Vehicle and electronic and electrical system and control method thereof

Abstract

The invention discloses a vehicle and an electronic and electrical system and a control method thereof, the electronic and electrical system comprises a first domain controller and a plurality of functional components, the first domain controller is in communication connection with the plurality of functional components, the first domain controller comprises a first suspension control unit, and the first suspension control unit is connected with the first domain controller. The first suspension control unit is used for controlling a suspension of the vehicle, and the functional components comprise at least one sensor and at least one actuator. According to the electronic and electrical system of the vehicle, the first domain controller is integrated with the first suspension control unit, the cost can be effectively reduced, and the stability is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to an electronic and electrical system of a vehicle, a vehicle control method, and a vehicle. Background Art

[0002] The height, softness and hardness of the traditional passive suspension system are fixed when the vehicle leaves the factory, and it is often difficult to balance the comfort and driving control of the vehicle under different operating conditions. With the continuous advancement of vehicle technology, people's requirements for vehicles are also increasing. Based on the development of vehicle intelligent electronics, active suspension systems that can adjust the vehicle suspension damping, stiffness and height are increasingly used in vehicles.

[0003] The active suspension system in the related art usually sets up an independent active suspension system. Under this architecture, the wiring harness of the whole vehicle is long, heavy, has a large number of controllers, and is costly. Summary of the invention

[0004] An object of the present application is to provide an electronic and electrical system for a vehicle.

[0005] Another object of the present application is to provide a vehicle control method.

[0006] Yet another object of the present application is to provide a vehicle.

[0007] According to the electronic and electrical system of a vehicle in an embodiment of the present application, the electronic and electrical system includes a first domain controller and multiple functional components, the first domain controller is communicatively connected to the multiple functional components, the first domain controller includes a first suspension control unit, the first suspension control unit is used to control the suspension of the vehicle, and the multiple functional components include at least one sensor and at least one actuator.

[0008] According to the electronic and electrical system of the vehicle in the embodiment of the present application, the first domain controller is integrated with the first suspension control unit, which can effectively reduce costs and improve stability.

[0009] In addition, the electronic and electrical system of the vehicle according to the above embodiment of the present application may also have the following additional technical features:

[0010] In some embodiments, the first suspension control unit is used to control all active suspensions of the vehicle.

[0011] In some embodiments, at least a portion of the plurality of functional components are directly communicatively connected to the first domain controller.

[0012] In some embodiments, the electronic and electrical system further includes a second domain controller, at least a portion of the plurality of functional components are communicatively connected to the second domain controller, and the second domain controller is communicatively connected to the first domain controller.

[0013] In some embodiments, there are multiple second domain controllers, and the multiple functional components are connected to multiple second domain controllers nearby.

[0014] In some embodiments, the first domain controller further includes at least one of an IPB control unit, a VCU, an EPS control unit, a preview system control unit, and an ADAS system control unit.

[0015] In some embodiments, the plurality of functional components include one or more of a left front wheel speed sensor, a left rear wheel speed sensor, a right front wheel speed sensor, a right rear wheel speed sensor, an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU, and a PAD that are communicatively connected to the first domain controller;

[0016] And / or, the first domain controller is configured as a left domain controller of the vehicle.

[0017] In some embodiments, the electronic and electrical system further includes a third domain controller, and the third domain controller is communicatively connected to the plurality of functional components.

[0018] In some embodiments, at least a portion of the plurality of functional components are directly communicatively connected to the third domain controller.

[0019] In some embodiments, the electronic and electrical system further includes a second domain controller, at least a portion of the plurality of functional components are communicatively connected to the second domain controller, and the second domain controller is communicatively connected to the first domain controller and the third domain controller.

[0020] In some embodiments, there are multiple second domain controllers, and the multiple functional components are connected to multiple second domain controllers nearby.

[0021] In some embodiments, the multiple second domain controllers include a front domain controller and a rear domain controller, wherein the multiple functional components include a left front height sensor, a right front height sensor, a front suspension damping adjustment actuator and / or a front suspension stiffness adjustment actuator that are communicatively connected to the front domain controller; and / or the multiple functional components also include a left rear height sensor, a right rear height sensor, a rear suspension damping adjustment actuator, a rear suspension stiffness adjustment actuator, a suspension height adjustment actuator, a pressure sensor and / or a temperature sensor that are communicatively connected to the rear domain controller.

[0022] In some embodiments, the third domain controller includes at least one of an IPB control unit, a VCU, an EPS control unit, a preview system control unit, and an ADAS system control unit;

[0023] And / or, the plurality of functional components include a left front wheel speed sensor, a left rear wheel speed sensor, a right front wheel speed sensor, a right rear wheel speed sensor, an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU and / or a PAD that are communicatively connected to the third domain controller;

[0024] And / or, the third domain controller is the right domain controller of the vehicle.

[0025] In some embodiments, the third domain controller further includes a second suspension control unit, and the second suspension control unit is used to control the suspension of the vehicle.

[0026] In some embodiments, the second suspension control unit is a redundant backup of the second suspension control unit; or the first suspension control unit and the second suspension control unit are redundant backups of each other.

[0027] In some embodiments, the first suspension control unit is configured to implement suspension control, and the second suspension control unit is configured to implement suspension control when the first suspension control unit is in a first state.

[0028] In some embodiments, the first state includes a fault state, and / or a state where the first suspension control unit cannot meet business requirements alone.

[0029] In some embodiments, the electronic and electrical system further includes a communication backbone network, which is a ring network, and the first domain controller, the second domain controller and the third domain controller of the electronic and electrical system are all connected to the communication backbone network, and the functional components are connected to the communication backbone network via the domain controllers of the electronic and electrical system to communicate with the domain controllers of the electronic and electrical system.

[0030] In some embodiments, the plurality of functional components include a plurality of first functional components related to the suspension of the vehicle implemented by the first suspension control unit;

[0031] The communication connection modes of the plurality of the first functional components and the first domain controller include one or more of the following:

[0032] Directly communicate with the first domain controller;

[0033] Communicating with the first domain controller by directly accessing the communication backbone network;

[0034] The communication backbone network is accessed through other domain controllers of the electronic and electrical system to communicate with the first domain controller.

[0035] A vehicle control method according to an embodiment of the present invention is applied to the aforementioned electronic and electrical system, and the control method includes:

[0036] Determine vehicle status information and driving assistance information;

[0037] A suspension control strategy is determined, wherein the suspension control strategy is determined according to the vehicle state information and the driving assistance information.

[0038] In some embodiments, the vehicle status information includes at least one of wheel height information, actuator type information, actuator operating temperature information, actuator operating pressure information, wheel speed information, steering angle information, steering torque information, drive pedal information, brake pedal information, and vehicle driving mode;

[0039] The driving assistance information includes at least one of road surface state information and user operation instructions.

[0040] In some embodiments, the electronic and electrical system further includes a third domain controller, the third domain controller is communicatively connected with the plurality of functional components, the third domain controller is provided with a second suspension control unit, the vehicle status information further includes working status information of the first domain controller, and the control method includes:

[0041] Determine the working status of the first domain controller. If the first domain controller works normally, the first suspension control unit determines the control strategy; if the first domain controller works abnormally, the second suspension control unit determines the control strategy or the first suspension control unit and the second suspension control unit determine the control strategy.

[0042] A vehicle according to an embodiment of the present invention is characterized by comprising the aforementioned vehicle electronic and electrical system. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0044] Figure 2 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0045] Figure 3 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0046] Figure 4 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0047] Figure 5 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0048] Figure 6 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0049] Figure 7 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0050] Figure 8 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0051] Fig. 9 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0052] Fig.10 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0053] Fig.11 It is a schematic diagram of an electronic and electrical system according to an embodiment of the present application.

[0054] Fig.12 It is a flowchart of a control method of an electronic and electrical system according to an embodiment of the present application.

[0055] Reference numerals: electronic and electrical system 100 , first domain controller 10 , first suspension control unit 11 , second domain controller 20 , third domain controller 30 , second suspension control unit 31 , functional component 40 . DETAILED DESCRIPTION

[0056] The active suspension system includes: various sensors for sensing the vehicle body posture, the road conditions, the road ahead, the actuator working status and other information; various actuators for adjusting the vehicle body posture and the vehicle suspension damping stiffness; various control switches for collecting driver command information; control unit for calculating the active suspension execution strategy based on the sensor information, control information and information provided by other vehicle systems. Other vehicle systems include: Intelligent Power Brake (IPB), Electric Power Steering (EPS), Vehicle Control Unit (VCU), Multimedia Host PAD, Assisted Driving System (ADAS), etc.

[0057] According to the difference of sensors, actuators, control units and energy supply media, active suspension can be divided into electronically controlled semi-active suspension, electromagnetic semi-active suspension, air suspension and hydraulic suspension. In related technologies, there are three main types of electronic and electrical architectures for active suspension:

[0058] The first is that the active suspension system is independently distributed, and the sensors and actuators are independently connected to a separate active suspension controller. At the same time, the active suspension controller is connected to the vehicle network and obtains the vehicle status or instructions output by other vehicle systems required by the active suspension system through the vehicle gateway. Under this architecture, the vehicle wiring harness is long, heavy, and has a large number of controllers, which is costly. Different types of active suspensions require different controllers. The same active suspension controller is not compatible with different active suspension systems, making it difficult to develop a platform. Other vehicle systems are separate controllers, and different suppliers have different protocols, making it difficult for them to interact with each other.

[0059] The second is to divide and distribute by function, integrating the active suspension controller into the chassis domain controller, connecting sensors and actuators to the chassis domain controller, and obtaining the vehicle status or instructions output by other systems other than the vehicle chassis functions required by the active suspension system through the vehicle gateway. Under this architecture, although the chassis-related system controllers are centralized through functional division, which solves the problem of the large number of vehicle controllers to a certain extent, the active suspension system and non-chassis systems are still not in the same network, and the interaction time between them is long; at the same time, it does not solve the problem of the lengthy and heavy wiring harness of the entire vehicle.

[0060] The third type is to distribute by region, distribute the active suspension control function to each domain controller, connect the sensors and actuators to the corresponding domain controller nearby, each domain controller makes its own suspension posture adjustment instructions, summarizes their own suspension adjustment instructions through the vehicle network, and then coordinates the suspension posture adjustment instructions. Under this architecture, the problems of long wiring harnesses and long system interaction time are solved, but each domain controller independently controls the actuators and sensors connected to its own area, summarizes them to a separate central computing unit, and then coordinates each domain controller to control the suspension, resulting in each domain controller needing a corresponding MCU control unit (Microcontroller Unit), the controller cost of the whole vehicle is not optimized much, and the interactive link is too long, affecting the timeliness of the active suspension system. System redundancy cannot be achieved, and once a controller fails, the active suspension system will fail.

[0061] Based on the above, the present application proposes an active suspension system based on a regional integrated electrical and electronic architecture.

[0062] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0063] like Figures 1 to 11According to the electronic and electrical system 100 of a vehicle according to an embodiment of the present application, the electronic and electrical system 100 includes a first domain controller 10 and multiple functional components 40. The first domain controller 10 is communicatively connected with the multiple functional components 40. The first domain controller 10 includes a first suspension control unit 11. The first suspension control unit 11 is used to control the suspension of the vehicle. The multiple functional components 40 include at least one sensor and at least one actuator.

[0064] For example, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the first domain controller 10. The first domain controller 10 processes the received signal to determine the suspension control strategy of the vehicle; then the first domain controller 10 sends the suspension control strategy to the actuator, thereby adjusting the vehicle suspension.

[0065] The suspension control strategy is determined by the first domain controller 10, and the calculation is relatively centralized, which can speed up the determination efficiency of the suspension control strategy and reduce problems such as errors or instability caused by signal transmission, thereby improving the stability and safety of the vehicle. According to the electronic and electrical system 100 of the vehicle of the embodiment of the present application, the first domain controller 10 is integrated with the first suspension control unit 11, which can effectively reduce costs and improve stability.

[0066] The present application is based on a regional integrated electronic and electrical system 100, selects a domain controller as the central computing unit, integrates the active suspension control unit and its strongly related system controller into one domain controller, and the decision algorithms are all processed on one controller, making the decision algorithms more thoroughly centralized.

[0067] The first suspension control unit 11 can be used to control all active suspensions of the vehicle, thereby achieving unified control of the active suspensions of the vehicle.

[0068] The vehicle of the present application may include multiple domain controllers, wherein the multiple functional components 40 and the first domain controller 10 may have multiple communication modes, including but not limited to the following implementation modes.

[0069] In the first embodiment, the first domain controller 10 is directly connected to at least a part of the plurality of functional components 40 for communication.

[0070] The first example is Figure 1 , the multiple functional components 40 are directly connected to the first domain controller 10. For example, the first domain controller 10 may be a front domain controller of the vehicle, and the multiple functional components 40 may be directly connected to the front domain controller; for another example, the first domain controller 10 may be a rear domain controller of the vehicle, and the multiple functional components 40 may be directly connected to the left domain controller of the rear domain controller.

[0071] The second example, such as Figure 2 , a part of the multiple functional components 40 is directly connected to the first domain controller 10 for communication, another part of the multiple functional components 40 is connected to other domain controllers of the vehicle for communication, and the communication connection between the first domain controller 10 and other domain controllers is realized to realize the communication connection between the multiple functional components 40 and the first domain controller 10. For example, the first domain controller 10 may be the front domain controller of the vehicle, the second domain controller 20 may be the left domain controller of the vehicle, a part of the multiple functional components 40 may be directly connected to the front domain controller for communication, and another part of the multiple functional components 40 may be directly connected to the left domain controller for communication, and the front domain controller may be connected to the left domain controller for communication; for another example, the first domain controller 10 may be the right domain controller of the vehicle, the second domain controller 20 may be the rear domain controller of the vehicle, a part of the multiple functional components 40 may be directly connected to the right domain controller for communication, and another part of the multiple functional components 40 may be directly connected to the rear domain controller for communication, and the right domain controller may be connected to the rear domain controller for communication.

[0072] In the second embodiment, the electronic and electrical system 100 further includes a second domain controller 20 , at least a portion of the plurality of functional components 40 are communicatively connected to the second domain controller 20 , and the second domain controller 20 communicates with the first domain controller 10 .

[0073] Among them, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the second domain controller 20. After receiving the control signal, the second domain controller 20 transmits the control signal to the first domain controller 10. The first domain controller 10 processes the received signal and determines the suspension control strategy of the vehicle; then the first domain controller 10 sends the suspension control strategy to the second domain controller 20, and the second domain controller 20 sends the control strategy to the actuator, thereby adjusting the vehicle suspension.

[0074] The first example is Figure 2, a part of the multiple functional components 40 is communicatively connected to the first domain controller 10, another part of the multiple functional components 40 is communicatively connected to the second domain controller 20, and the communication connection between the first domain controller 10 and the second domain controller 20 is realized. For example, the first domain controller 10 may be a left domain controller of the vehicle, the second domain controller 20 may be a front domain controller of the vehicle, a part of the multiple functional components 40 may be communicatively connected to the left domain controller, and another part of the multiple functional components 40 may be communicatively connected to the front domain controller, and the front domain controller may be communicatively connected to the left domain controller; for another example, the first domain controller 10 may be a left domain controller of the vehicle, the second domain controller 20 may be a rear domain controller of the vehicle, a part of the multiple functional components 40 may be communicatively connected to the left domain controller, and another part of the multiple functional components 40 may be communicatively connected to the rear domain controller, and the rear domain controller may be communicatively connected to the left domain controller.

[0075] Among them, Figure 3 , the number of second domain controllers 20 can be multiple, and multiple second domain controllers 20 can be distributed in different positions of the vehicle, and multiple functional components 40 are connected to multiple second domain controllers 20 nearby. Using multiple controllers to communicate with multiple sensors and actuators can facilitate the nearby connection between multiple functional components 40, and can improve the stability and efficiency of communication. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controller nearby. Compared with the traditional solution in which each system ECU (electronic controller) is distributed separately and integrated by functional domain, the length of the vehicle wiring harness is reduced, and the weight and cost of the vehicle are reduced. The nearby connection of functional components and domain controllers means that the functional components are connected to the nearest or relatively close domain controller while meeting actual needs.

[0076] For example, the first domain controller 10 may be a left domain controller of the vehicle, and the second domain controller 20 may be a front domain controller and a rear domain controller of the vehicle. A part of the multiple functional components 40 may be communicatively connected to the left domain controller, while another part of the multiple functional components 40 may be communicatively connected to the front domain controller and the rear domain controller, and the front domain controller and the rear domain controller may be communicatively connected to the left domain controller.

[0077] The aforementioned multiple second domain controllers 20 may include a front domain controller and a rear domain controller. Sensors and actuators collect, drive, and distribute power near the front domain controller and the rear domain controller, which reduces the interactive links between systems, optimizes the overall response time of the system, reduces the number of vehicle controllers, and reduces costs.

[0078] The second example, such as Figure 4, multiple functional components 40 are communicatively connected with the second domain controller 20, and the first domain controller 10 is communicatively connected with the second domain controller 20, and the communication connection between the first domain controller 10 and the second domain controller 20 is realized. For example, the first domain controller 10 may be a left domain controller of the vehicle, the second domain controller 20 may be a front domain controller of the vehicle, the multiple functional components 40 may be communicatively connected with the front domain controller, and the front domain controller may be communicatively connected with the left domain controller; for another example, the first domain controller 10 may be a left domain controller of the vehicle, the second domain controller 20 may be a rear domain controller of the vehicle, the multiple functional components 40 may be communicatively connected with the rear domain controller, and the rear domain controller may be communicatively connected with the left domain controller.

[0079] Among them, Figure 5 , there can be multiple second domain controllers 20, and multiple second domain controllers 20 can be distributed in different locations of the vehicle, and multiple functional components 40 are connected to multiple second domain controllers 20 nearby. Using multiple controllers to communicate with multiple sensors and actuators can facilitate nearby connections between multiple functional components 40, and can improve the stability and efficiency of communication. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controller nearby, which reduces the length of the vehicle wiring harness, and reduces the weight and cost of the vehicle compared to the traditional solution of separately distributing ECUs of each system and integrating them by functional domain.

[0080] For example, the first domain controller 10 may be a left domain controller of the vehicle, and the second domain controller 20 may be a front domain controller and a rear domain controller of the vehicle. The plurality of functional components 40 may be communicatively connected to the front domain controller and the rear domain controller, and the front domain controller and the rear domain controller may be communicatively connected to the left domain controller.

[0081] The aforementioned multiple second domain controllers 20 may include a front domain controller and a rear domain controller. Sensors and actuators collect, drive, and distribute power near the front domain controller and the rear domain controller, which reduces the interactive links between systems, optimizes the overall response time of the system, reduces the number of vehicle controllers, and reduces costs.

[0082] Implementation method three: Figure 6 The electronic and electrical system 100 further includes a third domain controller 30, which may be provided with a second suspension control unit 31. The second suspension control unit 31 is used to control the suspension of the vehicle, and the third domain controller 30 is in communication connection with a plurality of functional components 40. The third domain controller 30 may be used to adjust the suspension, especially when the first domain controller 10 is damaged or has insufficient computing power, the third domain controller 30 may be used as a supplement to effectively improve the stability of the vehicle operation and avoid the inability to maintain the stability of the vehicle due to partial damage to the vehicle.

[0083] Specifically, the first suspension control unit 11 is configured to implement suspension control, and the second suspension control unit 31 is configured to implement suspension control when the first suspension control unit 11 is in a first state. The first state includes a fault state and / or a state in which the first suspension control unit 11 cannot meet business requirements alone.

[0084] Among them, in the first case, the first suspension control unit 11 is configured to implement suspension control. Specifically, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the first domain controller 10. The first domain controller 10 processes the received signal to determine the suspension control strategy of the vehicle; then the first domain controller 10 sends the suspension control strategy to the actuator, thereby adjusting the vehicle suspension.

[0085] In the second situation (for example, the first suspension control unit 11 is in a faulty state), the second suspension control unit 31 is configured to implement suspension control. Specifically, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the third domain controller 30. The third domain controller 30 processes the received signal to determine the suspension control strategy of the vehicle; then the third domain controller 30 sends the suspension control strategy to the actuator, thereby adjusting the vehicle suspension.

[0086] In the third situation (for example, the state where the first suspension control unit 11 cannot meet the business needs alone), the first suspension control unit 11 and the second suspension control unit 31 are configured to implement suspension control. Specifically, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the first domain controller 10 and the third domain controller 30. The first domain controller 10 and the third domain controller 30 process the received signals to determine the suspension control strategy of the vehicle; then the first domain controller 10 and the third domain controller 30 send the suspension control strategy to the actuator to adjust the vehicle suspension.

[0087] Among them, the second suspension control unit 31 is a redundant backup of the first suspension control unit; or the first suspension control unit 11 and the second suspension control unit 31 are redundant backups of each other. Based on the electronic and electrical system 100, through the mutual redundancy between the first domain controller 10 and the third domain controller 30, the active suspension system redundancy strategy is achieved. When the vehicle controller (VCU), intelligent power brake system (IPB) or electric power steering (EPS) in the first domain controller fails, the redundancy backup of the right domain controller allows the active suspension related functions to take effect normally, improve the system reliability, and achieve a high functional safety level.

[0088] In the fourth embodiment, the electronic and electrical system 100 further includes a third domain controller 30 . The third domain controller 30 may be provided with a second suspension control unit 31 . The third domain controller 30 is directly connected to at least a part of the plurality of functional components 40 for communication.

[0089] The first example is Figure 6 , the multiple functional components 40 are directly connected to the third domain controller 30. For example, the third domain controller 30 may be a front domain controller of the vehicle, and the multiple functional components 40 may be directly connected to the front domain controller; for another example, the third domain controller 30 may be a rear domain controller of the vehicle, and the multiple functional components 40 may be directly connected to the rear domain controller.

[0090] The second example, such as Figure 7 , a part of the multiple functional components 40 is directly connected to the third domain controller 30 for communication, another part of the multiple functional components 40 is connected to other domain controllers of the vehicle for communication, and the communication connection between the third domain controller 30 and other domain controllers is realized. For example, the third domain controller 30 can be the right domain controller of the vehicle, the second domain controller 20 can be the rear domain controller of the vehicle, a part of the multiple functional components 40 can be directly connected to the right domain controller for communication, another part of the multiple functional components 40 can be directly connected to the rear domain controller for communication, and the front domain controller can be connected to the rear domain controller for communication; for another example, the third domain controller 30 can be the left domain controller of the vehicle, the second domain controller 20 can be the front domain controller of the vehicle, a part of the multiple functional components 40 can be directly connected to the left domain controller for communication, and another part of the multiple functional components 40 can be directly connected to the front domain controller for communication.

[0091] In the fifth embodiment, the electronic and electrical system 100 further includes a second domain controller 20 , at least a portion of the plurality of functional components 40 are communicatively connected to the second domain controller 20 , and the second domain controller 20 is communicatively connected to a third domain controller 30 .

[0092] Among them, the sensor can obtain the operating parameter information of the vehicle and send the obtained operating parameter information to the second domain controller 20. After receiving the control signal, the second domain controller 20 transmits the control signal to the third domain controller 30. The third domain controller 30 processes the received signal and determines the suspension control strategy of the vehicle; then the third domain controller 30 sends the suspension control strategy to the second domain controller 20, and the second domain controller 20 sends the control strategy to the actuator, thereby adjusting the vehicle suspension.

[0093] The first example is Figure 7 , a part of the multiple functional components 40 is directly connected to the third domain controller 30 for communication, another part of the multiple functional components 40 is directly connected to the second domain controller 20 for communication, and the communication connection between the third domain controller 30 and the second domain controller 20 is used to realize the communication connection between the multiple functional components 40 and the third domain controller 30. For example, the third domain controller 30 may be a left domain controller of the vehicle, the second domain controller 20 may be a front domain controller of the vehicle, a part of the multiple functional components 40 may be directly connected to the left domain controller for communication, and another part of the multiple functional components 40 may be directly connected to the front domain controller for communication, and the front domain controller may be connected to the left domain controller for communication; for another example, the third domain controller 30 may be a left domain controller of the vehicle, the second domain controller 20 may be a rear domain controller of the vehicle, a part of the multiple functional components 40 may be directly connected to the left domain controller for communication, and another part of the multiple functional components 40 may be directly connected to the rear domain controller for communication, and the rear domain controller may be connected to the left domain controller for communication.

[0094] Among them, Figure 8 , the number of second domain controllers 20 can be multiple, and multiple second domain controllers 20 can be distributed in different positions of the vehicle, and multiple functional components 40 are connected to multiple second domain controllers 20 nearby. Using multiple controllers to communicate with multiple sensors and actuators can facilitate the nearby connection between multiple functional components 40, and can improve the stability and efficiency of communication. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controller nearby. Compared with the traditional solution in which ECUs of each system are distributed separately and integrated by functional domains, the length of the vehicle wiring harness is reduced, and the weight and cost of the vehicle are reduced. The nearby connection of functional components and domain controllers means that the functional components are connected to the nearest or relatively close domain controller while meeting actual needs.

[0095] For example, the third domain controller 30 may be the right domain controller of the vehicle, the second domain controller 20 may be the front domain controller and the rear domain controller of the vehicle, a part of the multiple functional components 40 may be communicatively connected to the left domain controller, and another part of the multiple functional components 40 may be communicatively connected to the front domain controller and the rear domain controller, and the front domain controller and the rear domain controller may be communicatively connected to the left domain controller.

[0096] The aforementioned multiple second domain controllers 20 may include a front domain controller and a rear domain controller. Sensors and actuators collect, drive, and distribute power near the front domain controller and the rear domain controller, which reduces the interactive links between systems, optimizes the overall response time of the system, reduces the number of vehicle controllers, and reduces costs.

[0097] The second example, such as Fig. 9 , multiple functional components 40 are communicatively connected with the second domain controller 20, and the third domain controller 30 is communicatively connected with the second domain controller 20, and the communication connection between the third domain controller 30 and the second domain controller 20 is realized. For example, the third domain controller 30 may be a left domain controller of the vehicle, the second domain controller 20 may be a front domain controller of the vehicle, the multiple functional components 40 may be communicatively connected with the front domain controller, and the front domain controller may be communicatively connected with the left domain controller; for another example, the third domain controller 30 may be a left domain controller of the vehicle, the second domain controller 20 may be a rear domain controller of the vehicle, the multiple functional components 40 may be communicatively connected with the rear domain controller, and the rear domain controller may be communicatively connected with the left domain controller.

[0098] Among them, Fig.10 The number of second domain controllers 20 can be multiple, and multiple second domain controllers 20 can be distributed in different locations of the vehicle, and multiple functional components 40 are connected to multiple second domain controllers 20 nearby. Using multiple controllers to communicate with multiple sensors and actuators can facilitate nearby connections between multiple functional components 40, and can improve the stability and efficiency of communication. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controller nearby, which reduces the length of the vehicle wiring harness, and reduces the weight and cost of the vehicle compared to the traditional solution of separately distributing ECUs of each system and integrating them by functional domain.

[0099] For example, the third domain controller 30 may be the right domain controller of the vehicle, the second domain controller 20 may be the front domain controller and the rear domain controller of the vehicle, the multiple functional components 40 may be communicatively connected to the front domain controller and the rear domain controller, and the front domain controller and the rear domain controller may be communicatively connected to the left domain controller.

[0100] The aforementioned multiple second domain controllers 20 may include a front domain controller and a rear domain controller. Sensors and actuators collect, drive, and distribute power near the front domain controller and the rear domain controller, which reduces the interactive links between systems, optimizes the overall response time of the system, reduces the number of vehicle controllers, and reduces costs.

[0101] The present application includes but is not limited to the above-mentioned implementation modes. For example, other implementation modes can be obtained by combining the above-mentioned embodiments, which are all within the protection scope of the present application.

[0102] In addition, in combination with the aforementioned embodiment, the second domain controller 20 may include a front domain controller of the vehicle, and the plurality of functional components 40 include at least one of a front height sensor (including a left front height sensor and a right front height sensor), a front suspension damping adjustment actuator, and a front suspension stiffness adjustment actuator, and at least one of the left front height sensor, the right front height sensor, the front suspension damping adjustment actuator, and the front suspension stiffness adjustment actuator is communicatively connected to the front domain controller. The front domain controller may be used to connect the plurality of functional components 40 located at the front of the vehicle nearby, so as to facilitate stable signal transmission, reduce signal transmission delay, and avoid affecting the efficiency and stability of suspension control due to delayed signal transmission.

[0103] The second domain controller 20 may include a rear domain controller of the vehicle, and the plurality of functional components 40 may also include a rear height sensor (including a left rear height sensor and a right rear height sensor), a rear suspension damping adjustment actuator, a rear suspension stiffness adjustment actuator, a suspension height adjustment actuator, a pressure sensor and / or a temperature sensor, wherein the left rear height sensor, the right rear height sensor, the rear suspension damping adjustment actuator, the rear suspension stiffness adjustment actuator, the suspension height adjustment actuator, the pressure sensor and / or the temperature sensor are communicatively connected to the rear domain controller. The rear domain controller may be used to connect the plurality of functional components 40 located at the rear of the vehicle nearby, so as to facilitate stable transmission of signals, reduce signal transmission delays, and avoid affecting the efficiency and stability of suspension control due to delayed signal transmission.

[0104] In some embodiments, the first domain controller 10 includes at least one of an IPB control unit (Integrated Power Brake), a VCU (Vehicle Control Unit), an EPS control unit (Electronic Power Steer), a preview system control unit, and an ADAS system control unit (Advanced Driving Assistant System). Based on the regional integrated electronic system, the first suspension control unit 11 is unified according to different types of active suspension control units, and all types of active suspension strategies can be integrated, and different target control strategies can be executed according to different actuators and different self-configurations. The front domain controller and the rear domain controller reserve the interfaces required for all types of actuators, so that one platform is compatible with different types of active suspensions.

[0105] Among them, IPB is an electronically controlled braking system. VCU can collect motor, battery status, accelerator pedal signal, brake pedal signal, etc., and is responsible for the vehicle's overall driving, braking energy feedback, energy management of the vehicle's drive system and power battery, network management, fault diagnosis, etc. EPS is a power steering system that relies on the motor to provide auxiliary torque. PAD (in-vehicle multimedia host) includes the central control screen, co-pilot screen, left rear headrest screen or right rear headrest screen, etc., and is responsible for the interaction between the user and the vehicle. ADAS uses various sensors to collect environmental data inside and outside the vehicle at the first time to assist users in driving the vehicle.

[0106] In some embodiments, the plurality of functional components 40 include one or more of wheel speed sensors (including a left front wheel speed sensor, a left rear wheel speed sensor, a right front wheel speed sensor, and a right rear wheel speed sensor), an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU (Inertial Measurement Unit), and a PAD (In-vehicle Multimedia Host). Among them, the left front wheel speed sensor, the left rear wheel speed sensor, the right front wheel speed sensor, the right rear wheel speed sensor, the accelerator pedal sensor, the brake depth sensor, the torque angle sensor, the binocular camera, the IMU, and / or the PAD are communicatively connected to the first area sensor, and the left front wheel speed sensor, the left rear wheel speed sensor, the right front wheel speed sensor, the right rear wheel speed sensor, the accelerator pedal sensor, the brake depth sensor, the torque angle sensor, the binocular camera, the IMU, and / or the PAD are communicatively connected to the third area sensor. The third domain controller 30 can complete the suspension adjustment work independently of the first domain controller 10 , which can facilitate the first domain controller 10 and the third domain controller 30 to serve as redundant backup for each other, thereby improving the stability of the electronic and electrical system 100 .

[0107] Among them, the left front wheel speed sensor is used to obtain the wheel speed of the left front wheel; the right front wheel speed sensor is used to obtain the wheel speed of the right front wheel; the left rear wheel speed sensor is used to obtain the wheel speed of the left rear wheel; the right rear wheel speed sensor is used to obtain the wheel speed of the right rear wheel; the accelerator pedal sensor is used to obtain the treading depth of the accelerator pedal or the accelerator pedal; the brake depth sensor is used to obtain the treading depth of the brake pedal; the torque angle sensor is used to obtain the torque angle of the vehicle; the binocular camera is used to obtain the operating environment state of the vehicle; the IMU includes three single-axis accelerometers and three single-axis gyroscopes, which respectively measure the acceleration and angular velocity of the three axes of the carrier coordinate system, so as to solve the posture of the object and obtain the acceleration, travel direction, etc. of the vehicle; the PAD is used to obtain the user's input command. By communicating and connecting these components through the first domain controller 10 or the third domain controller 30, the vehicle's operating state, the state of the wheel, the state of the road surface or the user's command, etc. can be obtained, and the suspension can be automatically controlled or adjusted according to user needs, thereby improving the understanding efficiency and stability of the suspension.

[0108] In combination with the above-mentioned embodiment, the first domain controller 10 is a domain controller of the vehicle; the second domain controller 20 is a domain controller of the vehicle. Further, the first domain controller 10 is configured as a left domain controller of the vehicle, and the second domain controller 20 is configured as a front domain controller and / or a rear domain controller of the vehicle. Among them, the left domain controller can be communicatively connected with the front domain controller, and the left domain controller can be communicatively connected with the rear domain controller, so that the left area sensor as the central computing unit can be conveniently communicated with the front domain controller and the rear domain controller quickly to reduce the signal delay. In addition, the front domain controller and the rear domain controller can be communicatively connected to construct a ring communication loop with the left domain controller, the front domain controller and the rear domain controller, so as to improve the transmission stability of the signal.

[0109] In addition, in combination with the above-mentioned embodiment, the third domain controller 30 includes at least one of an IPB control unit, a VCU, an EPS control unit, a preview system control unit, and an ADAS system control unit. The second suspension control unit 31 is unified according to different types of active suspension control units, and all types of active suspension strategies can be integrated, and different target control strategies can be executed according to different actuators and different configurations. The front domain controller and the rear domain controller reserve the interfaces required by all types of actuators, so that one platform is compatible with different types of active suspensions.

[0110] Considering the cost issue, the third domain controller 30 of the present application only redundantly functions the VCU, IPB and EPS related functions with higher functional safety requirements. In actual technology, the active suspension system itself or other related systems can also be redundantly provided in the third domain controller 30 to make the system more reliable.

[0111] Among them, the third domain controller 30 may be a domain controller of the vehicle, and further, the third domain controller 30 may be a right domain controller of the vehicle.

[0112] The underlying software interface of the electronic and electrical system 100 of the present application is standardized, the active suspension is interactively compatible with various systems, and the subsequent integration or upgrade of functions only requires upgrading the software, and no longer requires updating the hardware, which greatly improves the convenience of upgrading the vehicle's active suspension and other related system functions.

[0113] In some embodiments of the present invention, the electronic and electrical system also includes a communication backbone network, which is a ring network. The first domain controller, the second domain controller and the third domain controller of the electronic and electrical system 100 are all connected to the communication backbone network, and the functional components are connected to the communication backbone network through the domain controller of the electronic and electrical system 100 to communicate with the domain controllers of the electronic and electrical system 100.

[0114] In some embodiments, the plurality of functional components 40 include a plurality of first functional components related to the first suspension control unit 11 for implementing control of the suspension of the vehicle;

[0115] The communication connection modes of the plurality of first functional components and the first domain controller include one or more of the following:

[0116] Directly communicate with the first domain controller;

[0117] Communicate with the first domain controller by directly accessing the communication backbone network;

[0118] Other domain controllers of the electronic and electrical system (100) are connected to the communication backbone network for communication with the first domain controller.

[0119] The following describes an electronic and electrical system 100 according to a specific embodiment of the present application with reference to the accompanying drawings.

[0120] like Fig.11 The present application provides an electronic and electrical system 100, including a left domain controller (used as a central computing unit of a suspension control device), a right domain controller, a front domain controller, a rear domain controller, a damping adjustment actuator, a stiffness adjustment actuator, a height adjustment actuator, four height sensors, four wheel speed sensors, an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU, a PAD, a pressure sensor, and a temperature sensor, etc.

[0121] The left domain controller integrates IPB, VCU, EPS, preview system, ADAS system and the first suspension control unit 11, and also includes a memory for storing any relevant applications or instructions and related data. It is connected to the left front wheel speed sensor, left rear wheel speed sensor, right front wheel speed sensor, right rear wheel speed sensor, accelerator pedal sensor, brake depth sensor, torque angle sensor, binocular camera and IMU through hard wires, and is connected to PAD through Ethernet.

[0122] The front domain controller is connected to the left front height sensor, the right front height sensor, the front suspension damping adjustment actuator and the front suspension stiffness adjustment actuator through hardware.

[0123] The rear domain controller is connected to the left rear height sensor, the right rear height sensor, the rear suspension damping adjustment actuator, the rear suspension stiffness adjustment actuator, the suspension height adjustment actuator, the pressure sensor and the temperature sensor through hardware.

[0124] The right domain controller is responsible for the redundant IPB, VCU, and EPS control units, and is connected to the wheel speed sensor, accelerator pedal sensor, brake depth sensor, and torque angle sensor through hardware.

[0125] The left domain controller, the front domain controller, the rear domain controller and the right domain controller are connected by a communication link, which may include Ethernet or the like.

[0126] In addition, if Fig.12 The present application also provides a vehicle control method, which is applied to the aforementioned electronic and electrical system 100, and the control method includes:

[0127] Step 1: Determine vehicle status information and driving assistance information;

[0128] Among them, the vehicle status information may include wheel height information, actuator type information, actuator operating temperature information, actuator operating pressure information, wheel speed information, steering angle information, steering torque information, drive pedal information, brake pedal information and at least one of vehicle driving mode; the driving assistance information may include road surface status information and at least one of user operation instructions.

[0129] Step 2: Determine the suspension control strategy. The suspension control strategy is determined based on vehicle status information, actuator configuration information, and user operation instructions.

[0130] Among them, the suspension control strategy of the current vehicle can be obtained through the vehicle status information and the driving assistance information, and the vehicle suspension can be controlled according to the vehicle suspension control strategy, thereby realizing active adjustment of the suspension.

[0131] This application selects the left domain controller as the central computing unit for illustration. In practice, depending on the vehicle layout, the upper four domain controllers can all serve as central computing units.

[0132] In addition, in some embodiments, the electronic and electrical system 100 further includes a third domain controller 30, the third domain controller 30 is communicatively connected with the plurality of functional components 40, the third domain controller 30 is provided with a second suspension control unit 31, the vehicle status information further includes working status information of the first domain controller 10, and the control method includes:

[0133] Determine the working status of the first domain controller 10. If the first domain controller 10 works normally, the first suspension control unit 11 determines the control strategy; if the first domain controller 10 works abnormally, the second suspension control unit 31 determines the control strategy or the first suspension control unit 11 and the second suspension control unit 31 determine the control strategy.

[0134] For example, the control method includes the following steps:

[0135] Step 1: The first domain controller 10 detects its own status, and if its own status is normal, it executes normally.

[0136] Step 2: The front domain controller obtains the left front and right front wheel height signals of the vehicle from the left front height sensor and the right front height sensor, and sends them to the first suspension control unit 11 of the first domain controller 10; the rear domain controller obtains the left rear and right rear wheel height signals from the left rear height sensor and the right rear height sensor, the temperature sensor obtains the working temperature signal of the suspension height adjustment actuator, and the pressure sensor obtains the working pressure signal of the suspension height adjustment actuator, and sends them to the first suspension control unit 11 of the first domain controller 10; the IPB of the first domain controller 10 obtains four wheel speed signals through four wheel speed sensors, calculates the vehicle speed, and sends it to the first suspension control unit 11 of the first domain controller 10 through inter-core communication; the EPS of the first domain controller 10 obtains the torque angle signal through the torque angle sensor to calculate the vehicle steering angle and steering torque, and sends them to the first suspension control unit 11 of the first domain controller 10 through inter-core communication; the VCU of the first domain controller 10 obtains the accelerator pedal signal and The braking depth signal calculates the vehicle output torque, and at the same time sends the vehicle driving mode to the first suspension control unit 11 of the first domain controller 10 through inter-core communication. The vehicle driving modes include: comfort, economy, sports, snow, ice, grass, gravel, sand, mud / ruts, mountains, rocks, wading, floating, creeping mode, turn on the spot, towing mode, long endurance mode, automatic mode, etc.; the preview system of the first domain controller 10 is responsible for identifying standard road features such as speed bumps and manhole covers on the road surface through binocular camera signals, measuring the size of road surface defects (bumps and depressions), judging road surface defects, identifying the elevation curve information of the left and right wheels in front of the vehicle, and sending it to the first suspension control unit 11 of the first domain controller 10 through the inter-core Ethernet; the first suspension control unit 11 of the first domain controller 10 obtains the angular velocity (roll angular velocity) and acceleration in the X-axis direction through the IMU; the angular velocity (pitch angular velocity) and acceleration in the Y-axis direction; the angular velocity (yaw angular velocity) and acceleration in the Z-axis direction; and obtains the user's operation instructions through the PAD.

[0137] Step 3: The first suspension control unit 11 of the first domain controller 10 outputs different control strategies to the corresponding domain controller according to the vehicle status information sent by the relevant system, the vehicle status information collected by the system itself, different types of actuators and its own configuration, and user operation instructions.

[0138] Specifically, in one example, when it is detected that the suspension damping adjustment actuator is a shock absorber, there is no suspension stiffness adjustment actuator, and there is no suspension height adjustment actuator, the system is judged to be a semi-active suspension, and the corresponding strategy is output. After the front domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, it forwards the corresponding instruction to the left front suspension damping adjustment actuator, the right front suspension damping adjustment actuator, the left front suspension damping adjustment actuator, and the right front suspension damping adjustment actuator to adjust the suspension damping to the target state. After the rear domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, it forwards the corresponding instruction to the left rear suspension damping adjustment actuator, the right rear suspension damping adjustment actuator, and the actuator adjusts the corresponding suspension damping to the target state.

[0139] In another example, when it is detected that the suspension damping adjustment actuator is a shock absorber, there is a suspension stiffness adjustment actuator, and there is a suspension height adjustment actuator, it is determined that the system is an air active suspension, and the corresponding strategy is output. After the front domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, the corresponding instruction is forwarded to the left front suspension damping adjustment actuator, the right front suspension damping adjustment actuator, the left front suspension stiffness adjustment actuator, and the left front suspension stiffness adjustment actuator, and the actuator adjusts the corresponding suspension damping and stiffness to the target state. After the rear domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, the corresponding instruction is forwarded to the left rear suspension damping adjustment actuator, the right rear suspension damping adjustment actuator, the left rear suspension stiffness adjustment actuator, the left rear suspension stiffness adjustment actuator, and the suspension height adjustment actuator, and the actuator adjusts the corresponding suspension damping, stiffness, and height to the target state.

[0140] When it is detected that the suspension damping adjustment actuator is a stepper motor, there is a suspension stiffness adjustment actuator, and there is a suspension height adjustment actuator, the system is judged to be a hydraulic active suspension, and the corresponding strategy is output. After the front domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, it forwards the corresponding instruction to the left front suspension damping adjustment actuator, the right front suspension damping adjustment actuator, the left front suspension stiffness adjustment actuator, and the left front suspension stiffness adjustment actuator, and the actuator adjusts the corresponding suspension damping and stiffness to the target state. After the rear domain controller receives the control strategy output by the first suspension control unit 11 of the first domain controller 10, it forwards the corresponding instruction to the left rear suspension damping adjustment actuator, the right rear suspension damping adjustment actuator, the left rear suspension stiffness adjustment actuator, the left rear suspension stiffness adjustment actuator, and the suspension height adjustment actuator, and the actuator adjusts the corresponding suspension damping, stiffness, and height to the target state.

[0141] Step 4, the first domain controller 10 detects its own status. If one or two of the EPS, VCU and IPB function control units of the first domain controller 10 fail, the corresponding redundant module of the failed function of the third domain controller 30 intervenes.

[0142] Step 5, the IPB of the third domain controller 30 obtains four wheel speed signals through four wheel speed sensors, calculates the vehicle speed, and sends it to the first suspension control unit 11 of the first domain controller 10 through inter-core communication; the EPS of the third domain controller 30 obtains the torque angle signal through the torque angle sensor to calculate the vehicle steering angle and steering torque, and sends them to the first suspension control unit 11 of the first domain controller 10 through inter-core communication; the VCU of the third domain controller 30 obtains the accelerator pedal signal and the brake depth signal through the accelerator pedal sensor and the brake depth sensor to calculate the vehicle output torque, and at the same time sends the vehicle driving mode to the first suspension control unit 11 of the first domain controller 10 through inter-core communication; the vehicle driving modes include: comfort, economy, sports, snow, ice, grass, gravel, sand, mud / ruts, mountains, rocks, wading, floating, creeping mode, turn on the spot, towing mode, long endurance mode, automatic mode, etc.

[0143] Step 5. In addition, the first domain controller 10 detects its own status. If the function control unit of the first suspension control unit 11 fails, the damping adjustment function, stiffness adjustment function, and height adjustment function of the first suspension control unit 11 are turned off and an "active suspension failure" message is prompted on the PAD.

[0144] In addition, this application only introduces three types of active suspension: semi-active suspension, air suspension, and hydraulic suspension. In fact, under this electronic and electrical architecture, the active suspension software is updated through the central computing unit to adjust the sensor and actuator types, so that it can be compatible with more types of active suspension, such as electromagnetic flow active suspension, etc.; the active suspension software can also be updated through the central computing unit to obtain more vehicle sensor signals, such as wading depth sensors, etc., to achieve more active suspension control functions.

[0145] The vehicle according to the embodiment of the present application includes the aforementioned vehicle electronic and electrical system 100. A domain controller is selected as the central computing unit, and the active suspension control unit and its strongly related system controller are integrated into one domain controller. The decision algorithms are all processed on one controller, and the decision algorithms are moved up more thoroughly and centralized.

[0146] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0147] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0148] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0149] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0150] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. An electrical and electronic system (100) for a vehicle, characterized in that: The electronic and electrical system (100) comprises a first domain controller (10) and a plurality of functional components (40), wherein the first domain controller (10) is communicatively connected with the plurality of functional components (40), the first domain controller (10) comprises a first suspension control unit (11), the first suspension control unit (11) is used to control the suspension of the vehicle, and the plurality of functional components (40) comprises at least one sensor and at least one actuator.

2. The electronic and electrical system (100) according to claim 1, characterized in that: The first suspension control unit (11) is used to control all active suspensions of the vehicle.

3. The electronic and electrical system (100) according to claim 1, characterized in that: At least a portion of the plurality of functional components (40) is directly communicatively connected to the first domain controller (10).

4. The electronic and electrical system (100) according to claim 1 or 3, characterized in that: The electronic and electrical system (100) further comprises a second domain controller (20), at least a portion of the plurality of functional components (40) are communicatively connected to the second domain controller (20), and the second domain controller (20) is communicatively connected to the first domain controller (10).

5. The electronic and electrical system (100) according to claim 4, characterized in that: There are multiple second domain controllers (20), and the multiple functional components (40) are connected to multiple second domain controllers (20) nearby.

6. The electronic and electrical system (100) according to claim 1, characterized in that: The first domain controller (10) further comprises at least one of an IPB control unit, a VCU, an EPS control unit, a preview system control unit and an ADAS system control unit.

7. The electronic and electrical system (100) according to claim 1, characterized in that: The plurality of functional components (40) include one or more of a left front wheel speed sensor, a left rear wheel speed sensor, a right front wheel speed sensor, a right rear wheel speed sensor, an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU and a PAD that are communicatively connected to the first domain controller; And / or, the first domain controller (10) is configured as a left domain controller of the vehicle.

8. The electronic and electrical system (100) according to claim 1, characterized in that: The electronic and electrical system (100) further comprises a third domain controller (30), wherein the third domain controller (30) is communicatively connected to the plurality of functional components (40).

9. The electronic and electrical system (100) according to claim 8, characterized in that: At least a portion of the plurality of functional components (40) is directly communicatively connected to the third domain controller (30).

10. The electronic and electrical system (100) according to claim 8 or 9, characterized in that: The electronic and electrical system (100) further comprises a second domain controller (20), at least a portion of the plurality of functional components (40) are communicatively connected to the second domain controller (20), and the second domain controller (20) is communicatively connected to the first domain controller (10) and the third domain controller (30).

11. The electronic and electrical system (100) according to claim 10, characterized in that: There are multiple second domain controllers (20), and the multiple functional components (40) are connected to multiple second domain controllers (20) nearby.

12. The electronic and electrical system (100) according to claim 5 or 11, characterized in that: The plurality of second domain controllers (20) include a front domain controller and a rear domain controller, Wherein, the plurality of functional components (40) include a left front height sensor, a right front height sensor, a front suspension damping adjustment actuator and / or a front suspension stiffness adjustment actuator which are communicatively connected to the front domain controller; And / or, the multiple functional components (40) also include a left rear height sensor, a right rear height sensor, a rear suspension damping adjustment actuator, a rear suspension stiffness adjustment actuator, a suspension height adjustment actuator, a pressure sensor and / or a temperature sensor that are communicatively connected to the rear domain controller.

13. The electronic and electrical system (100) according to claim 8, characterized in that: The third domain controller (30) includes at least one of an IPB control unit, a VCU, an EPS control unit, a preview system control unit, and an ADAS system control unit; And / or, the plurality of functional components (40) include a left front wheel speed sensor, a left rear wheel speed sensor, a right front wheel speed sensor, a right rear wheel speed sensor, an accelerator pedal sensor, a brake depth sensor, a torque angle sensor, a binocular camera, an IMU and / or a PAD that are communicatively connected to the third domain controller (30); And / or, the third domain controller (30) is the right domain controller of the vehicle.

14. The electronic and electrical system (100) according to claim 8, characterized in that: The third domain controller (30) further comprises a second suspension control unit (31), wherein the second suspension control unit (31) is used to control the suspension of the vehicle.

15. The electronic and electrical system (100) according to claim 14, characterized in that: The second suspension control unit (31) is a redundant backup of the first suspension control unit (11); or the first suspension control unit (11) and the second suspension control unit (31) are mutually redundant backups.

16. The electronic and electrical system (100) according to claim 14, characterized in that: The first suspension control unit (11) is configured to implement suspension control, and the second suspension control unit (31) is configured to implement suspension control when the first suspension control unit (11) is in a first state.

17. The electronic and electrical system (100) according to claim 16, characterized in that: The first state includes a fault state, and / or a state in which the first suspension control unit (11) cannot meet business requirements alone.

18. The electronic and electrical system (100) according to any one of claims 1 to 17, characterized in that: The electronic and electrical system also includes a communication backbone network, which is a ring network. The first domain controller, the second domain controller and the third domain controller of the electronic and electrical system (100) are all connected to the communication backbone network. The functional components are connected to the communication backbone network through the domain controller of the electronic and electrical system (100) so as to communicate with each domain controller of the electronic and electrical system (100).

19. The electronic and electrical system (100) according to claim 18, characterized in that: The plurality of functional components (40) include a plurality of first functional components related to the suspension of the vehicle and used by the first suspension control unit (11); The communication connection modes of the plurality of the first functional components and the first domain controller include one or more of the following: Directly communicate with the first domain controller; Communicating with the first domain controller by directly accessing the communication backbone network; The communication backbone network is accessed through other domain controllers of the electronic and electrical system (100) to communicate with the first domain controller.

20. A vehicle control method, applied to the electronic and electrical system (100) according to any one of claims 1 to 19, characterized in that: The control method comprises: Determine vehicle status information and driving assistance information; A suspension control strategy is determined, wherein the suspension control strategy is determined according to the vehicle state information and the driving assistance information.

21. The control method according to claim 20, characterized in that: The vehicle status information includes at least one of wheel height information, actuator type information, actuator operating temperature information, actuator operating pressure information, wheel speed information, steering angle information, steering torque information, drive pedal information, brake pedal information, and vehicle driving mode; The driving assistance information includes at least one of road surface state information and user operation instructions.

22. The control method according to claim 20, characterized in that: The electronic and electrical system (100) further comprises a third domain controller (30), the third domain controller (30) being in communication connection with the plurality of functional components (40), the third domain controller (30) being provided with a second suspension control unit (31), the vehicle status information further comprising working status information of the first domain controller (10), and the control method comprising: The working state of the first domain controller (10) is determined; if the first domain controller (10) is working normally, the first suspension control unit (11) determines the control strategy; if the first domain controller (10) is working abnormally, the second suspension control unit (31) determines the control strategy or the first suspension control unit (11) and the second suspension control unit (31) determine the control strategy.

23. A vehicle, characterized in that: An electrical and electronic system (100) for a vehicle comprising any one of claims 1-19.

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