Vehicle and control method for its electronic and electric systems

Abstract

The application discloses a vehicle, an electronic and electrical system thereof and a control method. 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 for controlling a suspension of the vehicle. The plurality of functional components comprises at least one sensor and at least one actuator. The electronic and electrical system of the vehicle according to the embodiment of the application can effectively reduce the cost and improve the stability by integrating the first domain controller with the first suspension control unit.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to an electronic and electrical system for a vehicle, a vehicle control method, and a vehicle. Background Technology

[0002] Traditional passive suspension systems have their height and stiffness settings fixed at the factory, making it difficult to balance comfort and handling under different driving conditions. With continuous advancements in vehicle technology and rising demands for vehicles, active suspension systems, which can adjust damping, stiffness, and height, are increasingly being used in vehicles, driven by the development of intelligent electronic systems.

[0003] Active suspension systems in related technologies typically involve setting up a separate active suspension system. This architecture results in a long and heavy vehicle wiring harness, a large number of controllers, and high costs. Summary of the Invention

[0004] One objective of this application is to provide an electronic and electrical system for a vehicle.

[0005] Another objective of this application is to propose a method for controlling a vehicle.

[0006] Another objective of this application is to propose a vehicle.

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

[0008] According to the vehicle's electronic and electrical system in the embodiments of this application, the first domain controller integrates a 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 embodiments of this 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 being communicatively connected to the second domain controller, and the second domain controller being 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 in close proximity.

[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 pre-aiming system control unit, and an ADAS system control unit.

[0015] In some embodiments, the plurality of functional components includes one or more of the following: 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, all communicatively connected to the first domain controller.

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

[0017] In some embodiments, the electronic and electrical system further includes a third domain controller that 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 being communicatively connected to the second domain controller, and the second domain controller being 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 in close proximity.

[0021] In some embodiments, the plurality of second domain controllers include a front domain controller and a rear domain controller, wherein the plurality of 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 communicatively connected to the front domain controller; and / or, the plurality of functional components further 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 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 pre-aiming 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, all of which 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 for controlling the vehicle's suspension.

[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 in which the first suspension control unit cannot meet business requirements on its own.

[0029] In some embodiments, the electronic and electrical system further 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 are all connected to the communication backbone network. The functional components are connected to the communication backbone network through the domain controllers of the electronic and electrical system to communicate with each domain controller of the electronic and electrical system.

[0030] In some embodiments, multiple functional components include multiple first functional components related to the suspension of the vehicle for the first suspension control unit to implement control of the vehicle's suspension;

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

[0032] It communicates directly with the first domain controller.

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

[0034] Other domain controllers of the electronic and electrical system connect to the communication backbone and communicate with the first domain controller.

[0035] According to an embodiment of the present invention, a vehicle control method is applied to the aforementioned electronic and electrical system, the control method comprising:

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

[0037] A suspension control strategy is determined based on the vehicle status information and 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 condition information and user operation commands.

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

[0041] The operating status of the first domain controller is determined. If the first domain controller is operating normally, the control strategy is determined by the first suspension control unit. If the first domain controller is operating abnormally, the control strategy is determined by the second suspension control unit or by both the first suspension control unit and the second suspension control unit.

[0042] A vehicle according to an embodiment of the present invention is characterized by including the aforementioned vehicle electronic and electrical system. Attached Figure Description

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

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

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

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

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

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

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

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

[0051] Figure 9 This is a schematic diagram of an electronic and electrical system according to an embodiment of this application.

[0052] Figure 10 This is a schematic diagram of an electronic and electrical system according to an embodiment of this application.

[0053] Figure 11 This is a schematic diagram of an electronic and electrical system according to an embodiment of this application.

[0054] Figure 12 This is a flowchart illustrating a control method for an electronic and electrical system according to an embodiment of this 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 Implementation

[0056] The active suspension system includes: various sensors for sensing vehicle attitude, road conditions, road information ahead, and actuator operating status; various actuators for adjusting vehicle attitude and suspension damping stiffness; various control switches for collecting driver commands; and a control unit for calculating the active suspension execution strategy based on sensor information, control information, and information provided by other vehicle systems. Other vehicle systems include: Integrated Power Brake (IPB), Electric Power Steering (EPS), Vehicle Control Unit (VCU), Multimedia Headset (PAD), Advanced Driver Assistance Systems (ADAS), etc.

[0057] Depending on the sensors, actuators, control units, and power supply medium, active suspension can be categorized into electronically controlled semi-active suspension, electromagnetic semi-active suspension, air suspension, and hydraulic suspension. Among related technologies, the electronic and electrical architecture of active suspension mainly falls into three categories:

[0058] The first architecture features an independently distributed active suspension system. Sensors and actuators are independently connected to a separate active suspension controller, which in turn connects to the vehicle network. The active suspension system obtains vehicle status or commands from other vehicle systems via the vehicle gateway. This architecture results in lengthy and heavy vehicle wiring harnesses, numerous controllers, and high costs. Different types of active suspension require different controllers, and the same active suspension controller is incompatible with different active suspension systems, hindering platform development. Furthermore, other vehicle systems use separate controllers from different suppliers, leading to difficulties in communication and interaction.

[0059] The second approach is based on functional partitioning, integrating the active suspension controller into the chassis domain controller. Sensors and actuators are connected to the chassis domain controller, and the vehicle gateway obtains vehicle status or commands from other systems besides the chassis functions required by the active suspension system. While this architecture centralizes chassis-related system controllers through functional partitioning, thus addressing the issue of a large number of vehicle controllers to some extent, the active suspension system and non-chassis systems are still not on the same network, resulting in long interaction times. Furthermore, it does not solve the problem of lengthy and heavy vehicle wiring harnesses.

[0060] The third approach involves a regional distribution, distributing active suspension control functions across various domain controllers. Sensors and actuators connect to their respective domain controllers, each issuing its own suspension attitude adjustment commands. These commands are then aggregated via the vehicle network before being coordinated to adjust the suspension attitude. This architecture solves the problems of lengthy wiring harnesses and long system interaction times. However, since each domain controller independently controls the actuators and sensors connected to its own region, and the commands are aggregated to a single central computing unit before coordinating with each domain controller to control the suspension, each domain controller requires a corresponding MCU (Microcontroller Unit). This doesn't significantly reduce the overall vehicle controller cost, and the excessively long interaction chain affects the timeliness of the active suspension system. Furthermore, system redundancy is not possible; if one controller fails, the entire active suspension system will fail.

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

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

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

[0064] For example, the sensor can acquire the vehicle's operating parameter information and send the acquired operating parameter information to the first domain controller 10. The first domain controller 10 processes the received signal and determines the vehicle's suspension control strategy. Then, the first domain controller 10 sends the suspension control strategy to the actuator, thereby realizing the adjustment of the vehicle's suspension.

[0065] The suspension control strategy is determined by the first domain controller 10, which centralizes the calculation, thus accelerating the determination of the suspension control strategy and reducing problems such as errors or instability caused by signal transmission, thereby improving the stability and safety of the vehicle. In the vehicle's electronic and electrical system 100 according to embodiments of this application, the first domain controller 10 integrates a first suspension control unit 11, which can effectively reduce costs and improve stability.

[0066] This application is based on a regional integrated electronic and electrical system 100. It selects a domain controller as the central computing unit and integrates the active suspension control unit and its strongly related system controller into a domain controller. The decision-making algorithms are all processed on a single controller, making the decision-making algorithms more thorough and 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 vehicle's active suspensions.

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

[0069] In one implementation, the first domain controller 10 is directly communicatively connected to at least a portion of the plurality of functional components 40.

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

[0071] The second example, such as Figure 2 A portion of the multiple functional components 40 are directly communicatively connected to the first domain controller 10, while another portion of the multiple functional components 40 are communicatively connected to other domain controllers of the vehicle. The communication connection between the multiple functional components 40 and the first domain controller 10 is achieved through the communication connection between the first domain controller 10 and other domain controllers. For example, the first domain controller 10 can be the front domain controller of the vehicle, and the second domain controller 20 can be the left domain controller of the vehicle. A portion of the multiple functional components 40 can be directly communicatively connected to the front domain controller, while another portion of the multiple functional components 40 is directly communicatively connected to the left domain controller, and the front domain controller is communicatively connected to the left domain controller. Alternatively, the first domain controller 10 can be the right domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller of the vehicle. A portion of the multiple functional components 40 can be directly communicatively connected to the right domain controller, while another portion of the multiple functional components 40 is directly communicatively connected to the rear domain controller, and the right domain controller is communicatively connected to the rear domain controller.

[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 being communicatively connected to the second domain controller 20, and the second domain controller 20 communicating with the first domain controller 10.

[0073] The sensors can acquire vehicle operating parameter information and send it 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 to determine the vehicle's suspension control strategy. Subsequently, 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 realizing the adjustment of the vehicle's suspension.

[0074] The first example, such as Figure 2A portion of the multiple functional components 40 are communicatively connected to the first domain controller 10, and another portion of the multiple functional components 40 are communicatively connected to the second domain controller 20. The communication connection between the multiple functional components 40 and the first domain controller 10 is achieved through the communication connection between the first domain controller 10 and the second domain controller 20. For example, the first domain controller 10 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller of the vehicle. A portion of the multiple functional components 40 can be communicatively connected to the left domain controller, while another portion of the multiple functional components 40 is communicatively connected to the front domain controller, and the front domain controller is communicatively connected to the left domain controller. Alternatively, the first domain controller 10 can be the left domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller of the vehicle. A portion of the multiple functional components 40 can be communicatively connected to the left domain controller, while another portion of the multiple functional components 40 is communicatively connected to the rear domain controller, and the rear domain controller is communicatively connected to the left domain controller.

[0075] Among them, such as Figure 3 The number of second domain controllers 20 can be multiple, and these second domain controllers 20 can be distributed in different locations within the vehicle. Multiple functional components 40 are connected to multiple second domain controllers 20 in close proximity. Utilizing multiple controllers to communicate with multiple sensors and actuators facilitates the proximity connection between multiple functional components 40, improving communication stability and efficiency. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to domain controllers in close proximity. Compared to the traditional scheme where each system's ECU (electronic controller) is separately distributed and integrated according to functional domains, this reduces the overall vehicle wiring harness length, vehicle weight, and cost. Proximity connection between functional components and domain controllers means that functional components connect to the nearest or relatively nearest domain controller, provided that actual needs are met.

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

[0077] The aforementioned multiple second domain controllers 20 may include front domain controllers and rear domain controllers. Sensors and actuators are collected, driven, and powered locally by the front and rear domain controllers, reducing interaction links between systems, optimizing the overall system response time, reducing the number of vehicle controllers, and lowering costs.

[0078] The second example, such as Figure 4Multiple functional components 40 are communicatively connected to the second domain controller 20, and the first domain controller 10 is communicatively connected to the second domain controller 20. The communication connection between the first domain controller 10 and the second domain controller 20 enables the communication connection between the multiple functional components 40 and the first domain controller 10. For example, the first domain controller 10 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller of the vehicle, allowing the multiple functional components 40 to communicate with the front domain controller, and the front domain controller to communicate with the left domain controller. Alternatively, the first domain controller 10 can be the left domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller of the vehicle, allowing the multiple functional components 40 to communicate with the rear domain controller, and the rear domain controller to communicate with the left domain controller.

[0079] Among them, such as Figure 5 There can be multiple second domain controllers 20, which can be distributed in different locations within the vehicle. Multiple functional components 40 can be connected to multiple second domain controllers 20 in close proximity. Utilizing multiple controllers to communicate with multiple sensors and actuators facilitates convenient connection between multiple functional components 40, improving communication stability and efficiency. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controllers in close proximity. Compared to the traditional scheme where each system's ECU is separately distributed and integrated according to functional domains, this reduces the overall vehicle wiring harness length, vehicle weight, and cost.

[0080] For example, the first domain controller 10 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller and the rear domain controller of the vehicle. Multiple functional components 40 can be communicatively connected to the front domain controller and the rear domain controller, while the front domain controller, the rear domain controller and the left domain controller can be communicatively connected.

[0081] The aforementioned multiple second domain controllers 20 may include front domain controllers and rear domain controllers. Sensors and actuators are collected, driven, and powered locally by the front and rear domain controllers, reducing interaction links between systems, optimizing the overall system response time, reducing the number of vehicle controllers, and lowering costs.

[0082] Implementation method three, such as Figure 6 The electronic and electrical system 100 also includes a third domain controller 30, which may be equipped with a second suspension control unit 31 for controlling the vehicle's suspension. The third domain controller 30 is communicatively connected to multiple functional components 40. The third domain controller 30 can be used for suspension adjustment, especially when the first domain controller 10 is damaged or has insufficient computing power. The third domain controller 30 can be used as a supplement to effectively improve the stability of vehicle operation and prevent the vehicle from becoming unstable due to local damage.

[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 where the first suspension control unit 11 cannot independently meet business requirements.

[0084] In the first scenario, the first suspension control unit 11 is configured to implement suspension control. Specifically, the sensor can acquire the vehicle's operating parameter information and send the acquired operating parameter information to the first domain controller 10. The first domain controller 10 processes the received signal and determines the vehicle's suspension control strategy. Subsequently, the first domain controller 10 sends the suspension control strategy to the actuator, thereby realizing the adjustment of the vehicle's suspension.

[0085] In the second scenario (e.g., when the first suspension control unit 11 is in a fault state), the second suspension control unit 31 is configured to implement suspension control. Specifically, the sensors can acquire vehicle operating parameter information and send the acquired operating parameter information to the third domain controller 30. The third domain controller 30 processes the received signals and determines the vehicle's suspension control strategy. Subsequently, the third domain controller 30 sends the suspension control strategy to the actuator, thereby realizing the adjustment of the vehicle suspension.

[0086] In the third scenario (e.g., when the first suspension control unit 11 cannot meet business requirements on its own), the first suspension control unit 11 and the second suspension control unit 31 are configured to implement suspension control. Specifically, sensors can acquire vehicle operating parameter information and send the acquired 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 vehicle's suspension control strategy. Subsequently, the first domain controller 10 and the third domain controller 30 send the suspension control strategy to the actuator, thereby realizing the adjustment of the vehicle suspension.

[0087] The second suspension control unit 31 serves as a redundant backup for the first suspension control unit; or the first suspension control unit 11 and the second suspension control unit 31 serve as redundant backups for each other. Based on the electronic and electrical system 100, the redundancy between the first domain controller 10 and the third domain controller 30 achieves a redundancy strategy for the active suspension system. When the functions of the vehicle controller (VCU), integrated power brake (IPB), or electric power steering (EPS) in the first domain controller fail, the redundancy backup of the right domain controller ensures that the relevant functions of the active suspension can function normally, improving system reliability and achieving a high level of functional safety.

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

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

[0090] The second example, such as Figure 7 A portion of the multiple functional components 40 are directly connected to the third domain controller 30, while another portion of the multiple functional components 40 are connected to other domain controllers of the vehicle. Communication between the multiple functional components 40 and the third domain controller 30 is achieved through communication connections between the third domain controller 30 and other domain controllers. For example, the third domain controller 30 can be the right domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller. A portion of the multiple functional components 40 can be directly connected to the right domain controller, while another portion is directly connected to the rear domain controller, and the front domain controller is connected to the rear domain controller. Alternatively, the third domain controller 30 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller. A portion of the multiple functional components 40 can be directly connected to the left domain controller, while another portion is directly connected to the front domain controller.

[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 being communicatively connected to the second domain controller 20, and the second domain controller 20 being communicatively connected to a third domain controller 30.

[0092] The sensors can acquire vehicle operating parameter information and send it 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 to determine the vehicle's suspension control strategy. Subsequently, 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 realizing the adjustment of the vehicle's suspension.

[0093] The first example, such as Figure 7 A portion of the multiple functional components 40 are directly connected to the third domain controller 30, and another portion of the multiple functional components 40 are directly connected to the second domain controller 20. The communication connection between the multiple functional components 40 and the third domain controller 30 is achieved through the communication connection between the third domain controller 30 and the second domain controller 20. For example, the third domain controller 30 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller of the vehicle. A portion of the multiple functional components 40 can be directly connected to the left domain controller, while another portion of the multiple functional components 40 is directly connected to the front domain controller, and the front domain controller is connected to the left domain controller. Alternatively, the third domain controller 30 can be the left domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller of the vehicle. A portion of the multiple functional components 40 can be directly connected to the left domain controller, while another portion of the multiple functional components 40 is directly connected to the rear domain controller, and the rear domain controller is connected to the left domain controller.

[0094] Among them, such as Figure 8 The number of second domain controllers 20 can be multiple, and these second domain controllers 20 can be distributed in different locations within the vehicle. Multiple functional components 40 are connected to multiple second domain controllers 20 in close proximity. Utilizing multiple controllers to communicate with multiple sensors and actuators facilitates the proximity connection between multiple functional components 40, improving communication stability and efficiency. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to domain controllers in close proximity. Compared to the traditional scheme where each system's ECU is separately distributed and integrated according to functional domains, this reduces the overall vehicle wiring harness length, vehicle weight, and cost. Proximity connection between functional components and domain controllers means that functional components connect to the nearest or relatively nearest domain controller, provided that actual needs are met.

[0095] For example, the third domain controller 30 can be the right domain controller of the vehicle, and the second domain controller 20 can be the front domain controller and the rear domain controller of the vehicle. A portion of the multiple functional components 40 can be communicatively connected to the left domain controller, while another portion of the multiple functional components 40 can be communicatively connected to the front domain controller and the rear domain controller. The front domain controller, the rear domain controller and the left domain controller can be communicatively connected.

[0096] The aforementioned multiple second domain controllers 20 may include front domain controllers and rear domain controllers. Sensors and actuators are collected, driven, and powered locally by the front and rear domain controllers, reducing interaction links between systems, optimizing the overall system response time, reducing the number of vehicle controllers, and lowering costs.

[0097] The second example, such as Figure 9 Multiple functional components 40 are communicatively connected to the second domain controller 20, and the third domain controller 30 is also communicatively connected to the second domain controller 20. The communication connection between the third domain controller 30 and the second domain controller 20 enables the communication between the multiple functional components 40 and the third domain controller 30. For example, the third domain controller 30 can be the left domain controller of the vehicle, and the second domain controller 20 can be the front domain controller of the vehicle, allowing the multiple functional components 40 to communicate with the front domain controller, and the front domain controller to communicate with the left domain controller. Alternatively, the third domain controller 30 can be the left domain controller of the vehicle, and the second domain controller 20 can be the rear domain controller of the vehicle, allowing the multiple functional components 40 to communicate with the rear domain controller, and the rear domain controller to communicate with the left domain controller.

[0098] Among them, such as Figure 10 The number of second domain controllers 20 can be multiple, and these second domain controllers 20 can be distributed in different locations within the vehicle. Multiple functional components 40 can be connected to multiple second domain controllers 20 in close proximity. Utilizing multiple controllers to communicate with multiple sensors and actuators facilitates the close connection between multiple functional components 40, improving communication stability and efficiency. Based on the regional integrated electronic and electrical system 100, sensors and actuators can be connected to the domain controllers in close proximity. Compared to the traditional scheme where each system's ECU is separately distributed and integrated according to functional domains, this reduces the overall vehicle wiring harness length, vehicle weight, and cost.

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

[0100] The aforementioned multiple second domain controllers 20 may include front domain controllers and rear domain controllers. Sensors and actuators are collected, driven, and powered locally by the front and rear domain controllers, reducing interaction links between systems, optimizing the overall system response time, reducing the number of vehicle controllers, and lowering costs.

[0101] This application includes, but is not limited to, the above-described embodiments. For example, other embodiments can be obtained through combinations of the above embodiments, and these are all within the protection scope of this application.

[0102] Furthermore, in conjunction with the aforementioned embodiments, the second domain controller 20 may include a front domain controller for the vehicle. Multiple 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. Moreover, at least one of the left front height sensor, right front height sensor, front suspension damping adjustment actuator, and front suspension stiffness adjustment actuator is communicatively connected to the front domain controller. The front domain controller can be used to connect multiple functional components 40 located at the front of the vehicle in close proximity, facilitating stable signal transmission, reducing signal transmission delay, and preventing the efficiency and stability of suspension control from being affected by delayed signal transmission.

[0103] The second domain controller 20 may include the vehicle's rear domain controller. Multiple functional components 40 also include rear height sensors (including left and right rear height sensors), 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. The left and right rear height sensors, 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 can be used to connect to multiple functional components 40 located at the rear of the vehicle, facilitating stable signal transmission, reducing signal transmission delay, and preventing signal delays from affecting the efficiency and stability of suspension control.

[0104] In some embodiments, the first domain controller 10 includes at least one of the following: an IPB control unit (Integrated Power Brake), a VCU (Vehicle Control Unit), an EPS control unit (Electronic Power Steering), a pre-aiming system control unit, and an ADAS system control unit (Advanced Driving Assistance System). Based on the regional integrated electronic system, the first suspension control unit 11 unifies different types of active suspension control units, integrating all types of active suspension strategies and executing different target control strategies according to different actuators and their own configurations. The front domain controller and the rear domain controller reserve the interfaces required by all types of actuators, achieving platform compatibility with different types of active suspensions.

[0105] IPB is an electronically controlled braking system. VCU collects motor and battery status, accelerator pedal signals, and brake pedal signals, and is responsible for vehicle operation, regenerative braking, energy management of the entire drive system and power battery, network management, and fault diagnosis. EPS is a power steering system that relies on an electric motor to provide auxiliary torque. PAD (Park Amplifier) ​​includes the central control screen, passenger screen, and left or right rear headrest screen, and is responsible for user interaction with the vehicle. ADAS uses various sensors to collect environmental data inside and outside the vehicle in real time to assist the user in driving.

[0106] In some embodiments, multiple functional components 40 include one or more of the following: 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 braking depth sensor, a torque angle sensor, a binocular camera, an IMU (Inertial Measurement Unit), and a PAD (In-Vehicle Multimedia Headset). Specifically, the left front wheel speed sensor, left rear wheel speed sensor, right front wheel speed sensor, right rear wheel speed sensor, accelerator pedal sensor, braking depth sensor, torque angle sensor, binocular camera, IMU, and / or PAD are communicatively connected to a first area sensor, and the left front wheel speed sensor, left rear wheel speed sensor, right front wheel speed sensor, right rear wheel speed sensor, accelerator pedal sensor, braking depth sensor, torque angle sensor, binocular camera, IMU, and / or PAD are communicatively connected to a third area sensor. The third domain controller 30 can independently complete the suspension adjustment work, which can facilitate the redundancy backup of the first domain controller 10 and the third domain controller 30, thereby improving the stability of the electronic and electrical system 100.

[0107] The system includes: a left front wheel speed sensor for acquiring the wheel speed of the left front wheel; a right front wheel speed sensor for acquiring the wheel speed of the right front wheel; a left rear wheel speed sensor for acquiring the wheel speed of the left rear wheel; and a right rear wheel speed sensor for acquiring the wheel speed of the right rear wheel. A throttle pedal sensor is used to acquire the depth of the throttle and accelerator pedals. A brake depth sensor is used to acquire the depth of the brake pedal. A torque angle sensor is used to acquire the vehicle's torque angle. A binocular camera is used to acquire the vehicle's operating environment status. The IMU includes three single-axis accelerometers and three single-axis gyroscopes, which measure the acceleration and angular velocity of the three axes of the vehicle's coordinate system to calculate the object's attitude, used to acquire the vehicle's acceleration, direction of travel, etc. A PAD is used to acquire user input commands. These components are connected via communication with the first domain controller 10 or the third domain controller 30, enabling the acquisition of the vehicle's operating status, wheel status, road surface status, or user commands. This allows for automatic suspension control or adjustment of the suspension according to user needs, thereby improving suspension efficiency and stability.

[0108] In conjunction with the foregoing embodiments, the first domain controller 10 is a domain controller for the vehicle; the second domain controller 20 is a domain controller for the vehicle. Further, the first domain controller 10 is configured as the left domain controller of the vehicle, and the second domain controller 20 is configured as the front domain controller and / or rear domain controller of the vehicle. The left domain controller can communicate with the front domain controller and the rear domain controller, thereby facilitating rapid communication between the left-area sensor, which serves as the central computing unit, and the front and rear domain controllers, reducing signal latency. Additionally, the front and rear domain controllers can be communicatively connected to form a ring communication loop, thereby improving signal transmission stability.

[0109] Furthermore, in conjunction with the aforementioned embodiments, the third domain controller 30 includes at least one of the following: an IPB control unit, a VCU, an EPS control unit, a pre-aiming system control unit, and an ADAS system control unit. The second suspension control unit 31 unifies different types of active suspension control units, integrating all types of active suspension strategies and executing different target control strategies based on the different actuators and their own configurations. The front and rear domain controllers reserve interfaces required by all types of actuators, ensuring compatibility of different types of active suspension on a single platform.

[0110] Considering cost issues, the third domain controller 30 of this application has redundant functions with higher safety requirements, such as VCU, IPB and EPS related functions. In practice, the active suspension system itself or other related systems can also be redundant in the third domain controller 30 to make the system more reliable.

[0111] The third domain controller 30 can be a domain controller of the vehicle, and further, the third domain controller 30 can be a right domain controller of the vehicle.

[0112] The electronic and electrical system 100 of this application has a standardized underlying software interface, which ensures the interaction compatibility between the active suspension and other systems. Subsequent integration or upgrades of functions only require software upgrades, eliminating the need for hardware updates and greatly improving 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 further 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. Functional components are connected to the communication backbone network through the domain controllers of the electronic and electrical system 100 to communicate with each domain controller 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 suspension of the vehicle for the first suspension control unit 11 to implement control of the vehicle's suspension;

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

[0116] It communicates directly with the first domain controller.

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

[0118] The other domain controllers of the electronic and electrical system (100) are connected to the communication backbone and communicate with the first domain controller.

[0119] An electronic and electrical system 100 according to a specific embodiment of this application is described below with reference to the accompanying drawings.

[0120] like Figure 11 This application provides an electronic and electrical system 100, including a left domain controller (used as a central computing unit for suspension control), 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 braking 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, anti-sighting system, ADAS system and first suspension control unit 11, and also includes a memory for storing any relevant applications or instructions and related data. It is connected via hardwire 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, and is connected to PAD via 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 via hardware.

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

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

[0125] The left domain controller, front domain controller, rear domain controller, and right domain controller are connected via communication links. These communication links may include Ethernet, etc.

[0126] In addition, such as Figure 12 This application also provides a vehicle control method applied to the aforementioned electronic and electrical system 100, the control method comprising:

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

[0128] The vehicle status information may include 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 may include at least one of road surface status information and user operation commands.

[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 commands.

[0130] Among them, by using vehicle status information and driving assistance information, the current vehicle suspension control strategy can be obtained, 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 description, but in practice, depending on the vehicle layout, all four domain controllers can be used as the central computing unit.

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

[0133] The operating status of the first domain controller 10 is determined. If the first domain controller 10 is operating normally, the control strategy is determined by the first suspension control unit 11. If the first domain controller 10 is operating abnormally, the control strategy is determined by the second suspension control unit 31 or by the first suspension control unit 11 and the second suspension control unit 31.

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

[0135] Step 1: The first domain controller 10 checks its own status. If its status is normal, it will proceed normally.

[0136] Step 2: The front domain controller acquires the left and right front wheel height signals from the left and right front height sensors and sends them to the first suspension control unit 11 of the first domain controller 10; the rear domain controller acquires the left and right rear wheel height signals from the left and right rear height sensors, the temperature sensor acquires the operating temperature signal of the suspension height adjustment actuator, and the pressure sensor acquires the operating 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 acquires the four wheel speed signals from the four wheel speed sensors, calculates the vehicle speed, and sends it to the first suspension control unit 11 of the first domain controller 10 via inter-core communication; the EPS of the first domain controller 10 acquires the torque angle signal from the torque angle sensor, calculates the vehicle steering angle and steering torque, and sends it to the first suspension control unit 11 of the first domain controller 10 via inter-core communication; the VCU of the first domain controller 10 acquires the accelerator pedal signal and brake depth signal from the accelerator pedal sensor and brake depth sensor. The braking depth signal calculates the vehicle's output torque and simultaneously sends the vehicle's driving mode to the first suspension control unit 11 of the first domain controller 10 via inter-core communication. The vehicle driving modes include: Comfort, Eco, Sport, Snow, Ice, Grass, Gravel, Sand, Mud / Ruts, Mountain, Rock, Wading, Floating, Crawl, U-turn, Towing, Long Range, and Auto. The first domain controller 10's pre-aiming system is responsible for identifying standard road surface features such as speed bumps and manhole covers using binocular camera signals, measuring the size of road defects (protrusions, depressions), judging road defects, and identifying the elevation curve information of the left and right wheels in front of the vehicle. This information is sent to the first suspension control unit 11 of the first domain controller 10 via inter-core Ethernet. The first suspension control unit 11 of the first domain controller 10 acquires the angular velocity (roll angular velocity) and acceleration in the X-axis direction, the angular velocity (pitch angular velocity) and acceleration in the Y-axis direction, and the angular velocity (yaw angular velocity) and acceleration in the Z-axis direction via the IMU; and acquires user operation commands via 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 based on the vehicle status information sent by the relevant system, the vehicle status information collected by the system itself, the different types of actuators and its own configuration, and the user's operating commands.

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

[0139] In another example, when the suspension damping adjustment actuator is detected as a shock absorber, and there is a suspension stiffness adjustment actuator and a suspension height adjustment actuator, the system is determined to be an active air suspension, and the corresponding strategy is output. After receiving the control strategy output by the first suspension control unit 11 of the first domain controller 10, the front domain controller forwards the corresponding instructions to the left front suspension damping adjustment actuator, right front suspension damping adjustment actuator, left front suspension stiffness adjustment actuator, and left front suspension stiffness adjustment actuator. The actuators adjust the corresponding suspension damping and stiffness to the target state. After receiving the control strategy output by the first suspension control unit 11 of the first domain controller 10, the rear domain controller forwards the corresponding instructions to the left rear suspension damping adjustment actuator, right rear suspension damping adjustment actuator, left rear suspension stiffness adjustment actuator, left rear suspension stiffness adjustment actuator, and suspension height adjustment actuator. The actuators adjust the corresponding suspension damping, stiffness, and height to the target state.

[0140] When the system detects that the suspension damping adjustment actuator is a stepper motor, and there are suspension stiffness adjustment actuators and suspension height adjustment actuators, it determines that the system is a hydraulic active suspension and outputs the corresponding strategy. After receiving the control strategy output by the first suspension control unit 11 of the first domain controller 10, the front domain controller forwards the corresponding instructions to the left front suspension damping adjustment actuator, right front suspension damping adjustment actuator, left front suspension stiffness adjustment actuator, and left front suspension stiffness adjustment actuator. The actuators adjust the corresponding suspension damping and stiffness to the target state. After receiving the control strategy output by the first suspension control unit 11 of the first domain controller 10, the rear domain controller forwards the corresponding instructions to the left rear suspension damping adjustment actuator, right rear suspension damping adjustment actuator, left rear suspension stiffness adjustment actuator, left rear suspension stiffness adjustment actuator, and suspension height adjustment actuator. The actuators adjust 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 redundant module of the third domain controller 30 corresponding to the failed function will take over.

[0142] Step 5: The IPB of the third domain controller 30 acquires 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 via inter-core communication; the EPS of the third domain controller 30 acquires torque angle signals through torque angle sensors, calculates the vehicle steering angle and steering torque, and sends it to the first suspension control unit 11 of the first domain controller 10 via inter-core communication; the VCU of the third domain controller 30 acquires accelerator pedal signals and braking depth signals through accelerator pedal sensors and braking depth sensors, calculates the vehicle output torque, and simultaneously sends the vehicle driving mode to the first suspension control unit 11 of the first domain controller 10 via inter-core communication; the vehicle driving modes include: Comfort, Eco, Sport, Snow, Ice, Grass, Gravel, Sand, Mud / Ruts, Mountain, Rock, Wading, Floating, Crawl Mode, U-turn, Towing Mode, Long Range Mode, Auto Mode, etc.

[0143] Step 5: Additionally, the first domain controller 10 checks its own status. If the first suspension control unit 11's function control unit fails, it disables the damping adjustment function, stiffness adjustment function, and height adjustment function of the first suspension control unit 11 and displays the "active suspension fault" message on the PAD.

[0144] Furthermore, 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, by updating the active suspension software in the central computing unit and adjusting the types of sensors and actuators, it can be compatible with more types of active suspension, such as electromagnetic flow active suspension. It can also obtain more vehicle sensor signals, such as wading depth sensors, through the active suspension update software in the central computing unit, to achieve more active suspension control functions.

[0145] The vehicle according to the embodiments of this 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 controllers are integrated into a single domain controller. Decision algorithms are processed on a single controller, resulting in a more thorough and centralized shift of decision algorithms.

[0146] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0147] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0148] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0149] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0150] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An electronic and electrical system (100) for a vehicle, characterized in that, The electronic and electrical system (100) includes a first domain controller (10) and a plurality of functional components (40). The first domain controller (10) is communicatively connected to the plurality of functional components (40). The first domain controller (10) includes a first suspension control unit (11) for controlling the suspension of the vehicle. The plurality of functional components (40) include at least one sensor and at least one actuator. The sensor acquires the vehicle's operating parameter information and sends the acquired operating parameter information to the first domain controller (10). The first domain controller (10) processes the received signal to determine the vehicle's suspension control strategy. Subsequently, the first domain controller (10) sends the suspension control strategy to the actuator to realize the control of the vehicle's suspension. The first suspension control unit (11) is used to control all active suspensions of the vehicle; The electronic and electrical system (100) further includes a third domain controller (30), which is communicatively connected to the plurality of functional components (40); The third domain controller (30) also includes a second suspension control unit (31) for controlling the suspension of the vehicle; 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 redundant backups of each other.

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

3. The electronic and electrical system (100) according to claim 1 or 2, characterized in that, The electronic and electrical system (100) further includes a second domain controller (20), at least a portion of the plurality of functional components (40) being communicatively connected to the second domain controller (20), and the second domain controller (20) being communicatively connected to the first domain controller (10).

4. The electronic and electrical system (100) according to claim 3, characterized in that, There are multiple second domain controllers (20), and the multiple functional components (40) are connected to multiple second domain controllers (20) in close proximity.

5. The electronic and electrical system (100) according to claim 1, characterized in that, The first domain controller (10) also includes at least one of the following: IPB control unit, VCU, EPS control unit, anti-sighting system control unit, and ADAS system control unit.

6. The electronic and electrical system (100) according to claim 1, characterized in that, The plurality of functional components (40) include one or more of the following: 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, IMU and PAD, which are communicatively connected to the first domain controller. And / or, the first domain controller (10) is configured as the left domain controller of the vehicle.

7. The electronic and electrical system (100) according to claim 1, characterized in that, At least a portion of the plurality of functional components (40) are directly communicatively connected to the third domain controller (30).

8. The electronic and electrical system (100) according to claim 1 or 7, characterized in that, The electronic and electrical system (100) further includes a second domain controller (20), at least a portion of the plurality of functional components (40) being communicatively connected to the second domain controller (20), and the second domain controller (20) being communicatively connected to the first domain controller (10) and the third domain controller (30).

9. The electronic and electrical system (100) according to claim 8, characterized in that, There are multiple second domain controllers (20), and the multiple functional components (40) are connected to multiple second domain controllers (20) in close proximity.

10. The electronic and electrical system (100) according to claim 4 or 9, characterized in that, The multiple second domain controllers (20) include front domain controllers and rear domain controllers. 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 that are communicatively connected to the front domain controller. And / or, the plurality of functional components (40) further 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.

11. The electronic and electrical system (100) according to claim 1, characterized in that, The third domain controller (30) includes at least one of the following: IPB control unit, VCU, EPS control unit, anti-sighting system control unit, and 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.

12. The electronic and electrical system (100) according to claim 1, 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.

13. The electronic and electrical system (100) according to claim 12, characterized in that, The first state includes a fault state and / or a state in which the first suspension control unit (11) cannot meet the business requirements on its own.

14. The electronic and electrical system (100) according to any one of claims 1-13, 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 controllers of the electronic and electrical system (100) to communicate with each domain controller of the electronic and electrical system (100).

15. The electronic and electrical system (100) according to claim 14, characterized in that, Multiple functional components (40) include multiple first functional components related to the suspension of the vehicle for the first suspension control unit (11); The communication connection methods between the plurality of the first functional components and the first domain controller include one or more of the following: It communicates directly with the first domain controller. It communicates with the first domain controller by directly accessing the communication backbone network; Other domain controllers of the electronic and electrical system (100) connect to the communication backbone and communicate with the first domain controller.

16. A vehicle control method, applied to the electronic and electrical system (100) according to any one of claims 1-15, characterized in that, The control method includes: Determine vehicle status information and driving assistance information; A suspension control strategy is determined based on the vehicle status information and driving assistance information.

17. The control method according to claim 16, characterized in that, The vehicle status information includes at least one of the following: 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 condition information and user operation commands.

18. The control method according to claim 16, characterized in that, The electronic and electrical system (100) further includes a third domain controller (30), which is communicatively connected to the plurality of functional components (40). The third domain controller (30) is equipped with a second suspension control unit (31). The vehicle status information also includes the operating status information of the first domain controller (10). The control method includes: The working status of the first domain controller (10) is determined. If the first domain controller (10) is working normally, the control strategy is determined by the first suspension control unit (11). If the first domain controller (10) is working abnormally, the control strategy is determined by the second suspension control unit (31) or by the first suspension control unit (11) and the second suspension control unit (31).

19. A vehicle, characterized in that, The vehicle's electronic and electrical system (100) includes any one of claims 1-15.

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