Vehicle and drive-by-wire chassis system of vehicle

Abstract

The embodiment of the invention provides a vehicle and a drive-by-wire chassis system of the vehicle, and relates to the technical field of vehicle control. The drive-by-wire chassis system comprises a drive-by-wire steering system and a drive-by-wire brake system, the drive-by-wire steering system comprises a control module and a steering execution module, and the control module is in communication connection with the steering execution module and the drive-by-wire brake system; and the control module is used for controlling the steering execution module to execute actions related to vehicle steering and controlling the braking system to brake the wheels. By integrating the control function of the current independent chassis domain controller into the control module in the steer-by-wire system, the communication delay between the chassis domain controller and the steer-by-wire system can be avoided, so that the response characteristic of the system is improved.

Description

Technical Field

[0001] Embodiments of the present application relate to the technical field of vehicle control, and in particular, to a vehicle and a steer-by-wire chassis system of the vehicle. Background Art

[0002] In current vehicle control technologies, generally an independent chassis domain controller is used as the control center, and the control of a steer-by-wire (SBW) system and an electro-mechanical brake (EMB) system is achieved through a CAN (Controller Area Network) bus. There is a certain communication delay between the chassis domain controller and the steer-by-wire system. Summary of the Invention

[0003] Embodiments of the present application provide a vehicle and a steer-by-wire chassis system of the vehicle, which can avoid the communication delay between the chassis domain controller and the steer-by-wire system, thereby improving the system response characteristics.

[0004] In a first aspect, an embodiment of the present application provides a steer-by-wire chassis system of a vehicle, including a steer-by-wire system and an electro-mechanical brake system;

[0005] The steer-by-wire system includes a control module and a steering execution module, and the control module is communicatively connected to the steering execution module and the electro-mechanical brake system respectively;

[0006] The control module is configured to control the steering execution module to perform actions related to vehicle steering, and to control the electro-mechanical brake system to perform wheel braking.

[0007] In an implementation, the steering execution module includes a road wheel actuator, and the road wheel actuator includes a controller;

[0008] The above-mentioned controller is configured as the above-mentioned control module, and is used to control the road wheel actuator to perform wheel steering.

[0009] In an implementation, the steering execution module further includes a hand wheel actuator, and the hand wheel actuator is communicatively connected to the above-mentioned controller;

[0010] The above-mentioned controller is further configured to:

[0011] Control the hand wheel actuator to apply a feedback force to the vehicle's steering wheel.

[0012] In an implementation, the hand wheel actuator includes a motor and a first acquisition device for acquiring the position information of the motor, and both the motor and the first acquisition device are communicatively connected to the above-mentioned controller.

[0013] In an implementation, the steer-by-wire chassis system further includes a drive system;

[0014] The above-mentioned controller is further configured to:

[0015] When at least some components other than the above-mentioned controller in the road wheel actuator fail, determine a target braking wheel according to the steering wheel angle direction of the vehicle;

[0016] When the absolute value of the steering wheel angle of the vehicle is greater than a target threshold, control the wire control braking system to brake the target braking wheel and control the drive system to adjust the driving torque of the target braking wheel.

[0017] In one embodiment, the above-mentioned controller is used to control the wire control braking system to brake the target braking wheel and control the drive system to adjust the driving torque of the target braking wheel, including:

[0018] Based on the steering wheel angle and the vehicle speed, determine the braking force corresponding to the target braking wheel and determine the driving torque corresponding to the target braking wheel;

[0019] Send the braking force corresponding to the target braking wheel to the wire control braking system and send the driving torque corresponding to the target braking wheel to the drive system.

[0020] In one embodiment, the by-wire chassis system further includes:

[0021] A second acquisition device, configured to acquire pedal travel information and communicate with the control module;

[0022] A third acquisition device, configured to acquire wheel speed information and communicate with the control module;

[0023] The control module is further configured to:

[0024] Generate a braking instruction based on the pedal travel information and the wheel speed information;

[0025] Send the braking instruction to the wire control braking system.

[0026] In one embodiment, the by-wire chassis system further includes:

[0027] A fourth acquisition device, configured to acquire the torque angle information of the vehicle's steering wheel and communicate with the control module;

[0028] The control module is further configured to:

[0029] Determine the steering intention based on the torque angle information.

[0030] In one embodiment, the by-wire chassis system further includes:

[0031] A fifth acquisition device, configured to acquire the steering angle information of the steering wheel and communicate with the control module;

[0032] The control module is further configured to:

[0033] In the case where the fourth acquisition device fails, determine the steering intention based on the steering angle information acquired by the fifth acquisition device.

[0034] In a second aspect, an embodiment of the present application provides a vehicle, including the steer-by-wire chassis system described in any one of the embodiments in the first aspect.

[0035] The solution provided by the embodiment of the present application can integrate the control functions of the current independent chassis domain controller into the control module in the steer-by-wire system, so that the control module serves as the central control center of the chassis, realizing the control of the steer-by-wire system and the electronic brake system, which can avoid the communication delay between the chassis domain controller and the steer-by-wire system and improve the system response characteristics. Description of the Drawings

[0036] The following will combine the drawings and describe the specific embodiments of the present application in detail, making the technical solutions and other beneficial effects of the present application obvious.

[0037] Figure 1 is a schematic structural diagram of the steer-by-wire chassis system of the vehicle provided by the embodiment of the present application;

[0038] Figure 2 is another schematic structural diagram of the steer-by-wire chassis system of the vehicle provided by the embodiment of the present application;

[0039] Figure 3 is yet another schematic structural diagram of the steer-by-wire chassis system of the vehicle provided by the embodiment of the present application;

[0040] Figure 4 is an exemplary schematic diagram of the steer-by-wire chassis system of the vehicle provided by the embodiment of the present application;

[0041] Figure 5 is another exemplary schematic diagram of the steer-by-wire chassis system of the vehicle provided by the embodiment of the present application;

[0042] Figure 6 is a flowchart of the feedforward control method for the electronic brake system and the drive system as redundant backups in the embodiment of the present application.

[0043] Reference Numerals: 10 - Steer-by-wire system, 101 - Control module, 102 - Steering execution module, 11 - Electronic brake system, 1021 - Road wheel actuator, 1022 - Controller, 1023 - Handwheel actuator, 1024 - Motor, 1025 - First acquisition device, 12 - Second acquisition device, 13 - Third acquisition device, 14 - Fourth acquisition device, 15 - Fifth acquisition device. Detailed Embodiments

[0044] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present application.

[0045] In the description of the present application, it should be noted that unless otherwise clearly defined and limited, the term "and / or" in this article is only an association relationship describing associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after without special explanation.

[0046] As mentioned above, current vehicle control technologies generally use an independent chassis domain controller as the control center, and control the steer-by-wire system and the brake-by-wire system through the CAN bus. There is a certain communication delay between the chassis domain controller and the steer-by-wire system.

[0047] The embodiments of the present application provide a vehicle and a steer-by-wire chassis system of the vehicle, which can avoid the communication delay between the chassis domain controller and the steer-by-wire system, thereby improving the system response characteristics.

[0048] Next, in combination with Figures 1 to 3 , the steer-by-wire chassis system of the vehicle provided by the embodiments of the present application will be introduced. Among them, Figures 1 to 3 are all schematic structural diagrams of the steer-by-wire chassis system of the vehicle provided by the embodiments of the present application.

[0049] As Figure 1 shown, the steer-by-wire chassis system of the vehicle provided by the embodiments of the present application includes a steer-by-wire system 10 and a brake-by-wire system 11. The steer-by-wire system 10 includes a control module 101 and a steering execution module 102. The control module 101 is communicatively connected to the steering execution module 102 and the brake-by-wire system 11 respectively. The control module 101 is used to control the steering execution module 102 to perform actions related to vehicle steering, and to control the brake-by-wire system 11 to perform wheel braking.

[0050] The solution provided by the embodiments of the present application can integrate the control functions of the current independent chassis domain controller into the control module 101 in the steer-by-wire system 10, so that the control module 101 serves as the chassis central control center to control the steer-by-wire system 10 and the brake-by-wire system 11. This can avoid the communication delay between the chassis domain controller and the steer-by-wire system 10 and improve the system response characteristics.

[0051] In one embodiment, the control module 101 may include a main micro control unit (MCU) and a standby micro control unit (also referred to as a slave micro control unit).

[0052] It should be noted that the control module 101 in the steer-by-wire system 10 serves as the central control hub of the chassis and has dual redundant backups for circuits such as the MCU, power supply, and communication. Its functional safety meets ASIL D (Automotive Safety Integrity Level D). Among them, the automotive functional safety standard ISO 26262 divides the safety requirements of automotive electronic systems into four levels, namely ASIL A, ASIL B, ASIL C, and ASIL D, and ASIL D represents the highest safety integrity requirements.

[0053] Currently, an independent chassis domain controller needs to be designed according to the ASIL D target and undergo redundant design (dual MCUs and dual power supply and communication circuits). By integrating the control functions of the chassis domain controller into the control module 101 within the steer-by-wire system 10, the dual MCUs in the control module 101 can be reused, enabling the computing power of the dual MCUs to be shared, thus avoiding the problem of duplicate waste of hardware resources in the chassis domain controller and the steer-by-wire system 10 in terms of MCUs, CAN communication, on-board power supply, etc., and reducing costs.

[0054] In one embodiment, the electro-mechanical brake system 11 may include multiple actuators, such as an actuator for braking the left front wheel (which can be referred to as EMB FL), an actuator for braking the right front wheel (which can be referred to as EMB FR), an actuator for braking the left rear wheel (which can be referred to as EMB RL), and an actuator for braking the right rear wheel (which can be referred to as EMB RR).

[0055] In addition, to ensure the security of data transmission and meet the high real-time requirements, the control module 101 can control the electro-mechanical brake system 11 through two private CAN FD (Controller Area Network Flexible Data-rate) buses.

[0056] In one embodiment, as Figure 2 、 Figure 3 shown, the steering actuator module 102 may include a road wheel actuator (RWA) 1021. The road wheel actuator 1021 includes a controller 1022, and the controller 1022 is configured for the control module 101. The controller 1022 can be used to control the road wheel actuator 1021 to perform wheel steering, etc.

[0057] Furthermore, asFigure 3 As shown, the steering execution module 102 may further include a hand wheel actuator (HWA) 1023, and the hand wheel actuator 1023 is communicatively connected to the controller 1022. The controller 1022 may be configured to control the hand wheel actuator 1023 to apply a feedback force to the vehicle's steering wheel, etc.

[0058] It should be noted that the current hand wheel actuator has an independent controller. The solution provided by the embodiments of the present application can integrate the control function of the controller in the hand wheel actuator into the controller in the road wheel actuator, so that the hand wheel actuator does not need to have an independent controller, which can further avoid waste of hardware resources and effectively reduce costs.

[0059] In one embodiment, as Figure 3 shown, the hand wheel actuator 1023 may include a motor 1024 and a first acquisition device 1025 for acquiring the position information of the motor 1024. Both the motor 1024 and the first acquisition device 1025 are communicatively connected to the controller 1022. Among them, the first acquisition device 1025 may include a motor position sensor (MPS).

[0060] Further, the motor 1024 and the first acquisition device 1025 may be connected to the controller 1022 through hard wires and connectors.

[0061] In one embodiment, the by-wire chassis system further includes:

[0062] A second acquisition device 12 for acquiring pedal travel information and communicatively connected to the control module 101;

[0063] A third acquisition device 13 for acquiring wheel speed information and communicatively connected to the control module 101;

[0064] The control module 101 is further configured to:

[0065] Generate a braking instruction based on the pedal travel information and the wheel speed information;

[0066] Send the braking instruction to the by-wire braking system 11.

[0067] Among them, the second acquisition device 12 may include a Pedal Travel Sensor (PTS). The third acquisition device 13 may include a Wheel Speed Sensor (WSS). Both the second acquisition device 12 and the third acquisition device 13 may be connected to the control module 101 through hardwiring. The control module 101 may determine the braking intention based on the pedal travel information, identify the wheel speeds of each wheel based on the wheel speed information, and then generate a braking command based on the braking intention and the wheel speeds of each wheel, and send the braking command to the electronic brake system 11.

[0068] It should be noted that by connecting the second acquisition device 12 and the third acquisition device 13 to the control module 101, the control module 101 can control the electronic brake system 11 to perform wheel braking based on the information collected by these two acquisition devices.

[0069] In one embodiment, the drive-by-wire chassis system further includes:

[0070] A fourth acquisition device 14 for acquiring the torque angle information of the vehicle's steering wheel and communicatively connected to the control module 101;

[0071] The control module 101 is further configured to:

[0072] Determine the steering intention based on the torque angle information.

[0073] Among them, the fourth acquisition device 14 may include a Torque Angle Sensor (TAS). By connecting the fourth acquisition device 14 to the control module 101, the control module 101 can determine the steering intention based on the torque angle information acquired by the fourth acquisition device 14, and then control the steering execution module 102 to perform actions related to vehicle steering based on the steering intention.

[0074] In one embodiment, the drive-by-wire chassis system further includes:

[0075] A fifth acquisition device 15 for acquiring the steering angle information of the steering wheel and communicatively connected to the control module 101;

[0076] The control module 101 is further configured to:

[0077] In the case where the fourth acquisition device 14 fails, determine the steering intention based on the steering angle information acquired by the fifth acquisition device 15.

[0078] Among them, the fifth acquisition device 15 may include a Steering Angle Sensor (SAS). The fifth acquisition device 15 may be connected to the control module 101 through the CAN bus. It should be noted that when the fourth acquisition device 14 is connected to the control module 101, by also connecting the fifth acquisition device 15 to the control module 101, the control module 101 can determine the steering intention based on the steering angle information collected by the fifth acquisition device 14 in the event of the failure of the fourth acquisition device 14, thus ensuring the system stability.

[0079] In one implementation, when the aforementioned controller 1022 is configured as the control module 101, when the steer-by-wire chassis system of the vehicle includes the aforementioned second acquisition device 12, third acquisition device 13, fourth acquisition device 14, and fifth acquisition device 15, the structure of the steer-by-wire chassis system may be as Figure 3 shown.

[0080] In one embodiment, the steer-by-wire chassis system of the vehicle may include a steer-by-wire steering system 10, a brake-by-wire system 11, a second acquisition device 12, a third acquisition device 13, and a fourth acquisition device 14. The steer-by-wire steering system 10 includes a road wheel actuator 1021 and a hand wheel actuator 1023. The road wheel actuator 1021 includes a controller 1022, and the controller 1022 is communicatively connected to the hand wheel actuator 1023, the brake-by-wire system 11, the second acquisition device 12, the third acquisition device 13, and the fourth acquisition device 14 respectively. Further, the hand wheel actuator 1023 includes a motor 1024 and the aforementioned first acquisition device 1025, and both the motor 1024 and the first acquisition device 1025 are communicatively connected to the controller 1022. The brake-by-wire system 11 includes an actuator for braking the left front wheel (which can be referred to as EMB FL), an actuator for braking the right front wheel (which can be referred to as EMB FR), an actuator for braking the left rear wheel (which can be referred to as EMB RL), and an actuator for braking the right rear wheel (which can be referred to as EMB RR).

[0081] Taking SBW to represent the steer-by-wire steering system 10, RWA to represent the road wheel actuator 1021, HWA to represent the hand wheel actuator 1023, RWA MCU1 MCU2 to represent the controller 1022, HWA motor to represent the motor 1024, HWA MPS to represent the first acquisition device 1025, PTS to represent the second acquisition device 12, WSS to represent the third acquisition device 13, TAS to represent the fourth acquisition device 14, and EMB to represent the brake-by-wire system 11, and the brake-by-wire system 11 including 4 actuators, namely EMB FL, EMB FR, EMB RL, and EMB RR, as an example, the structure of the steer-by-wire chassis system of the vehicle may be as Figure 4 shown. Among them, Figure 4This is an exemplary schematic diagram of the steer-by-wire chassis system of a vehicle provided by an embodiment of the present application. Additionally, Figure 4 the steering wheel, the motor of the RWA, the CAN bus, and the hard wire of the vehicle are also shown.

[0082] Furthermore, the steer-by-wire chassis system of the vehicle may further include the fifth acquisition device 15 as described above.

[0083] Taking SBW to represent the steer-by-wire system 10, RWA to represent the road wheel actuator 1021, HWA to represent the handwheel actuator 1023, MCU1 (Master) to represent the main microprocessing unit in the controller 1022, MCU2 (Slave) to represent the standby microprocessing unit in the controller 1022, HWA motor (three-phase) to represent the motor 1024, HWA MPS to represent the first acquisition device 1025, PTS to represent the second acquisition device 12, WSS to represent the third acquisition device 13, TAS to represent the fourth acquisition device 14, SAS to represent the fifth acquisition device 15, and EMB to represent the electronic brake system 11, and the electronic brake system 11 including 4 actuators EMB FL, EMB FR, EMB RL, and EMB RR as an example, the structure of the steer-by-wire chassis system of the vehicle can be as Figure 5 shown. Among them, Figure 5 This is another exemplary schematic diagram of the steer-by-wire chassis system of a vehicle provided by an embodiment of the present application.

[0084] It should be noted that Figure 5 the RWA motor (six-phase) in can represent the motor of the RWA. RWA MPS can represent the motor position sensor of the RWA. PMIC1 and PMIC2 can represent the dual power management integrated circuits (Power Management Integrated Circuit) in the controller 1022. Power supply 1 and power supply 2 can represent the dual power supplies in the controller 1022. RWAPre-Driver1 and RWA Pre-Driver2 can represent the dual pre-drivers in the controller 1022. HWA Pre-Driver can represent the pre-driver in the HWA. Private CAN1 / 2 can represent the 2 private CAN FD buses of the controller 1022. CAN-FD 1 and CAN-FD 2 can represent 2 CAN buses. Additionally, Figure 5 two three-phase bridge circuits in the controller 1022 are also shown, such as the MOSFET (three-phase bridge) respectively connected to RWA Pre-Driver1 and RWA Pre-Driver2. Furthermore, Figure 5The three-phase bridge circuit in the HWA is also shown, such as the MOSFET (three-phase bridge) connected to the HWA Pre-Driver. Among them, MOSFET can represent a metal-oxide semiconductor field-effect transistor. In practice, a three-phase bridge circuit can be composed of multiple MOSFETs (such as 6 MOSFETs).

[0085] In one embodiment, the steer-by-wire chassis system further includes a drive system. The steering execution module 102 includes a road wheel actuator 1021, and the road wheel actuator 1021 includes a controller 1022. The controller 1022 is configured to control the module 101 to control the road wheel actuator 1021 to perform wheel steering. When at least some components (such as a pre-driver and / or a three-phase bridge circuit, etc.) other than the controller 1022 in the road wheel actuator 1021 fail, the controller 1022 can generate an additional yaw moment through braking and driving torque distribution to perform redundant backup steering control.

[0086] Specifically, when at least some components other than the controller 1022 in the road wheel actuator 1021 fail, the controller 1022 can execute as Figure 6 the control process shown. Among them, Figure 6 is the flowchart of the feedforward control method of the electronic brake system 11 and the drive system as redundant backups in the embodiments of the present application. The method includes the following steps:

[0087] S601: When at least some components other than the controller 1022 in the road wheel actuator 1021 fail, determine the target braking wheel according to the steering wheel angle direction of the vehicle;

[0088] S603: When the absolute value of the steering wheel angle of the vehicle is greater than the target threshold, control the electronic brake system 11 to brake the target braking wheel, and control the drive system to adjust the driving torque of the target braking wheel.

[0089] The solution provided by the embodiments of the present application can ensure the safety of vehicle driving by, when at least some components other than the controller 1022 in the road wheel actuator 1021 fail, the controller 1022 determines the target braking wheel according to the steering wheel angle direction of the vehicle, and when the absolute value of the steering wheel angle of the vehicle is greater than the target threshold, controlling the electronic brake system 11 to brake the target braking wheel, and controlling the drive system to adjust the driving torque of the target braking wheel.

[0090] Among them, in step S601, the steering wheel angle and the steering wheel angle direction of the vehicle can be determined based on the information collected by the fourth acquisition device 14 or the fifth acquisition device 15.

[0091] In step S603, the braking force corresponding to the target braking wheel can be determined based on the steering wheel angle and the vehicle speed, and the driving torque corresponding to the target braking wheel can be determined, and the braking force corresponding to the target braking wheel is sent to the wire control braking system 11, and the driving torque corresponding to the target braking wheel is sent to the drive system.

[0092] Taking δ steer to represent the steering wheel angle and v to represent the vehicle speed as an example, the calculation process of the braking force and the driving torque corresponding to the target braking wheel can be as follows:

[0093] ① Based on the steering wheel angle δ steer and the actual steering ratio N of the vehicle, the expected front wheel angle δ f is calculated.

[0094] Among them, the calculation formula of δ f can be the formula (1) shown as follows:

[0095]

[0096] ② Based on the expected front wheel angle δ f and the vehicle speed v, the sideslip angle β is estimated. Among them, the calculation formula of the sideslip angle β can be the formula (2) shown as follows:

[0097]

[0098] Among them, a represents the distance from the front axle to the center of mass, b represents the distance from the rear axle to the center of mass, and r represents the current yaw rate.

[0099] ③ According to the cornering stiffness C f of the front wheels and the cornering stiffness C r of the rear wheels, the lateral force F yf of the front wheels and the lateral force F yr of the rear wheels are calculated, and then the expected yaw moment M yaw，target is calculated.

[0100] Among them, the calculation formula of the lateral force F yf of the front wheels can be the formula (3) shown as follows:

[0101]

[0102] The calculation formula of the lateral force F yr of the rear wheels can be the formula (4) shown as follows:

[0103]

[0104] The calculation formula of the expected yaw moment M yaw，target can be the formula (5) shown as follows:

[0105] M yaw，target = a·F yf - b·F yr (5)

[0106] Wherein, in formulas (3) and (4), L = a + b.

[0107] ④ Calculate the actual vehicle yaw moment M according to the yaw rate yaw，actual . Wherein, the actual vehicle yaw moment M yaw，actual can be calculated by the following formula (6):

[0108] M yaw，actual = IZ·Yaw derivation (6)

[0109] Wherein, Iz represents the yaw inertia, which is a constant. Yaw derivation represents the yaw angular acceleration, which can be obtained by taking the derivative of the yaw rate with respect to time.

[0110] ⑤ Calculate the PID (Proportion Integration Differentiation) control error and establish a discrete-time PID control algorithm; wherein, the control algorithm can be the following formula (7):

[0111] e(t) = M yaw，target - M yaw，actual (7)

[0112] Where e(t) is the PID control error. At each sampling time k, the output u[k] is calculated according to the discrete-time PID formula, and u[k] will be used to adjust the braking force or driving torque; wherein, the discrete-time PID formula can be the following formula (8):

[0113]

[0114] Where T s is the sampling period, k represents the current sampling point, e[k] is the current error, and e[k - 1] is the error of the previous sampling point. K p 、K i 、K d are the control coefficients of the PID control algorithm respectively.

[0115] ⑥ Determine the torques that need to be applied to the brake-by-wire system 11 and the drive system:

[0116] For the brake-by-wire system 11, adjust the braking force distribution of the left and right wheels according to the PID output; wherein, the braking force distribution algorithm can be the following formula (9):

[0117] F brake，left [k] = F base，left + ΔF brake [k] (9)

[0118] F brake，right [k] = F brake，right - ΔF brake [k]

[0119] Among them, ΔF brake [k] is the increment determined by u[k] output by the PID control algorithm, and the plus or minus sign indicates an increase or decrease in the braking force. F base，left represents the braking force currently applied to the wheels on the left side of the axis where the driving force output is located, and F base，right represents the braking force currently applied to the wheels on the right side of the axis where the driving force output is located.

[0120] For the drive system, adjust the vector torque distribution of the left and right drive wheels according to the PID output: Among them, the braking force distribution algorithm can be the formula (10) shown below:

[0121] T drive，left [k] = T base，left + ΔT drive [k] (10)

[0122] T arive,right [k] = T base,right - ΔT drive [k]

[0123] Among them, ΔT drive [k] is also the increment determined by u[k] output by the PID control algorithm, and the plus or minus sign indicates an increase or decrease in the driving torque. T base，left represents the driving torque currently applied to the wheels on the left side of the axis where the driving force output is located, and T base，right represents the driving torque currently applied to the wheels on the right side of the axis where the driving force output is located.

[0124] ⑦ When the target braking wheel is the wheel on the left side of the axis where the driving force output is located, the calculated F brake，left [k] can be provided as the braking force corresponding to the target braking wheel to the wire braking system 11, and the calculated T drive，left [k] can be provided as the driving torque corresponding to the target braking wheel to the drive system. When the target braking wheel is the wheel on the right side of the axis where the driving force output is located, the calculated F brake，right [k] can be provided as the braking force corresponding to the target braking wheel to the wire braking system 11, and the calculated T drive，right [k] can be provided as the driving torque corresponding to the target braking wheel to the drive system.

[0125] According to the description in the foregoing, the solution provided by the embodiments of the present application can integrate the control functions of the currently independent chassis domain controller and the controller in the handwheel actuator into the controller in the road wheel actuator, so that the controller in the road wheel actuator serves as the central chassis control hub to realize the control of the road wheel actuator, the handwheel actuator, and the electronic brake system. This can avoid the communication delay between the chassis domain controller and the steer-by-wire system and improve the system response characteristics. In addition, it can also avoid waste of hardware resources and save the total controller cost.

[0126] The embodiments of the present application also provide a vehicle, which includes a steer-by-wire chassis system as Figures 1 to 5 shown.

[0127] As described above, only some embodiments of the present application are provided, and there is no limitation in any form to this application. The protection scope of the embodiments of the present application is not limited thereto. Any simple modifications, equivalent changes, and decorations that can be easily thought of by those skilled in the art within the technical scope disclosed by the embodiments of the present application should be covered within the protection scope of the embodiments of the present application.

Claims

1. A vehicle control-by-wire chassis system, characterized in that: It comprises a wire-controlled steering system (10) and a wire-controlled braking system (11); The wire-controlled steering system (10) comprises a control module (101) and a steering execution module (102), wherein the control module (101) is communicatively connected with the steering execution module (102) and the wire-controlled braking system (11) respectively; The control module (101) is used to control the steering execution module (102) to execute actions related to vehicle steering, and to control the brake-by-wire system (11) to perform wheel braking.

2. The wire-controlled chassis system according to claim 1, characterized in that: The steering execution module (102) comprises a road wheel actuator (1021), and the road wheel actuator (1021) comprises a controller (1022); The controller (1022) is configured as the control module (101) and is used to control the road wheel actuator (1021) to perform wheel steering.

3. The control-by-wire chassis system according to claim 2, characterized in that: The steering execution module (102) further comprises a handwheel actuator (1023), wherein the handwheel actuator (1023) is communicatively connected to the controller (1022); The controller (1022) is further configured to: The hand wheel actuator (1023) is controlled to apply a feedback force to the steering wheel of the vehicle.

4. The wire-controlled chassis system according to claim 3, characterized in that: The handwheel actuator (1023) comprises a motor (1024) and a first acquisition device (1025) for acquiring position information of the motor (1024), and both the motor (1024) and the first acquisition device (1025) are communicatively connected to the controller (1022).

5. The drive-by-wire chassis system according to claim 2, characterized in that: The control-by-wire chassis system also includes a drive system; The controller (1022) is also used for: In the event that at least some of the components other than the controller (1022) in the road wheel actuator (1021) fail, determining a target brake wheel according to a steering wheel angle direction of the vehicle; When the absolute value of the steering wheel angle of the vehicle is greater than a target threshold, the brake-by-wire system (11) is controlled to brake the target brake wheel, and the drive system is controlled to adjust the drive torque of the target brake wheel.

6. The drive-by-wire chassis system according to claim 5, characterized in that: The controller (1022) is used to control the brake-by-wire system (11) to brake the target brake wheel, and to control the drive system to adjust the drive torque of the target brake wheel, comprising: Determining a braking force corresponding to the target brake wheel and a driving torque corresponding to the target brake wheel based on the steering wheel angle and the vehicle speed; The braking force corresponding to the target brake wheel is sent to the wire control brake system (11), and the driving torque corresponding to the target brake wheel is sent to the driving system.

7. The drive-by-wire chassis system according to claim 1, characterized in that: The control-by-wire chassis system further comprises: A second collecting device (12), used for collecting pedal stroke information and connected in communication with the control module (101); A third collecting device (13), used for collecting wheel speed information and connected in communication with the control module (101); The control module (101) is also used for: generating a braking command based on the pedal travel information and the wheel speed information; The braking command is sent to the brake-by-wire system (11).

8. The wire-controlled chassis system according to any one of claims 1 to 7, characterized in that: The control-by-wire chassis system further comprises: a fourth acquisition device (14), used for acquiring torque angle information of the steering wheel of the vehicle, and being communicatively connected with the control module (101); The control module (101) is also used for: A steering intention is determined based on the torque angle information.

9. The drive-by-wire chassis system according to claim 8, characterized in that: The control-by-wire chassis system further comprises: A fifth collecting device (15), used for collecting steering angle information of the steering wheel, and connected in communication with the control module (101); The control module (101) is also used for: In the event that the fourth acquisition device (14) fails, the steering intention is determined based on the steering angle information acquired by the fifth acquisition device (15).

10. A vehicle, characterized in that: It comprises a wire-controlled chassis system as claimed in any one of claims 1 to 9.

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