A Method and System for Selective Control of a By-Wire Chassis of a Wide-Body Vehicle

Abstract

The present invention discloses a wire-controlled chassis optional installation control method and system for a wide-body vehicle, which includes that a staff member starts the optional installation mode on a display and selects the vehicle configuration according to requirements. After the selection is completed, the instrument sends a configuration selection completion signal to the VCU controller. After receiving the signal, the VCU controller starts the self-check mode of the vehicle's basic system. If the self-check is qualified, it sends a qualified signal. The staff member connects the wire-controlled optional installation module corresponding to the configuration to the chassis through a physical interface or replaces the basic module in the vehicle's basic system. The VCU controller identifies the wire-controlled optional installation module and judges whether it is a valid module. If it is a valid module, the vehicle system compatibility detection is carried out. If the compatibility detection is qualified, the optional installation is completed. By adopting physical interface and protocol standardization design, the system expansion ability is improved, a multi-level self-check mechanism is established to avoid the risk of mode switching, the flexible integration of the driverless module is supported, and the rapid switching between traditional models and new energy models is realized.

Description

Technical Field

[0001] The present invention relates to a wire-controlled chassis optional control method and system for a wide-body vehicle, belonging to the technical field of wide-body vehicles. Background Art

[0002] The current core control system of wide-body vehicles still mainly adopts the technical solution of a traditional fuel power drive architecture combined with a mechanical electronic control transmission. This traditional technical system has significant limitations in adapting to new energy power systems, specifically manifested as insufficient expansion ability of the vehicle's underlying control architecture. The existing chassis system uses a rigidly coupled mechanical transmission structure, resulting in strong correlations in the physical layout and signal interaction of key execution units such as the steering system and braking system, making it difficult to achieve plug-and-play optional configurations for different functional modules.

[0003] The patent with the publication number CN117950754A discloses a vehicle function optional method, device, equipment, and storage medium. By presetting a configuration file containing all function variant information, adjustment instructions are generated according to user requirements and sent to ECU devices through the vehicle bus. Although this solution achieves flexibility in software-level function configuration, it has the following technical defects:

[0004] Lack of hardware adaptation ability: The optional mechanism is limited to software parameter configuration, and a physical interface standard protocol for wire-controlled chassis modules has not been established, unable to support plug-and-play replacement or addition of key hardware such as the braking / steering system, resulting in the need for structural transformation for hardware upgrades such as new energy drive components;

[0005] Insufficient dynamic compatibility detection: Compatibility verification is only based on static matching of function parameters, lacking real-time dynamic monitoring of power loads after hardware modules are connected, and not introducing a real-time collaborative detection mechanism for CAN bus bandwidth utilization and controller CPU load, posing a risk of system overload and downtime;

[0006] Defects in control logic security: The instruction priority strategy for multi-module collaborative control has not been defined, and there is a lack of composite safety condition constraints during the switching of the driverless mode, easily causing control link conflicts or abnormal actuator responses, threatening driving safety.

[0007] When it is necessary to install an autonomous driving system or new energy drive components, it is necessary to structurally transform the vehicle chassis, and there is no unified standard for the control protocol compatibility and signal synchronization between different subsystems, resulting in an exponential increase in system integration complexity. The inherent defects at the architecture level of the patent with the publication number CN117950754A make it difficult for the vehicle to flexibly expand functions according to different application scenarios, seriously restricting the in-depth application of new energy technologies and the intelligent upgrade process in the field of wide-body vehicles. Summary of the Invention

[0008] Purpose of the Invention: Aiming at the deficiencies existing in the prior art, the present invention provides a method and system for controlling the optional installation of a wire-controlled chassis for a wide-body vehicle. The present invention realizes the optional installation control of the wire-controlled chassis of the wide-body vehicle through the methods of system self-check - installation of the wire-controlled optional installation module - identification of the wire-controlled optional installation module - system compatibility detection.

[0009] Technical Solution: A method for controlling the optional installation of a wire-controlled chassis for a wide-body vehicle includes:

[0010] The staff starts the optional installation mode on the display and selects the vehicle configuration according to the requirements. After the selection is completed, the instrument sends a configuration selection completion signal to the VCU controller. After receiving the signal, the VCU controller starts the self-check mode of the vehicle basic system. If the self-check is qualified, it sends a qualified signal. The staff connects the wire-controlled optional installation module corresponding to the configuration to the chassis through a physical interface or replaces the basic module in the vehicle basic system. The VCU controller identifies the wire-controlled optional installation module to determine whether it is a valid module. If it is a valid module, the vehicle system compatibility detection is carried out. If the compatibility detection is qualified, the optional installation is completed;

[0011] If the self-check of the vehicle basic system fails, the optional installation mode is stopped, the fault is investigated, and after the investigation is completed, the optional installation mode is restarted.

[0012] Preferred Option, the self-check of the VCU controller is specifically as follows:

[0013] The VCU controller sends a self-check signal to each basic module of the vehicle basic system. After each basic module receives the self-check signal, according to the current state of each basic module, it sends a self-check result message to the VCU controller. If the message result shows qualified, it means the self-check is qualified. If the message result shows unqualified, it means that the basic module is in a fault state.

[0014] Preferred Option, the process of module identification is specifically as follows:

[0015] When the physical interface triggers an insertion signal, the VCU controller continuously sends three handshake data packets containing the protocol version number to the wire-controlled optional installation module. If the wire-controlled optional installation module returns a response signal within three times, it is determined as a valid module. If the three-time handshake fails continuously, the VCU controller sends an invalid information message of the wire-controlled optional installation module identification to the staff.

[0016] Preferred Option, the vehicle system compatibility detection includes:

[0017] Module Initialization and Protocol Verification:

[0018] The initialization program is started to check whether the communication protocol between the wire-controlled optional installation module and the VCU controller is consistent; if it is consistent, the power load detection is carried out. If it is inconsistent, it is determined as incompatible, and the incompatible result is informed to the staff;

[0019] Power battery load detection:

[0020] Real-time monitor the load change of the power battery after it is connected to the drive-by-wire option module, ensure that the voltage fluctuation range does not exceed ±5% of the nominal value, and evaluate whether the instantaneous peak current is within the safety threshold, that is, the short-term peak ≤ 150% of the rated current; if both the voltage fluctuation range and the instantaneous peak current are qualified, then perform logic conflict detection. If any condition is unqualified, it is determined as incompatible, and the incompatible result is informed to the staff;

[0021] Logic conflict detection:

[0022] After the VCU controller sets the priority instruction between the drive-by-wire option module and the vehicle basic system, run the vehicle system and the drive-by-wire option module, and determine whether the executed instruction conforms to the set priority instruction, that is, the brake instruction and the steering instruction are set as the highest priority instructions. If it conforms, then perform communication detection. If it does not conform, reconfigure the priority code and execute again. If it still cannot meet the set requirements after repeating the execution three times, it is determined as incompatible, and the incompatible result is informed to the staff;

[0023] Communication detection:

[0024] Through the CAN bus load rate test, ensure that there is no conflict between the periodic messages and event-triggered messages of each vehicle system within the preset bandwidth threshold, and the preset bandwidth threshold ≤ 70%. At the same time, monitor the CPU utilization rate of the VCU controller. Under extreme working conditions, the load rate needs to be lower than 60%. If both the preset bandwidth threshold and the load rate conditions are met, it is determined that the compatibility detection is qualified. If any condition is not met, it is determined as incompatible, and the incompatible result is informed to the staff.

[0025] Optional item. After the VCU controller identifies the drive-by-wire option module and determines it as a valid module, the drive-by-wire option module sends a message containing the current type of the drive-by-wire option module to the VCU controller. After the VCU controller records the current type of the drive-by-wire option module, perform the vehicle system compatibility detection.

[0026] Optional item. If the type message sent by the drive-by-wire option module is an unmanned driving module message, the VCU controller divides the execution mode of the vehicle system into an unmanned driving mode and a manual driving mode and generates corresponding control links. The staff selects the current driving mode to be executed. After the VCU controller starts the selected driving mode, ensure that the other driving mode is in the closed state; when switching between the manual driving mode and the unmanned driving mode, the corresponding switching conditions need to be met.

[0027] Optional item. If during the process of being in the manual driving mode, switching to the unmanned driving mode, the following conditions need to be met before executing the switching request:

[0028] The vehicle is in the parking brake state;

[0029] The communication bus load rate is less than 70%;

[0030] There are no cliffs or obstacles within 10 meters around the vehicle;

[0031] The navigation map matching degree ≥ 95%, and the positioning accuracy error < 10 cm, and the environmental perception confidence level > 95%;

[0032] The horizontal plane inclination angle is less than 5°;

[0033] The output torque of the power system is 0;

[0034] If the manual driving mode is switched during the process of being in the driverless mode, the following conditions need to be met before the switching request is executed:

[0035] The staff remotely sends a request signal to switch to the manual driving mode. When the VCU controller remotely sends ≥ 3 heartbeat packets to the staff for verification and the verification is successful, the switching process is started;

[0036] The vehicle is in the parking brake state;

[0037] There are no cliffs or obstacles within 10 meters around the vehicle;

[0038] The horizontal plane inclination angle is less than 5°.

[0039] Preferred option. When a vehicle failure occurs in the driverless mode, the brake module is immediately activated through the VCU controller to ensure that the vehicle decelerates to a safe speed or stops within 1.5 seconds. At the same time, the VCU controller sends the current fault code and real-time images to the staff. The staff remotely takes over the vehicle control right, and according to the current fault code, remotely drives the vehicle at a low speed ≤ 15 km / h to a safe area or chooses to turn off the driverless mode. The vehicle is parked and braked, and waits for the staff to go to the scene to manually switch to the manual driving mode for troubleshooting.

[0040] A control system for implementing a steer-by-wire chassis option control method for a wide-body vehicle, including a vehicle basic system and a steer-by-wire option module. The vehicle basic system includes a non-option module and an optional module. The non-option module includes a power battery unit, a drive unit, a range extender unit, a VCU controller, a physical interface unit, and a communication protocol unit. The optional module includes a mechanical braking module and a mechanical steering module. The steer-by-wire option module includes a steer-by-wire braking module, a steer-by-wire steering module, a driverless module, and a steer-by-wire general module. The steer-by-wire braking module can replace the mechanical braking module according to configuration requirements or be added based on the mechanical braking module. The steer-by-wire steering module can be added based on the mechanical steering module according to configuration requirements. The steer-by-wire general module is added to the vehicle basic system according to configuration requirements.

[0041] The present invention modularizes the basic control system of the steer-by-wire chassis. For each module, it can be replaced or added with a steer-by-wire option module according to user needs, without the need for structural modification of the vehicle chassis. Only by inserting the corresponding steer-by-wire option module into the corresponding physical interface module can the option selection of each module of the steer-by-wire chassis be realized.

[0042] Preferred option, the driverless module includes a positioning and navigation module, an external perception module, a network module, and a domain controller. The positioning and navigation module and the external perception module are respectively connected to the network module in a signal manner. The domain controller is respectively connected to the network module and the VCU controller in a signal manner.

[0043] Beneficial effects: The present invention adopts physical interface and protocol standardization design, enabling key modules such as steering and braking to support plug-and-play replacement or addition, being compatible with other functional steer-by-wire option modules, and eliminating the need for chassis structure modification when expanding functions. Through the module identification protocol and multiple compatibility detections executed by the VCU controller, seamless integration of the newly added module with the basic system is ensured, enhancing the system expansion ability;

[0044] A self-check mechanism is established to avoid misidentifying basic system faults as compatibility problems during compatibility detection, and a preset dynamic threshold triggers a fault troubleshooting process. When switching the driverless mode, switching conditions are set, combined with a three-time heartbeat packet verification mechanism, effectively avoiding mode switching risks and enhancing control reliability;

[0045] Supports the flexible integration of the driverless module, and realizes dual-mode switching through the collaborative control of the domain controller and the VCU. When a fault is detected, the system can execute emergency braking and initiate remote takeover, synchronously sending fault codes and real-time images, significantly shortening the fault response time;

[0046] Through the real-time monitoring of the power battery load by the VCU, the energy distribution strategy is optimized to ensure the system stability even when high-power consumption modules are added. It is very suitable for pure-electric drive wide-body vehicles and can improve the overall energy efficiency ratio.

[0047] The common chassis can reduce the chassis models, which is beneficial to reducing the inventory of manufacturers and realizing the rapid switching between traditional models and new energy models. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0049] Figure 1 It is the flowchart of the method of the present invention;

[0050] Figure 2 It is the schematic diagram of the system structure of the present invention;

[0051] Figure 3 It is the schematic diagram of the first embodiment of the present invention;

[0052] Figure 4 It is the schematic diagram of the second embodiment of the present invention;

[0053] Figure 5 It is the schematic diagram of the third embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0055] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention.

[0056] In the present invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may include direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or simply means that the horizontal height of the first feature is less than that of the second feature.

[0057] As Figure 1 shown, a method for controlling the optional installation of a by - wire chassis of a wide - body vehicle includes:

[0058] The staff starts the optional installation mode on the display and selects the vehicle configuration according to requirements. After the selection is completed, the instrument sends a configuration selection completion signal to the VCU controller. After receiving the signal, the VCU controller starts the self - inspection mode of the vehicle's basic system. If the self - inspection is qualified, it sends a qualified signal. The staff connects the by - wire optional installation module corresponding to the configuration to the chassis through a physical interface or replaces the basic module in the vehicle's basic system. The VCU controller identifies the by - wire optional installation module and determines whether it is a valid module. If it is a valid module, the vehicle system compatibility detection is carried out. If the compatibility detection is qualified, the optional installation is completed;

[0059] If the self - inspection of the vehicle's basic system fails, the optional installation mode is stopped, and the fault is investigated. After the investigation is completed, the optional installation mode is restarted.

[0060] The specific self - inspection of the VCU controller is as follows:

[0061] The VCU controller sends self - inspection signals to each basic module of the vehicle's basic system. After each basic module receives the self - inspection signal, according to the current state of each basic module, it sends a self - inspection result message to the VCU controller. If the message result shows qualified, it means the self - inspection is qualified. If the message result shows unqualified, it means that the basic module is in a fault state.

[0062] The specific process of module identification is as follows:

[0063] When the physical interface triggers an insertion signal, the VCU controller continuously sends three handshake data packets containing the protocol version number to the by - wire optional installation module. If the by - wire optional installation module returns an acknowledgment signal within three times, it is determined to be a valid module. If the three - time handshake fails continuously, the VCU controller sends information indicating that the by - wire optional installation module identification is invalid to the staff.

[0064] The vehicle system compatibility detection includes:

[0065] Module initialization and protocol verification:

[0066] Start the initialization program to verify whether the communication protocols of the by-wire option module and the VCU controller are consistent; if they are consistent, perform a power load detection; if they are inconsistent, it is determined as incompatible, and the incompatible result is informed to the staff;

[0067] Power battery load detection:

[0068] Real-time monitor the load change of the power battery after the by-wire option module is connected, ensure that the voltage fluctuation range does not exceed ±5% of the nominal value, and evaluate whether the instantaneous peak current is within the safety threshold, that is, the short-time peak ≤ 150% of the rated current; if both the voltage fluctuation range and the instantaneous peak current are qualified, perform a logic conflict detection; if any condition is unqualified, it is determined as incompatible, and the incompatible result is informed to the staff;

[0069] Logic conflict detection:

[0070] After the VCU controller sets the priority instructions between the by-wire option module and the vehicle basic system, run the vehicle system and the by-wire option module, and judge whether the executed instructions conform to the set priority instructions, that is, the brake instruction and the steering instruction are set as the highest priority instructions; if they conform, perform a communication detection; if they do not conform, reconfigure the priority code and execute again; if it still cannot meet the set requirements after repeating three times, it is determined as incompatible, and the incompatible result is informed to the staff;

[0071] Communication detection:

[0072] Through the CAN bus load rate test, ensure that there are no conflicts between the periodic messages and event-triggered messages of each vehicle system within the preset bandwidth threshold, the preset bandwidth threshold ≤ 70%, and at the same time monitor the CPU utilization rate of the VCU controller. Under extreme working conditions, the load rate should be lower than 60%. If both the preset bandwidth threshold and the load rate conditions are met, it is determined that the compatibility detection is qualified; if any condition is not met, it is determined as incompatible, and the incompatible result is informed to the staff.

[0073] The VCU controller identifies the by-wire option module. After determining that it is a valid module, the by-wire option module sends a message containing the current by-wire option module type to the VCU control. After the VCU controller records the current by-wire option module type, perform a vehicle system compatibility detection.

[0074] If the type message sent by the by-wire option module is a driverless module message, the VCU controller divides the execution mode of the vehicle system into a driverless mode and a manual driving mode and generates corresponding control links. The staff selects the driving mode to be executed currently. After the VCU controller activates the selected driving mode, it ensures that the other driving mode is in the off state; when switching between the manual driving mode and the driverless mode, corresponding switching conditions need to be met.

[0075] If, during the process of being in the manual driving mode, a switch to the driverless mode is made, the following conditions need to be met before the switch request is executed:

[0076] The vehicle is in the parking brake state;

[0077] The communication bus load rate is less than 70%;

[0078] There are no cliffs or obstacles within 10 meters around the vehicle;

[0079] The navigation map matching degree ≥ 95%, the positioning accuracy error < 10 cm, and the environmental perception confidence level > 95%;

[0080] The horizontal plane inclination angle is less than 5°;

[0081] The output torque of the power system is 0;

[0082] If, during the process of being in the driverless mode, a switch to the manual driving mode is made, the following conditions need to be met before the switch request is executed:

[0083] The staff remotely sends a request signal to switch to the manual driving mode. When the VCU controller remotely sends ≥ 3 heartbeat packets to the staff for verification and the verification is successful, the switch process is activated;

[0084] The vehicle is in the parking brake state;

[0085] There are no cliffs or obstacles within 10 meters around the vehicle;

[0086] The horizontal plane inclination angle is less than 5°.

[0087] When in the driverless mode and a vehicle failure occurs, the brake module is immediately activated through the VCU controller to ensure that the vehicle decelerates to a safe speed or stops within 1.5 seconds. At the same time, the VCU controller sends the current fault code and real-time images to the staff. The staff remotely takes over the vehicle control right and, according to the current fault code, chooses to remotely drive the vehicle at a low speed ≤ 15 km / h to a safe area or chooses to turn off the driverless mode. The vehicle is in the parking brake, and waits for the staff to go to the scene to manually switch to the manual driving mode for fault troubleshooting.

[0088] Such as Figure 2As shown in the figure, the control system for implementing the electronically controlled chassis option control method of a wide-body vehicle includes a vehicle basic system and an electronically controlled option module. The vehicle basic system includes a non-option module and an optional module. The non-option module includes a power battery unit, a drive unit, a range extender unit, a VCU controller, a physical interface unit, and a communication protocol unit. The optional module includes a mechanical braking module and a mechanical steering module. The electronically controlled option module includes an electronically controlled braking module, an electronically controlled steering module, an unmanned driving module, and an electronically controlled general module. The electronically controlled braking module can replace the mechanical braking module according to the configuration requirements or be installed based on the mechanical braking module. The electronically controlled steering module can be installed based on the mechanical steering module according to the configuration requirements. The electronically controlled general module is installed on the vehicle basic system according to the configuration requirements.

[0089] The electronically controlled chassis basic control system is modularly designed. For each module, it can be replaced or installed with an electronically controlled option module according to user needs, without structural modification of the vehicle chassis. Only by inserting the corresponding electronically controlled option module into the corresponding physical interface module can the option of each module of the electronically controlled chassis be realized. Embodiment 1

[0090] As Figure 3 shown in the figure, for the installation of the electronically controlled braking module, on the basis of the original mechanical braking module, that is, the brake pedal, air pump, air storage tank, front, middle and rear brakes, mechanical pneumatic front, middle and rear brake valves, and mechanical pneumatic parking brake valves, an electronically controlled front, middle and rear brake valve and an electronically controlled parking brake valve are additionally installed for use when switching between the unmanned driving mode and the manual driving mode. For the replacement of the electronically controlled braking module, on the basis of retaining the original brake pedal, air pump, air storage tank, and front, middle and rear brakes, the mechanical pneumatic front, middle and rear brake valves and the mechanical pneumatic parking brake valves are replaced with electronically controlled front, middle and rear brake valves and electronically controlled parking brake valves for use in the configuration requirements of the pure unmanned driving mode. At the same time, an electronically controlled redundant brake valve can be additionally installed to improve the braking safety of the vehicle. Embodiment 2

[0091] As Figure 4 shown in the figure, for the installation of the electronically controlled steering module, on the basis of the original mechanical steering module, that is, the steering gear, steering pump, hydraulic oil tank, and steering axle, an electronically controlled steering motor and an angle sensor are additionally installed for use when switching between the unmanned driving mode and the manual driving mode. Embodiment 3

[0092] As Figure 5As shown, in order to endow the vehicle with other functions, the ordinary by-wire module can be installed with a weighing system, an automatic drainage system, and a tire pressure detection system to meet the user's needs for dynamic monitoring and management of the load of mining vehicles, real-time monitoring of the water level of the chassis and key components and timely drainage, prevention of tire blowout risks caused by insufficient or excessive tire pressure, and extension of tire service life.

[0093] The unmanned driving module includes a positioning and navigation module, an external perception module, a network module, and a domain controller. The positioning and navigation module and the external perception module are respectively signal-connected to the network module, and the domain controller is respectively signal-connected to the network module and the VCU controller.

[0094] In this specification, each embodiment is described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple, and reference can be made to the descriptions in the method part for related parts.

[0095] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for optional control of a by-wire chassis of a wide-body vehicle, comprising: The staff starts the optional mode on the display and selects the vehicle configuration according to the requirements. After the selection is completed, the instrument sends a configuration selection completion signal to the VCU controller. After receiving the signal, the VCU controller starts the self-check mode of the vehicle basic system. If the self-check is qualified, it sends a qualified signal. The staff connects the by-wire optional module corresponding to the configuration to the chassis through a physical interface or replaces the basic module in the vehicle basic system. The VCU controller identifies the by-wire optional module and determines whether it is a valid module. If it is a valid module, the vehicle system compatibility detection is performed. If the compatibility detection is qualified, the optional installation is completed; If the self-check of the vehicle basic system fails, the optional mode is stopped, and the fault is investigated. After the investigation is completed, the optional mode is restarted. The characteristics are as follows: The self-check of the VCU controller is specifically as follows: The VCU controller sends a self-check signal to each basic module of the vehicle basic system. After each basic module receives the self-check signal, according to the current state of each basic module, it sends a self-check result message to the VCU controller. If the message result shows qualified, it means the self-check is qualified. If the message result shows unqualified, it means that the basic module is in a fault state; The module identification process is specifically as follows: When the physical interface triggers an insertion signal, the VCU controller continuously sends three handshake data packets containing the protocol version number to the by-wire optional module. If the by-wire optional module returns an answer signal within three times, it is determined as a valid module. If the three consecutive handshakes fail, the VCU controller sends an invalid by-wire optional module identification message to the staff; The vehicle system compatibility detection includes: Module initialization and protocol verification: Start the initialization program to check whether the communication protocol between the by-wire optional module and the VCU controller is consistent; if it is consistent, the power load detection is performed. If it is inconsistent, it is determined as incompatible, and the incompatible result is informed to the staff; Power battery load detection: Real-time monitor the load change of the power battery after the by-wire optional module is connected, ensure that the voltage fluctuation range does not exceed ±5% of the nominal value, and evaluate whether the instantaneous peak current is within the safety threshold, that is, the short-time peak ≤ 150% of the rated current; if both the voltage fluctuation range and the instantaneous peak current are qualified, the logic conflict detection is performed. If any condition is unqualified, it is determined as incompatible, and the incompatible result is informed to the staff; Logic conflict detection: After the VCU controller sets the priority instruction between the by-wire optional module and the vehicle basic system, run the vehicle system and the by-wire optional module, and judge whether the executed instruction conforms to the set priority instruction, that is, the brake instruction and the steering instruction are set as the highest priority instructions. If it conforms, the communication detection is performed. If it does not conform, the priority code is reconfigured and executed again. If it still cannot meet the set requirements after repeating three times, it is determined as incompatible, and the incompatible result is informed to the staff; Communication detection: Through CAN bus load rate testing, ensure that the periodic messages and event-triggered messages of each vehicle system have no conflicts within the preset bandwidth threshold, where the preset bandwidth threshold ≤ 70%. At the same time, monitor the CPU utilization rate of the VCU controller. Under extreme working conditions, the load rate should be lower than 60%. If both the preset bandwidth threshold and the load rate conditions are met, it is determined that the compatibility test is qualified. If any one of the conditions is not met, it is determined as incompatible, and the incompatible result is informed to the staff.

2. The method for selectively controlling the by-wire chassis of a wide-body vehicle according to claim 1, wherein: The VCU controller identifies the by-wire optional module. After determining that it is a valid module, the by-wire optional module sends a message containing the current type of the by-wire optional module to the VCU control. After the VCU controller records the current type of the by-wire optional module, it performs vehicle system compatibility testing.

3. The method for selectively controlling the by-wire chassis of a wide-body vehicle according to claim 2, characterized in that: If the type message sent by the by-wire optional module is an unmanned driving module message, the VCU controller divides the execution mode of the vehicle system into an unmanned driving mode and a manual driving mode and generates corresponding control links. The staff selects the current driving mode to be executed. After the VCU controller starts the selected driving mode, ensure that the other driving mode is in the closed state; when switching between the manual driving mode and the unmanned driving mode, the corresponding switching conditions need to be met.

4. The wire-controlled chassis optional control method for a wide-body vehicle according to claim 3, characterized in that: If, during the manual driving mode, a switch to the unmanned driving mode is made, the following conditions need to be met before the switching request can be executed: The vehicle is in the parking brake state; The communication bus load rate is lower than 70%; There are no cliffs or obstacles within 10 meters around the vehicle; The navigation map matching degree ≥ 95%, and the positioning accuracy error < 10 cm, and the environmental perception confidence degree > 95%; The horizontal plane inclination angle is less than 5°; The output torque of the power system is 0; If, during the unmanned driving mode, a switch to the manual driving mode is made, the following conditions need to be met before the switching request can be executed: The staff remotely sends a request signal to switch to the manual driving mode. When the VCU controller remotely sends ≥ 3 heartbeat packets to the staff for verification and the verification is successful, the switching process is started; The vehicle is in the parking brake state; There are no cliffs or obstacles within 10 meters around the vehicle; The horizontal plane inclination angle is less than 5°.

5. The method for selectively controlling the by-wire chassis of a wide-body vehicle according to claim 3, characterized in that: When a vehicle failure occurs during the unmanned driving mode, the braking module is immediately activated through the VCU controller to ensure that the vehicle decelerates to a safe speed or stops within 1.5 seconds. At the same time, the VCU controller sends the current fault code and real-time images to the staff. The staff remotely takes over the vehicle control right and selects to remotely drive the vehicle at a low speed ≤ 15 km / h to a safe area or to turn off the unmanned driving mode. The vehicle is in the parking brake, and waits for the staff to go to the scene to manually switch to the manual driving mode for fault troubleshooting.

6. A control system for implementing a wire-controlled chassis optional control method for the wide-body vehicle according to any one of claims 1-5, characterized in that, It includes a vehicle basic system and a by-wire optional module. The vehicle basic system includes a non-optional module and an optional module. The non-optional module includes a power battery unit, a drive unit, a range extender unit, a VCU controller, a physical interface unit, and a communication protocol unit. The optional module includes a mechanical braking module and a mechanical steering module. The by-wire optional module includes a by-wire braking module, a by-wire steering module, an unmanned driving module, and a by-wire general module. The by-wire braking module can replace the mechanical braking module according to the configuration requirements or be installed based on the mechanical braking module. The by-wire steering module can be installed based on the mechanical steering module according to the configuration requirements. The by-wire general module is installed on the vehicle basic system according to the configuration requirements.

7. The control system of the steer-by-wire chassis optional control method for a wide-body vehicle according to claim 6, characterized in that: The unmanned driving module includes a positioning and navigation module, an external perception module, a network module, and a domain controller. The positioning and navigation module and the external perception module are respectively signal-connected to the network module. The domain controller is respectively signal-connected to the network module and the VCU controller.

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