224.

[0099] The third manual braking mode is that when both the main brake unit and the redundant brake unit fail, or when the driver wants to perform manual driving braking, the manual brake unit 621 can be used for braking. The driver steps on the brake pedal 6211, pushing the manual brake master cylinder 6214 to operate, and the brake fluid flows out of the oil cup 6224. The normally closed solenoid valve 6215 is powered on and opened, and flows into the pedal feeling simulator 6213. The oil passes through the normally open solenoid valve 6216, the liquid inlet valve 6241, the liquid inlet valve 6244, the liquid inlet valve 6247, and the liquid inlet valve 62410 and enters the wheel cylinder to achieve the braking function. When the pressure maintenance effect is required, the liquid inlet valve 6241, the liquid inlet valve 6244, the liquid inlet valve 6247, and the liquid inlet valve 62410 are powered on and closed to achieve the braking pressure maintenance effect. When pressure relief is required, liquid outlet valves 6243 , 6246 , 6249 and 62412 are powered on and opened, the wheel cylinder relieves pressure, and the oil returns to the oil cup 6224 .

[0100] See also Fig.16This is a schematic diagram of the redundant wire-controlled drive module structure of an embodiment of the present application. This embodiment provides a redundant wire-controlled drive model, including 4 wheel drive motors (PMSM633, 637, 6311, 6315), 4 reducers (632, 637, 6310, 6314), 4 controllers (634, 638, 6312, 6316) and 1 master controller 630. Each wheel (631, 635, 639, 6313) can be driven individually.

[0101] Among them, the front left wheel PMSM633, the front left wheel reducer 632 and the wheel 631 are connected in sequence, and the front left wheel controller 634 controls the front left wheel PMSM633 and the front left wheel reducer 632. The front right wheel PMSM636, the front right wheel reducer 637 and the wheel 635 are connected in sequence, and the front right wheel controller 638 controls the front right wheel PMSM636 and the front right wheel reducer 637. The rear left wheel PMSM6311, the rear left wheel reducer 6310 and the wheel 639 are connected in sequence, and the rear left wheel controller 6312 controls the rear left wheel PMSM6311 and the rear left wheel reducer 6310. The rear right wheel PMSM6315, the rear right wheel reducer 6314 and the wheel 6313 are connected in sequence, and the rear right wheel controller 6316 controls the rear right wheel PMSM6315 and the rear right wheel reducer 6314. The master controller 630 can control the front left wheel controller 634, the front right wheel controller 638, the rear left wheel controller 6312 and the rear right wheel controller 6316. When one wheel driver fails and cannot work, the remaining three drivers can be used to drive the vehicle. In this embodiment, the failure of the front left wheel driving torque is taken as an example. When the front left wheel driving torque fails, the front right wheel, the rear left wheel and the rear right wheel can be used to perform fault-tolerant control of the vehicle driving.

[0102] The present application also provides an application of the automobile wire-controlled chassis multi-mode redundant integrated control system, and applies the automobile wire-controlled chassis multi-mode redundant integrated control system to L3 and above high-level autonomous driving vehicles.

[0103] While various embodiments of the present invention have been described above, the above description is exemplary and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The scope of the present invention is defined by the appended claims.

Claims

1. A multi-mode redundant integrated control system for a vehicle drive-by-wire chassis, characterized in that: The automobile wire-controlled chassis multi-mode redundant integrated control system includes a whole vehicle sensor unit, a vehicle driving state fault-tolerant reconstruction estimator, a vehicle wire-controlled chassis redundant integrated controller, a vehicle wire-controlled chassis execution controller, a vehicle wire-controlled chassis execution subsystem, a power subsystem and a communication subsystem connected in sequence, wherein the power subsystem provides electric energy for the automobile, the communication subsystem realizes information transmission, the whole vehicle sensor unit provides sensor signals and monitors the driving state of the automobile, the vehicle driving state fault-tolerant reconstruction estimator provides vehicle stability control parameters for the automobile wire-controlled chassis redundant integrated controller, the automobile wire-controlled chassis redundant integrated controller provides ideal execution parameters for the automobile wire-controlled chassis execution controller, and the automobile wire-controlled chassis execution controller provides execution actions for the automobile wire-controlled chassis execution subsystem.

2. The system according to claim 1, characterized in that: The power subsystem includes a main power module and a redundant power module, and the main power module and the redundant power module are redundant to each other.

3. The system according to claim 1, characterized in that: The communication subsystem includes a main communication module and a redundant communication module, and the main communication module and the redundant communication module are redundant to each other.

4. The system according to claim 1, characterized in that: The whole vehicle sensor unit includes a visual camera, a wheel speed sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, a yaw angular velocity sensor and a steering wheel angle sensor. The visual camera is used to obtain road environment information, the wheel speed sensor is used to obtain vehicle wheel speed information, the longitudinal acceleration sensor is used to obtain vehicle longitudinal acceleration information, the lateral acceleration sensor is used to obtain vehicle lateral acceleration information, the yaw angular velocity sensor is used to obtain vehicle yaw angular velocity information, and the steering wheel angle sensor is used to obtain vehicle steering wheel angle information. The whole vehicle sensor unit sends the obtained information to the vehicle driving state fault-tolerant reconstruction estimator.

5. The system according to claim 1, characterized in that: The vehicle driving state fault-tolerant reconstruction estimator includes a vehicle driving state estimator based on visual space information, a vehicle driving state fault-tolerant estimator based on kinematic principles, and a vehicle driving state dynamics fault-tolerant reconstruction estimator. The vehicle driving state estimator based on visual space information performs image acquisition through a left visual camera and a right visual camera and realizes vehicle driving state fault-tolerant reconstruction estimation through visual space principles, feature detection, and vehicle state estimation algorithms. The vehicle driving state fault-tolerant estimator based on kinematic principles realizes vehicle driving state fault-tolerant reconstruction estimation through vehicle kinematic principles. The vehicle driving state dynamics fault-tolerant reconstruction estimator realizes vehicle driving state fault-tolerant reconstruction estimation through vehicle dynamics principles.

6. The system according to claim 1, characterized in that: The redundant integrated controller of the automobile control-by-wire chassis includes a redundant control-by-wire chassis driving stability generalized force multi-closed-loop integrated controller, a redundant control-by-wire chassis driving stability adaptive robust controller and a redundant control-by-wire chassis execution fault driving stability fault-tolerant controller. The redundant control-by-wire chassis driving stability generalized force multi-closed-loop integrated controller includes a vehicle two-degree-of-freedom reference model, an automobile driving stability integrated controller, a yaw torque optimization distribution strategy and a tire force closed-loop controller. The redundant control-by-wire chassis driving stability adaptive robust controller includes a redundant control-by-wire chassis trajectory tracking adaptive robust controller, a redundant control-by-wire chassis driving stability adaptive robust controller, and an additional yaw torque optimization distribution strategy. The redundant control-by-wire chassis execution fault driving stability fault-tolerant controller includes a redundant control-by-wire steering execution fault driving stability fault-tolerant controller, a redundant control-by-wire braking execution fault driving stability fault-tolerant controller, a redundant control-by-wire drive execution fault driving stability fault-tolerant controller and a redundant control-by-wire braking steering execution fault driving stability fault-tolerant controller.

7. The system according to claim 1, characterized in that: The automobile control-by-wire chassis execution controller includes a redundant control-by-wire hydraulic brake execution controller, a redundant control-by-wire steering execution controller and a redundant control-by-wire drive execution controller. The redundant control-by-wire steering execution controller, the redundant control-by-wire hydraulic brake execution controller and the redundant control-by-wire drive execution controller all include a mutually redundant main controller and redundant controllers.

8. The system according to claim 1, characterized in that: The automobile control-by-wire chassis execution subsystem includes: a redundant control-by-wire steering module, a redundant control-by-wire hydraulic brake module and a redundant control-by-wire drive module, wherein the redundant control-by-wire steering module includes a main steering motor, a redundant steering motor, a main reduction mechanism, a redundant reduction mechanism, a main transmission mechanism, a redundant transmission mechanism, a main electromagnetic clutch, a redundant electromagnetic clutch, a main gear, a redundant gear, a rack and a wheel, wherein the main steering motor, the main reduction mechanism, the main transmission mechanism, the main electromagnetic clutch, the main gear, the rack and the wheel are connected in sequence to form a main transmission execution device, wherein the redundant steering motor, the redundant reduction mechanism, the redundant transmission mechanism, The redundant electromagnetic clutch, the redundant gear, the rack and the wheel are connected in sequence to form a redundant transmission actuator. The main transmission actuator and the redundant transmission overall actuator are mutually redundant. The redundant wire-controlled hydraulic brake module includes a human brake unit, a main brake unit, a redundant brake unit and a pressure regulating unit. The human brake unit, the main brake unit and the redundant brake unit are all connected to the pressure regulating unit. The main brake unit and the redundant brake unit are mutually redundant. The pressure regulating unit includes the front left wheel, the front right wheel, the rear left wheel, the rear right wheel, 4 liquid inlet valves, 4 liquid outlet valves and 4 pressure sensors to achieve precise pressure regulation. The redundant wire-controlled drive module includes a master controller, 4 wheel drive actuator motor controllers, 4 drive actuator motors, 4 reducers and 4 wheels.

9. The system according to claim 6, characterized in that: The redundant wire-controlled chassis trajectory tracking adaptive robust controller includes a three-degree-of-freedom dynamics model and a path tracking controller; the redundant wire-controlled chassis driving stability adaptive robust controller includes a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, an adaptive robust direct yaw torque controller, an adaptive robust front wheel angle and an additional yaw torque optimization allocation strategy; the redundant wire-controlled steering execution fault driving stability fault-tolerant controller includes a path tracking model, a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, a vehicle driving stability direct yaw torque controller, a front wheel angle adaptive controller based on differential steering and an additional yaw torque optimization allocation fault-tolerant controller; the redundant wire-controlled braking execution fault driving stability fault-tolerant controller includes an ideal additional front wheel angle fault-tolerant controller , a vehicle two-degree-of-freedom reference model, an integrated fault-tolerant controller for vehicle driving stability, an additional yaw moment optimization distribution fault-tolerant strategy and a tire force closed-loop fault-tolerant controller, the redundant drive-by-wire execution fault-tolerant driving stability control strategy includes an ideal vehicle speed tracking controller, an ideal additional front wheel angle fault-tolerant controller, a vehicle two-degree-of-freedom reference model, an integrated fault-tolerant controller for vehicle driving stability, a yaw moment optimization distribution fault-tolerant strategy and a tire force closed-loop fault-tolerant controller, the redundant drive-by-wire execution fault-tolerant driving stability controller includes a path tracking control model, a three-degree-of-freedom dynamics model, a two-degree-of-freedom dynamics model, a vehicle driving stability direct yaw moment fault-tolerant controller, a front wheel angle adaptive controller based on differential steering and an additional yaw moment optimization distribution fault-tolerant controller.

10. An application of the multi-mode redundant integrated control system for a vehicle drive-by-wire chassis according to any one of claims 1 to 9, characterized in that: The automotive wire-controlled chassis multi-mode redundant integrated control system is applied to L3 and above high-level autonomous driving vehicles.

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