Vehicle control method, integrated controller and vehicle

Abstract

The invention relates to the technical field of vehicle control, and discloses a vehicle control method, an integrated controller and a vehicle. When it is monitored that a vehicle power supply system breaks down, it is preferentially guaranteed that the vehicle power supply system has sufficient power to achieve the steering function of the vehicle when the vehicle power supply system breaks down, so that the vehicle can safely turn to the roadside from the current driving route; the driving safety in the steering process is guaranteed, it is guaranteed that power is sufficient as much as possible to achieve the braking function of the vehicle, so that the vehicle can be rapidly braked on the roadside, the driving safety in the braking process is guaranteed, and finally the power distribution weight of a suspension execution component is determined. Therefore, the driving comfort is sacrificed by reducing the power distribution of a suspension execution part, and the power requirements of steering and braking are preferentially guaranteed in combination with the real vehicle battery electric quantity and the vehicle speed, so that the power distribution better conforms to the real vehicle operation working condition, the self-adaptive precise control of the vehicle chassis domain is realized, the safety of the vehicle in the parking process is improved, and the driving safety is improved. And potential safety hazards are avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and particularly to a vehicle control method, an integrated controller, and a vehicle. Background Art

[0002] The chassis domain is a key functional domain in the automotive electronic system that focuses on the control of the chassis system, and is committed to ensuring the stability, safety, and driving comfort of the vehicle. It undertakes one of the core control tasks of the vehicle. It covers multiple key components such as suspension, steering, braking, and stability control to ensure the stability and safety of the vehicle in various driving environments.

[0003] Since the suspension, steering, and braking execution components in the chassis domain are all powered by a power supply system composed of a vehicle battery, during actual vehicle driving, abnormal situations such as undervoltage, overvoltage, and overcurrent may occur in the vehicle power supply state, and faults may also occur in the power supply circuit in the power supply system. At this time, due to the abnormal power supply system of the vehicle, an alarm will be triggered to prompt the user to stop for maintenance. During this process, the vehicle battery can still output part of the power to drive the suspension, steering, and braking execution components in the chassis domain to operate to complete pulling over. In the related art, regardless of whether the vehicle power supply system is operating normally, the power output from the vehicle battery to the chassis domain is distributed according to the proportion of the required power of each execution component. Once the vehicle power supply system fails and cannot supply power for a long time, there will be a problem that the steering and braking power is insufficient, which affects the safety of parking. Especially when a vehicle power supply system failure occurs on a multi-lane or high-speed road, more serious safety hazards are likely to occur. Summary of the Invention

[0004] In view of this, the present invention provides a vehicle control method, an integrated controller, and a vehicle to solve the problem that in the related art, when a power supply system failure occurs during vehicle driving, the existing power distribution method in the chassis domain has safety hazards and affects the safety of user parking.

[0005] In a first aspect, the present invention provides a vehicle control method. The vehicle includes chassis domain execution components, and the chassis domain execution components include: a steering execution component, a braking execution component, and a suspension execution component. The method includes: Obtain a first required power, a second required power, and a third required power corresponding to the steering execution component, the braking execution component, and the suspension execution component respectively; When it is monitored that a vehicle power supply system fails, determine a first power distribution weight corresponding to the steering execution component based on the current remaining power of the vehicle battery and the relationship among the first required power, the second required power, and the third required power; Determine a second power distribution weight corresponding to the braking execution component based on the current vehicle speed, the first power distribution weight, and the corresponding relationship between the second required power and the third required power; Determine a third power distribution weight corresponding to the suspension actuator based on the first power distribution weight and the second power distribution weight; Based on the first power distribution weight, the second power distribution weight, and the third power distribution weight, perform power distribution on the steering actuator, the braking actuator, and the suspension actuator respectively to control the operation of the chassis domain actuator.

[0006] When it is detected that a fault occurs in the vehicle power supply system, the present invention determines the power distribution weight of the steering actuator according to the required power of the vehicle steering actuator, braking actuator, and suspension actuator and the current remaining power of the vehicle battery, so as to preferentially ensure that there is sufficient power to realize the steering function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can safely steer to the roadside from the current driving route, ensuring driving safety during the steering process. And according to the required power corresponding to the braking actuator and the suspension actuator and the current vehicle speed of the vehicle, in addition to the power distribution weight of the steering actuator, determine the power distribution weight corresponding to the braking actuator to ensure that there is as much power as possible to realize the braking function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can quickly brake on the roadside, ensuring driving safety during the braking process. Finally, based on the power distribution weights corresponding to the steering actuator and the braking actuator, determine the power distribution weight of the suspension actuator. Thus, when a fault occurs in the vehicle power supply system, by reducing the power distribution of the suspension actuator to sacrifice driving comfort, and respectively combining the actual vehicle battery power and vehicle speed to preferentially ensure the power requirements of steering and braking, the power distribution is made more in line with the actual vehicle operating conditions, realizing the adaptive precise control of the vehicle chassis domain, improving the safety of the vehicle during the parking process, and avoiding potential safety hazards.

[0007] In an optional implementation manner, the determining the first power distribution weight corresponding to the steering actuator based on the relationship between the current remaining power of the vehicle battery and the first required power, the second required power, and the third required power includes: Determine the basic power distribution weight corresponding to the steering actuator based on the corresponding relationship between the first required power and the sum of the first required power, the second required power, and the third required power; Determine the first adjustment power distribution weight corresponding to the steering actuator based on the current remaining power, and the first adjustment power distribution weight has a negative correlation with the current remaining power; Determine the first power distribution weight corresponding to the steering actuator based on the basic power distribution weight and the first adjustment power distribution weight corresponding to the steering actuator.

[0008] The present invention determines the basic power distribution weight of the steering execution component according to the demand power ratio of the vehicle steering execution component, braking execution component and suspension execution component, so as to ensure that the steering execution component can be allocated the required part of the power as needed, and dynamically adjusts the first adjustment power distribution weight according to the remaining power of the vehicle battery, and the less the remaining power, the greater the first adjustment power distribution weight, so as to ensure that the power required for steering is given priority in the case of low battery power of the vehicle, so as to avoid serious safety hazards caused by the inability to steer to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user driving experience.

[0009] In an alternative embodiment, the determining the second power distribution weight corresponding to the braking execution component based on the current vehicle speed, the first power distribution weight, and the correspondence between the second demand power and the third demand power includes: Determining the basic power distribution weight corresponding to the braking execution component based on the first power distribution weight and the correspondence between the second demand power and the sum of the second demand power and the third demand power; Determining the second adjustment power distribution weight corresponding to the braking execution component based on the current vehicle speed, and the second adjustment power distribution weight has a positive correlation with the current vehicle speed; Determining the second power distribution weight corresponding to the braking execution component based on the basic power distribution weight and the second adjustment power distribution weight corresponding to the braking execution component.

[0010] The present invention determines the basic power distribution weight of the braking execution component according to the power distribution weight corresponding to the vehicle steering execution component and the demand power ratio of the vehicle braking execution component and suspension execution component, so as to ensure that the braking execution component can be allocated the required part of the power as needed, and dynamically adjusts the second adjustment power distribution weight according to the current vehicle speed of the vehicle, and the greater the current vehicle speed, the greater the second adjustment power distribution weight, so as to ensure that the power required for braking is given priority in the case of high-speed driving of the vehicle, so as to avoid serious safety hazards caused by insufficient braking force during high-speed driving, further improve the safety of the vehicle during parking, and enhance the user driving experience.

[0011] In an alternative embodiment, the first power distribution weight is calculated by the following formula: +

[0012] Wherein, represents the first power distribution weight, and is not greater than the preset maximum power distribution weight, represents the first demand power, represents the second demand power, represents the third required power, represents the first regulated power distribution weight, which is determined by the current remaining power of the vehicle battery.

[0013] In the present invention, the power distribution weight of the steering actuator is determined by adding the basic power distribution weight of the steering actuator determined by the proportion of the required power of the vehicle steering actuator, braking actuator, and suspension actuator to the first regulated power distribution weight, so as to dynamically increase the power distribution weight of the steering actuator according to the remaining power of the vehicle battery, ensuring that the power required for steering is prioritized in the case of low battery power of the vehicle, avoiding serious safety hazards caused by the inability to steer to the side during high-speed or multi-lane driving, further improving the safety of the vehicle during parking, and enhancing the user driving experience.

[0014] In an optional embodiment, the second power distribution weight is calculated by the following formula: +

[0015] where, represents the second power distribution weight, and , represents the first power distribution weight, represents the second required power, represents the third required power, represents the second regulated power distribution weight, which is determined by the current vehicle speed.

[0016] In the present invention, the power distribution weight of the braking actuator is determined by adding the basic power distribution weight of the braking actuator determined by the power distribution weight corresponding to the vehicle steering actuator and the proportion of the required power of the vehicle braking actuator and suspension actuator to the second power distribution weight, so as to dynamically increase the power distribution weight of the braking actuator according to the current vehicle speed of the vehicle, ensuring that the power required for braking is prioritized in the case of high-speed driving of the vehicle, avoiding serious safety hazards caused by insufficient braking force during high-speed driving, further improving the safety of the vehicle during parking, and enhancing the user driving experience.

[0017] In an optional embodiment, the method further includes: When the vehicle power supply system is fault-free, power is distributed to the steering actuator, braking actuator, and suspension actuator based on the first required power, second required power, and third required power respectively to control the normal operation of the chassis domain actuators and meet the driving needs of the user.

[0018] When the vehicle power supply system operates normally, the present invention distributes power according to the required power corresponding to the steering actuator, the braking actuator, and the suspension actuator respectively to ensure the normal operation of the entire chassis domain actuator.

[0019] In a second aspect, the present invention provides an integrated controller, which is connected to the chassis domain actuators of the vehicle. The chassis domain actuators include: a steering actuator, a braking actuator, and a suspension actuator. The integrated controller is used to execute the method provided in the first aspect or any corresponding embodiment thereof.

[0020] By directly connecting the integrated controller to the chassis domain actuators of the vehicle, the present invention realizes the electrical decoupling between the control end and the execution end, enables the separate deployment of the chassis domain actuators, and is uniformly driven and controlled by the integrated controller, significantly improving the functional safety level and reliability of the chassis system. And when a fault occurs in the vehicle power supply system, by using the integrated controller to adjust the power distribution of the chassis domain actuators, it is possible to preferentially ensure that there is sufficient power to realize the steering function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can safely steer to the roadside from the current driving route, ensuring driving safety during the steering process, and ensuring that there is as much power as possible to realize the braking function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can quickly brake on the roadside, ensuring driving safety during the braking process. Thus, when a fault occurs in the vehicle power supply system, by reducing the power distribution of the suspension actuator to sacrifice driving comfort, and respectively combining the actual vehicle battery power and vehicle speed to preferentially ensure the power requirements for steering and braking, the power distribution is made more in line with the actual vehicle operating conditions, realizing the adaptive and precise control of the vehicle chassis domain, improving the safety of the vehicle during the parking process, and avoiding potential safety hazards.

[0021] In an optional embodiment, the integrated controller includes: a main controller and a sub-controller connected in communication. The braking actuator includes: four EMB caliper motors disposed at the wheel ends of the vehicle. Among them, the main controller and the sub-controller are respectively connected to two diagonal EMB caliper motors; The main controller and the sub-controller are respectively connected to two redundant braking signal acquisition modules. The main controller and the sub-controller respectively collect the braking signals of the vehicle through the braking signal acquisition modules; The main controller drives the two diagonal EMB caliper motors connected to the main controller to act based on the braking signal, and generates a cooperative control instruction based on the braking signal and sends it to the sub-controller, so that the sub-controller synchronously drives the two diagonal EMB caliper motors connected to the sub-controller to act synchronously based on the cooperative control instruction.

[0022] In the present invention, two redundant controllers are provided in the integrated controller to control two EMB caliper motors at the diagonal of the vehicle wheel ends respectively. The main controller processes the braking signal and sends a coordinated control instruction to the secondary controller to realize the synchronous driving control of the EMB caliper motors at the wheel ends by the main controller and the secondary controller. Compared with the method of two redundant controllers separately realizing the driving control of all EMB caliper motors, the driving control of the diagonal EMB caliper motors is realized by the main / secondary controllers respectively, so that the fault tolerance compensation ability of the braking function is stronger, which is beneficial to improving driving safety and further enhancing the user experience. In an optional implementation manner, when the main controller or the secondary controller fails, or when at least one EMB caliper motor connected to the main controller or at least one EMB caliper motor connected to the secondary controller fails, the main controller or the secondary controller without failure, or the main controller or the secondary controller connected to the two diagonal EMB caliper motors without failure, drives the two diagonal EMB caliper motors connected to itself based on the braking signal until the vehicle reaches a preset safety state.

[0023] In the present invention, in the case where a single controller fails or an EMB caliper motor connected to a single controller fails, the braking function is directly realized by driving and controlling the non-failed diagonal EMB caliper motors, thereby realizing the fault tolerance compensation control of the vehicle braking function, improving driving safety, and further enhancing the user experience.

[0024] In an optional implementation manner, before the vehicle reaches the preset safety state, the main controller or the secondary controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the running information of the vehicle.

[0025] In the present invention, in the case where a single controller fails or an EMB caliper motor connected to a single controller fails, the main controller or the secondary controller in the working state uses the running information of the vehicle to control the operation of the two non-failed diagonal EMB caliper motors, so as to ensure the stability and reliability of the vehicle braking function realized by the two diagonal EMB caliper motors, improve braking safety, and further enhance the user experience.

[0026] In an optional implementation manner, the main controller or the secondary controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the running information of the vehicle, including: When the main controller or the secondary controller in the working state determines that the vehicle speed change does not meet the braking expectation based on the running information of the vehicle, it adjusts the clamping force of the two diagonal EMB caliper motors connected to itself; When the main controller or the secondary controller in the working state determines that the steering of the vehicle does not meet the braking expectation based on the running information of the vehicle, the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself is adjusted.

[0027] By analyzing the vehicle speed change and / or steering, the present invention further improves the stability and reliability of the vehicle braking function, improves braking safety, and further enhances the user experience by increasing the clamping force of the two non-failed diagonal EMB caliper motors or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors when the vehicle speed change or steering does not meet the braking expectation.

[0028] In an optional implementation manner, the suspension execution component includes: four shock absorbers arranged at the wheel ends of the vehicle; Before the vehicle reaches the preset safety state, when the main controller or the secondary controller in the working state determines that the pitch and / or roll of the vehicle does not meet the braking expectation based on the running information of the vehicle, the damping force of each shock absorber is adjusted.

[0029] In the case where a single controller fails or there is a fault in the EMB caliper motor connected to a single controller, the present invention analyzes the pitch and / or roll of the vehicle not meeting the braking expectation through the main controller or the secondary controller in the working state, and adjusts the damping force of the shock absorbers of the suspension system to avoid the risk of pitch and / or roll of the vehicle, maintain the stability of the vehicle body, ensure braking safety during braking, and further enhance the user experience.

[0030] In an optional implementation manner, when the braking signal cannot be obtained, when the main controller receives the parking gear signal, it drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal, and generates a cooperative control instruction based on the parking gear signal and sends it to the secondary controller, so that the secondary controller synchronously drives the two diagonal EMB caliper motors connected to the secondary controller to act synchronously based on the cooperative control instruction.

[0031] When the braking information cannot be obtained, the present invention directly realizes the synchronous drive control of the EMB caliper motors by the main / secondary controller by using the parking gear signal to realize the braking function, thereby avoiding the risk of braking failure caused by the failure of the braking signal acquisition module and its transmission link. This redundant design method of the braking function can realize the braking function in an emergency, and further improve the driving safety of the vehicle.

[0032] In a third aspect, the present invention provides a vehicle, comprising: a chassis domain execution component and the integrated controller provided by the second aspect or any corresponding embodiment thereof, the integrated controller being connected to the chassis domain execution component, and the chassis domain execution component including: a steering execution component, a braking execution component, and a suspension execution component.

[0033] Advantages of the present invention: When it is detected that a fault occurs in the vehicle power supply system, the present invention determines the power distribution weight of the steering execution component according to the required power of the vehicle steering execution component, braking execution component, and suspension execution component, as well as the current remaining power of the vehicle battery, so as to preferentially ensure that there is sufficient power to realize the steering function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can safely steer to the roadside from the current driving route, ensuring driving safety during the steering process. And according to the required power corresponding to the braking execution component and the suspension execution component, as well as the current vehicle speed of the vehicle, outside the power distribution weight of the steering execution component, the power distribution weight corresponding to the braking execution component is determined to ensure that there is as much sufficient power as possible to realize the braking function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can quickly brake on the roadside, ensuring driving safety during the braking process. Finally, based on the power distribution weights corresponding to the steering execution component and the braking execution component, the power distribution weight of the suspension execution component is determined. Thus, when a fault occurs in the vehicle power supply system, by reducing the power distribution of the suspension execution component to sacrifice driving comfort, and respectively combining the actual vehicle battery power and vehicle speed to preferentially ensure the power requirements of steering and braking, the power distribution is more in line with the actual vehicle operating conditions, realizing the adaptive and precise control of the vehicle chassis domain, improving the safety of the vehicle during the parking process, and avoiding potential safety hazards. Description of the Drawings

[0034] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0035] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present invention; Figure 2 is a flowchart of another vehicle control method according to an embodiment of the present invention; Figure 3 is an architecture diagram of the integrated controller for the application of the EMB system according to an embodiment of the present invention; Figure 4 is a specific flowchart of the EMB function degradation strategy according to an embodiment of the present invention; Figure 5 It is a schematic diagram of the functional architecture of an integrated controller according to an embodiment of the present invention; Figure 6 It is a schematic diagram of the structure of a power supply module in an integrated controller according to an embodiment of the present invention; Figure 7 It is a flow example diagram of power distribution by an integrated controller according to an embodiment of the present invention; Figure 8 It is a schematic diagram of the structure of an integrated controller of a vehicle according to an embodiment of the present invention. Detailed implementation manners

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0037] In the related art, when a vehicle power supply system fails and the vehicle battery cannot supply power for a long time, there will be problems affecting parking safety due to insufficient steering and braking power. Especially when a vehicle power supply system failure occurs on multi-lane roads or during high-speed driving, more serious safety hazards are likely to occur.

[0038] Based on this, the embodiments of the present invention provide a vehicle control solution. When a vehicle power supply system fails, the allocated power of each execution component in the chassis domain is dynamically adjusted to ensure the vehicle can safely achieve parking for maintenance.

[0039] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0040] In this embodiment, a vehicle control method is provided, which can be applied to an integrated controller such as a chassis domain controller of a vehicle, such as an integrated controller constructed with a control chip such as a single-chip microcomputer or an MCU as the core. The vehicle includes chassis domain execution components, and the chassis domain execution components include: a steering execution component, a braking execution component, and a suspension execution component. The integrated controller is connected to the chassis domain execution components. Figure 1 It is a flowchart of the vehicle control method according to an embodiment of the present invention, as Figure 1 shown, and this process includes the following steps: Step S101, obtaining a first required power, a second required power, and a third required power corresponding to a steering actuator, a brake actuator, and a suspension actuator, respectively.

[0041] Exemplarily, the steering actuator is a steering motor, the brake actuator is a caliper motor, and the suspension actuator is a shock absorber. This is only an example, and the present invention is not limited to this.

[0042] Specifically, the vehicle status signals such as steering wheel angle, speed, longitudinal acceleration, yaw rate, lateral acceleration, etc., and the driver's operation instructions such as throttle opening, brake pedal travel, etc. can be collected in real time by using various sensors mounted on the vehicle, and then the sideslip angle and yaw angle amplitude can be calculated using the vehicle dynamics model through the above collected information, and then the required power of the steering, suspension, and braking subsystems of the vehicle can be calculated, that is, the first required power, the second required power, and the third required power corresponding to the above steering actuator, braking actuator, and suspension actuator, respectively. It should be noted that the specific calculation process of the required power of the steering, suspension, and braking subsystems is a prior art, which can be implemented by using the relevant calculation method in the prior art, and will not be repeated here.

[0043] Step S102, when a fault is detected in the vehicle power supply system, a first power distribution weight corresponding to the steering execution component is determined based on the current remaining power of the vehicle battery and the relationship between the first required power, the second required power and the third required power.

[0044] Specifically, the faults in the vehicle power supply system include but are not limited to: overvoltage, undervoltage, overcurrent in the vehicle power supply state, and short circuit or open circuit in certain circuits in the power supply system, which can be triggered by the overvoltage, overcurrent, and undervoltage protection functions of the vehicle power supply system. These faults may be false alarms or abnormalities in the power supply circuit, requiring the user to stop the car as soon as possible for inspection and repair. Since such short-term faults will not directly damage the integrated controller and chassis domain execution components on the entire power supply circuit, the integrated controller can operate normally. Therefore, in this case, the vehicle battery will not be directly powered off, but will still output a part of the power to maintain the operation of the vehicle chassis domain, so that the vehicle can be safely parked by the side for inspection and repair. The power requirements of different execution components in the chassis domain determine the basic allocation weights of each execution component, and the current remaining power of the vehicle battery determines the power output capacity of the vehicle battery. Therefore, by dynamically adjusting the power allocation weights of special execution components using the current remaining power, the vehicle can give priority to the normal use of the steering function during parking.

[0045] Step S103 , determining a second power distribution weight corresponding to the brake actuating component based on the current vehicle speed, the first power distribution weight, and the corresponding relationship between the second required power and the third required power.

[0046] Specifically, based on determining the power distribution weights of the steering execution component, the required power corresponding to the braking execution component and the suspension execution component determines the basic proportion of the braking execution component in the remaining power distribution weights, and the current vehicle speed of the vehicle determines the difficulty of the vehicle to achieve braking. Therefore, by dynamically adjusting the power distribution weights of the braking execution component using the current vehicle speed, the normal use of the braking function can be ensured during the vehicle parking process, improving driving safety.

[0047] Step S104: Based on the first power distribution weight and the second power distribution weight, determine the third power distribution weight corresponding to the suspension execution component.

[0048] Specifically, the third power distribution weight corresponding to the suspension execution component is the remaining power distribution weight based on the power distribution weights of the steering execution component and the braking execution component.

[0049] Step S105: Based on the first power distribution weight, the second power distribution weight, and the third power distribution weight, perform power distribution on the steering execution component, the braking execution component, and the suspension execution component respectively to control the operation of the chassis domain execution components.

[0050] Specifically, by distributing the total power that the vehicle battery can actually output to the chassis domain currently to the steering execution component, the braking execution component, and the suspension execution component according to the above-mentioned first power distribution weight, second power distribution weight, and third power distribution weight respectively, the operation control of the chassis domain execution components is achieved, ensuring that the vehicle can safely pull over and stop.

[0051] In an embodiment of the present invention, when a fault in the vehicle power supply system is detected, the power distribution weight of the steering actuator is determined according to the required power of the vehicle steering actuator, braking actuator, and suspension actuator, and the current remaining power of the vehicle battery, so as to preferentially ensure that there is sufficient power to realize the steering function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can safely steer from the current driving route to the roadside, ensuring driving safety during the steering process. And according to the required power corresponding to the braking actuator and the suspension actuator and the current vehicle speed of the vehicle, in addition to the power distribution weight of the steering actuator, the power distribution weight corresponding to the braking actuator is determined to ensure that there is as much sufficient power as possible to realize the braking function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can quickly brake at the roadside, ensuring driving safety during the braking process. Finally, based on the power distribution weights corresponding to the steering actuator and the braking actuator, the power distribution weight of the suspension actuator is determined. Thus, when a fault occurs in the vehicle power supply system, by reducing the power distribution of the suspension actuator to sacrifice driving comfort, and respectively combining the actual vehicle battery power and vehicle speed to preferentially ensure the power requirements of steering and braking, the power distribution is more in line with the actual vehicle operating conditions, realizing the adaptive precise control of the vehicle chassis domain, improving the safety of the vehicle during parking, and avoiding potential safety hazards.

[0052] In this embodiment, a vehicle control method is further provided, which can be applied to an integrated controller such as a vehicle chassis domain controller, such as an integrated controller constructed with a control chip such as a single-chip microcomputer or an MCU as the core. The vehicle includes chassis domain actuators, and the chassis domain actuators include: a steering actuator, a braking actuator, and a suspension actuator. The integrated controller is connected to the chassis domain actuators. Figure 2 It is a flowchart of the vehicle control method according to an embodiment of the present invention, as Figure 2 shown, and this process includes the following steps: Step S201, obtain the first required power, the second required power, and the third required power corresponding to the steering actuator, the braking actuator, and the suspension actuator respectively. For detailed content, refer to the relevant description of step S101 as Figure 1 shown, and details will not be elaborated here.

[0053] Step S202, when a fault in the vehicle power supply system is detected, determine the first power distribution weight corresponding to the steering actuator based on the relationship between the current remaining power of the vehicle battery and the first required power, the second required power, and the third required power.

[0054] Specifically, the above step S202 includes the following steps: Step S2021, based on the correspondence between the first required power and the sum of the first required power, the second required power, and the third required power, determine the basic power distribution weight corresponding to the steering actuator.

[0055] Specifically, by calculating the ratio of the first required power to the sum of the first required power, the second required power, and the third required power, and determining this ratio as the basic power distribution weight corresponding to the steering actuator.

[0056] Step S2022, determining the first adjusted power distribution weight corresponding to the steering actuator based on the current remaining battery power.

[0057] Wherein, the first adjusted power distribution weight has a negative correlation with the current remaining battery power. The first adjusted power distribution weight can be a specific weight ratio or a weight adjustment coefficient value. When it is a weight ratio, it is a value greater than 0 and less than 1. When it is a weight adjustment coefficient value, it is a value greater than or equal to 1. Only by way of example, the present invention is not limited thereto.

[0058] Specifically, through the method of actual vehicle tests, under the condition of ensuring that the vehicle steering function is not affected, calibrate the power distribution weights corresponding to different remaining battery powers of the vehicle battery, determine the corresponding relationship between the remaining battery power and the adjusted power distribution weight by establishing a corresponding relationship table or fitting curve, and determine the first adjusted power distribution weight corresponding to the current remaining battery power based on this corresponding relationship. Additionally, in practical applications, the remaining battery power of the vehicle battery can also be divided into multiple remaining battery power intervals through experience, and a corresponding power distribution weight is set for each remaining battery power interval. Exemplarily, taking the first adjusted power distribution weight as a specific weight ratio as an example, when the remaining battery power of the vehicle battery is less than 30%, the corresponding power distribution weight is 0.5, and when the remaining battery power of the vehicle battery is not less than 30%, the corresponding power distribution weight is 0.2. Only by way of example, the present invention is not limited thereto.

[0059] Step S2023, determining the first power distribution weight corresponding to the steering actuator based on the basic power distribution weight and the first adjusted power distribution weight corresponding to the steering actuator.

[0060] Specifically, when the first adjusted power distribution weight is a specific weight ratio, the first power distribution weight corresponding to the steering actuator is the sum of the basic power distribution weight and the first adjusted power distribution weight. When the first adjusted power distribution weight is a specific weight adjustment coefficient value, the first power distribution weight corresponding to the steering actuator is the product of the basic power distribution weight and the first adjusted power distribution weight. The present invention is not limited thereto.

[0061] In the embodiment of the present invention, the basic power distribution weight of the steering execution component is determined according to the demand power ratio of the vehicle steering execution component, the braking execution component, and the suspension execution component, so as to ensure that the steering execution component can be allocated the required part of the power as needed. And the first adjusted power distribution weight is dynamically adjusted according to the remaining power of the vehicle battery, and the less the remaining power is, the greater the first adjusted power distribution weight is, so as to ensure that the power required for steering is given priority in the case of low battery power of the vehicle, so as to avoid serious safety hazards caused by the inability to steer to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user driving experience.

[0062] Exemplarily, the above first power distribution weight is calculated by the following formula (1): + (1) Wherein, represents the first power distribution weight, and is not greater than the preset maximum power distribution weight, represents the first demand power, represents the second demand power, represents the third demand power, represents the first adjusted power distribution weight, which is determined by the current remaining power of the vehicle battery.

[0063] In practical applications, the above preset maximum power distribution weight needs to be flexibly set according to the actual vehicle safe parking requirements. Exemplarily, the preset maximum power distribution weight is 0.8. When the calculated by the above formula (1) is not greater than 0.8, then the calculated is directly used as the power distribution weight of the steering execution component. When the calculated by the above formula (1) is greater than 0.8, then the power distribution weight of the steering execution component is 0.8, so as to ensure that the braking execution component in the chassis domain is allocated a certain amount of power to realize the vehicle braking function and ensure the safe parking of the vehicle.

[0064] In the embodiment of the present invention, the power distribution weight of the steering execution component is determined by adding the basic power distribution weight of the steering execution component determined according to the demand power ratio of the vehicle steering execution component, the braking execution component, and the suspension execution component and the first adjusted power distribution weight, so as to dynamically increase the power distribution weight of the steering execution component according to the remaining power of the vehicle battery, so as to ensure that the power required for steering is given priority in the case of low battery power of the vehicle, so as to avoid serious safety hazards caused by the inability to steer to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user driving experience.

[0065] Step S203: Determine the second power distribution weight corresponding to the braking execution component based on the current vehicle speed, the first power distribution weight, and the correspondence between the second demand power and the third demand power.

[0066] Specifically, the above step S203 specifically includes the following steps: Step S2031: Determine the basic power distribution weight corresponding to the braking execution component based on the first power distribution weight and the correspondence between the second demand power and the sum of the second demand power and the third demand power.

[0067] Specifically, calculate the ratio of the second demand power to the sum of the second demand power and the third demand power, and determine this ratio as the basic power distribution weight corresponding to the braking execution component.

[0068] Step S2032: Determine the second adjusted power distribution weight corresponding to the braking execution component based on the current vehicle speed.

[0069] Among them, the second adjusted power distribution weight has a positive correlation with the current vehicle speed. The second adjusted power distribution weight can be a specific weight ratio or a weight adjustment coefficient value. When it is a weight ratio, it is a value greater than 0 and less than 1. When it is a weight adjustment coefficient value, it is a value greater than or equal to 1. Only by way of example, the present invention is not limited thereto.

[0070] Specifically, through the method of real vehicle tests, under the condition of ensuring that the vehicle braking function is not affected, calibrate the power distribution weight corresponding to the vehicle at different vehicle speeds, determine the correspondence between the vehicle speed and the adjusted power distribution weight by establishing a corresponding relation table or fitting curve, and determine the second adjusted power distribution weight corresponding to the current vehicle speed according to this correspondence. In addition, in practical applications, the vehicle speed can also be divided into multiple vehicle speed intervals through experience, and a corresponding power distribution weight is set for each vehicle speed interval. Exemplarily, taking the second adjusted power distribution weight as a specific weight ratio as an example, when the vehicle speed is greater than 60 km, the corresponding power distribution weight is 0.2, and when the vehicle speed is not greater than 60 km, the corresponding power distribution weight is 0.1. Only by way of example, the present invention is not limited thereto.

[0071] Step S2033: Determine the second power distribution weight corresponding to the braking execution component based on the basic power distribution weight and the second adjusted power distribution weight corresponding to the braking execution component.

[0072] Specifically, when the second regulated power distribution weight is a specific weight ratio, the second power distribution weight corresponding to the braking execution component is the sum of the basic power distribution weight and the second regulated power distribution weight. When the second regulated power distribution weight is a specific weight adjustment coefficient value, the second power distribution weight corresponding to the braking execution component is the product of the basic power distribution weight and the second regulated power distribution weight. The present invention is not limited thereto.

[0073] The present invention determines the basic power distribution weight of the braking execution component according to the power distribution weight corresponding to the vehicle steering execution component and the required power ratio of the vehicle braking execution component and the suspension execution component, so as to ensure that the braking execution component can be allocated the required part of the power as needed, and dynamically adjusts the second regulated power distribution weight according to the current vehicle speed of the vehicle. The greater the current vehicle speed, the greater the second regulated power distribution weight, so as to ensure the power required for braking is given priority under high vehicle speed conditions, avoid serious safety hazards caused by insufficient braking force during high-speed driving, further improve the safety of the vehicle during parking, and enhance the user driving experience.

[0074] Exemplarily, the above-mentioned second power distribution weight is calculated by the following formula (2): + (2) Wherein, represents the second power distribution weight, and , represents the first power distribution weight, represents the second required power, represents the third required power, represents the second regulated power distribution weight, which is determined by the current vehicle speed.

[0075] In practical applications, when calculated by the above formula (2) is not greater than , then directly take the calculated as the power distribution weight of the braking execution component. When calculated by the above formula (2) is greater than , then the power distribution weight of the braking execution component is , sacrificing the comfort of the suspension to ensure that the braking execution component in the chassis domain realizes the vehicle braking function and ensures the safe parking of the vehicle.

[0076] In the embodiment of the present invention, the power distribution weight of the braking execution component is determined by adding the basic power distribution weight of the braking execution component determined by the power distribution weight corresponding to the vehicle steering execution component and the demand power ratio of the vehicle braking execution component and the suspension execution component to the second power distribution weight, so as to dynamically increase the power distribution weight of the braking execution component according to the current vehicle speed condition, so as to ensure that the power required for braking is preferentially guaranteed when the vehicle is driving at a high speed, so as to avoid serious safety hazards caused by insufficient braking force during high-speed driving, further improve the safety of the vehicle during the parking process, and enhance the user driving experience.

[0077] Step S204, based on the first power distribution weight and the second power distribution weight, determine the third power distribution weight corresponding to the suspension execution component.

[0078] Specifically, the third power distribution weight corresponding to the suspension execution component is calculated by the following formula (3): = 1 - - (3) Thus, on the basis of preferentially guaranteeing the vehicle steering and braking functions, the redundant power is distributed to the suspension execution component to ensure the driving comfort as much as possible.

[0079] Step S205, based on the first power distribution weight, the second power distribution weight and the third power distribution weight, perform power distribution on the steering execution component, the braking execution component and the suspension execution component respectively to control the operation of the chassis domain execution component. For detailed content, please refer to the relevant description of step S105 as shown Figure 1 below, and details will not be described here again.

[0080] Further, in the embodiment of the present invention, the above vehicle control method further includes the following steps: Step a1, when the vehicle power supply system is fault-free, perform power distribution on the steering execution component, the braking execution component and the suspension execution component respectively based on the first demand power, the second demand power and the third demand power to control the operation of the chassis domain execution component.

[0081] Specifically, when the vehicle power supply system is operating normally, the power distribution of each execution component in the chassis domain is on-demand distribution, that is, when the total power output by the vehicle battery can meet the demand power corresponding to each execution component, the demand power of each execution component is directly distributed, and when the total power output by the vehicle battery cannot meet the demand power corresponding to each execution component, the total power output by the vehicle battery is proportionally distributed according to the ratio of the demand power corresponding to each execution component to the total demand power. Only as an example, the present invention is not limited thereto.

[0082] In the embodiment of the present invention, when the vehicle power supply system is operating normally, power is distributed according to the required power corresponding to the steering actuator, the braking actuator, and the suspension actuator respectively, so as to ensure the normal operation of the entire chassis domain actuator.

[0083] According to the embodiment of the present invention, an integrated controller is further provided. The integrated controller is connected to the chassis domain actuators of the vehicle. The chassis domain actuators include: a steering actuator, a braking actuator, and a suspension actuator. The integrated controller is used to execute the vehicle control method provided in the above embodiment.

[0084] In the embodiment of the present invention, by directly connecting the integrated controller to the chassis domain actuators of the vehicle, electrical decoupling between the control end and the execution end is achieved, so that the chassis domain actuators are deployed separately and are uniformly driven and controlled by the integrated controller, significantly improving the functional safety level and reliability of the chassis system. And when a fault occurs in the vehicle power supply system, by using the integrated controller to adjust the power distribution of the chassis domain actuators, to preferentially ensure that there is sufficient power to realize the steering function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can safely steer to the roadside from the current driving route, ensuring driving safety during the steering process, and ensuring that there is as much sufficient power as possible to realize the braking function of the vehicle under the fault of the vehicle power supply system, so that the vehicle can quickly brake on the roadside, ensuring driving safety during the braking process. Thus, when a fault occurs in the vehicle power supply system, by reducing the power distribution of the suspension actuator to sacrifice driving comfort, and respectively combining the actual vehicle battery power and vehicle speed to preferentially ensure the power requirements for steering and braking, the power distribution is made more in line with the actual vehicle operating conditions, realizing adaptive and precise control of the vehicle chassis domain, improving the safety of the vehicle during the parking process, and avoiding potential safety hazards.

[0085] Specifically, in some alternative embodiments, when the above integrated controller is applied to an Electronic Mechanical Brake System (EMB), the above integrated controller includes: a main controller and a secondary controller connected in communication. The braking actuator includes: four EMB caliper motors arranged at the wheel ends of the vehicle. Among them, the main controller and the secondary controller are respectively connected to two diagonal EMB caliper motors; the main controller and the secondary controller are respectively connected to two redundant braking signal acquisition modules, and the main controller and the secondary controller respectively collect the braking signals of the vehicle through the braking signal acquisition modules.

[0086] The main controller drives the two diagonal EMB caliper motors connected to the main controller to act based on the braking signal, and generates a cooperative control instruction based on the braking signal and sends it to the secondary controller, so that the secondary controller synchronously drives the two diagonal EMB caliper motors connected to the secondary controller to act synchronously based on the cooperative control instruction.

[0087] Exemplarily, the above integrated controller is powered by 48V, the wire diameter of the wiring harness is reduced, the execution controller at the wheel end is cancelled, and the drive circuit is moved up to the integrated controller. The integrated controller directly drives the EMB caliper motors at the four wheel ends through hard wiring. Two MCUs with the same performance are built into the integrated controller (one MCU has strong performance and the other has weak performance). The power supplies of the two MCUs are independent, and the circuit structures are completely isolated to avoid common cause failures. Through the acquisition of 4 independent wheel speed sensor signals, each sensor outputs two independent signals, which are respectively connected to the two MCUs to achieve redundant acquisition of wheel speed signals. The brake pedal position sensor signal is independently input through the above-mentioned brake signal acquisition module in two ways and is respectively connected to the two MCUs to achieve redundant acquisition of the brake pedal position signal. The integrated controller is externally connected to two CANFD networks, and the signals related to the safety redundancy function are transmitted on the two CANFD networks at the same time to achieve redundant design of the external network architecture; both MCUs inside the integrated controller are independently connected to the two CANFD networks, and redundancy of signal reception is achieved internally.

[0088] As Figure 3 shown, when the integrated controller is applied to the EMB system, taking the main controller as MCU1 and the secondary controller as MCU2 as an example, MCU1 independently drives the left front EMB caliper motor 1 and the right rear EMB caliper motor 4, and the secondary controller MCU2 independently drives the right front EMB caliper motor 2 and the left rear EMB caliper motor 3. MCU1 and MCU2 communicate with each other through CANFD3 (private CAN). MCU1 and MCU2 are respectively connected to the brake signal acquisition module 5. In actual application, the brake signal acquisition module 5 is the above-mentioned brake pedal position sensor for collecting brake signals.

[0089] Specifically, when the integrated controller is working normally, MCU1 is responsible for collecting and transmitting sensor signals and CAN network signals, and is responsible for decision-making. While driving the left front EMB caliper motor 1 and the right rear EMB caliper motor 4 to act, it sends a collaborative action request to MCU2 through CANFD3, and then MCU2 drives the right front EMB caliper motor 2 and the left rear EMB caliper motor 3 to act. MCU2 is responsible for feeding back the collaborative action result to MCU1. It should be noted that the specific decision-making process of the above-mentioned MCU1 is similar to the decision-making process for controlling the EMB caliper motor in the prior art, and will not be elaborated here.

[0090] In the embodiment of the present invention, two redundant controllers are provided in the integrated controller to respectively control two EMB caliper motors at the diagonal of the vehicle wheel ends. The main controller processes the braking signal and sends a coordinated control instruction to the secondary controller to achieve synchronous drive control of the EMB caliper motors at the wheel ends by the main controller and the secondary controller. Compared with the method of using two redundant controllers to separately control all EMB caliper motors, by using the main / secondary controllers to separately control the diagonal EMB caliper motors, the fault tolerance compensation ability of the braking function is stronger, which is beneficial to improving driving safety and further enhancing the user experience.

[0091] Specifically, in some alternative embodiments, when the main controller or the secondary controller fails, or when at least one EMB caliper motor connected to the main controller or at least one EMB caliper motor connected to the secondary controller fails, the main controller or the secondary controller that has not failed, or the main controller or the secondary controller connected to the two diagonal EMB caliper motors that have not failed, drives the two diagonal EMB caliper motors connected to itself based on the braking signal until the vehicle reaches a preset safety state.

[0092] In practical applications, as Figure 3 shown, if MCU1 or MCU2 fails alone, or if at least one of the left front EMB caliper motor 1 and the right rear EMB caliper motor 4 fails, or if at least one of the right front EMB caliper motor 2 and the left rear EMB caliper motor 3 fails, then MCU1 or MCU2 that has not failed itself and whose corresponding caliper motor has also not failed is in the working state, and the other MCU is in the non-working state. Exemplarily, with MCU1 in the working state, when MCU1 receives the braking signal, it drives the two diagonal EMB caliper motors connected to itself to perform the clamping action, using the diagonal EMB caliper motors to balance the braking until the vehicle reaches a preset safety state.

[0093] In the embodiment of the present invention, in the case where a single controller fails or an EMB caliper motor connected to a single controller fails, the braking function is directly achieved by driving and controlling the non-failed diagonal EMB caliper motors, thereby realizing the fault tolerance compensation control of the vehicle braking function, improving driving safety, and further enhancing the user experience.

[0094] Further, before the vehicle reaches the preset safety state, the main controller or the secondary controller in the working state performs operation control on the two diagonal EMB caliper motors connected to itself based on the running information of the vehicle.

[0095] Among them, the operation information of the vehicle includes operation data related to vehicle speed, steering, pitching, and rolling, which can be specifically collected by various sensors installed on the vehicle. Before the vehicle reaches the preset safety state, the above operation data is used to control the operation of two diagonal EMB caliper motors to ensure the stability during the vehicle braking process.

[0096] In the embodiment of the present invention, when a single controller fails or there is a fault in the EMB caliper motor connected to a single controller, the main controller or the secondary controller in the working state uses the operation information of the vehicle to control the operation of the two non-failed diagonal EMB caliper motors, so as to ensure the stability and reliability of the vehicle braking function of the two diagonal EMB caliper motors, improve braking safety, and further enhance the user experience.

[0097] Furthermore, when the main controller or the secondary controller in the working state determines that the vehicle speed change of the vehicle does not meet the braking expectation based on the operation information of the vehicle, it adjusts the clamping force of the two diagonal EMB caliper motors connected to itself.

[0098] Exemplarily, by analyzing the vehicle speed in the operation information of the vehicle, when the vehicle speed decrease rate is less than the minimum value of the interval requirement corresponding to the braking expectation, the braking ability is improved by increasing the clamping force of the two diagonal EMB caliper motors connected to itself, and the vehicle speed decrease is accelerated. When the vehicle speed decrease rate is greater than the maximum value of the interval requirement corresponding to the braking expectation, the braking ability is improved by reducing the clamping force of the two diagonal EMB caliper motors connected to itself, and the vehicle speed decrease is slowed down to avoid sudden braking and causing potential safety hazards.

[0099] And / or, when the main controller or the secondary controller in the working state determines that the steering of the vehicle does not meet the braking expectation based on the operation information of the vehicle, it adjusts the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself.

[0100] Exemplarily, by analyzing the operation data related to steering in the operation information of the vehicle, when the actual steering angle of the vehicle is inconsistent with the steering wheel angle, that is, when the vehicle drifts, the braking force distribution ratio of the EMB caliper motor on the drifting side is increased and / or the braking force distribution ratio of the EMB caliper motor on the other side is reduced to achieve correction during the vehicle driving process.

[0101] It should be noted that when adjusting the braking force distribution ratio, it is necessary to determine whether the current braking force distribution ratio has reached the specified limit. If it has reached the specified limit, the braking force distribution ratio will no longer be adjusted, but the steering system will be used to assist in correcting the unexpected steering of the vehicle.

[0102] In the embodiment of the present invention, by analyzing the vehicle speed change and / or steering, when the vehicle speed change or steering does not meet the braking expectation, the stability and reliability of the vehicle braking function are further improved by increasing the clamping force of the two diagonal EMB caliper motors that have not failed or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors, the braking safety is improved, and the user experience is further enhanced.

[0103] Specifically, in some alternative embodiments, the above suspension execution components include: four shock absorbers arranged at the wheel ends of the vehicle; Before the vehicle reaches the preset safety state, when the main controller or the secondary controller in the working state determines that the pitch and / or roll of the vehicle do not meet the braking expectation based on the running information of the vehicle, the damping force of each shock absorber is adjusted.

[0104] Exemplarily, by analyzing the running data related to the pitch and / or roll of the vehicle in the running information of the vehicle, when the pitch and / or roll angle of the vehicle exceeds the preset angle range corresponding to vehicle body stability, that is, when the vehicle has a pitch and / or roll risk, by using the suspension system to increase the damping force of the shock absorber corresponding to the pitch and / or roll direction, so as to suppress the pitch and / or roll during the vehicle driving process and further improve the stability of the vehicle body. Exemplarily, the function degradation strategy adopted by the integrated controller when implementing the EMB function is as Figure 4 shown.

[0105] In the embodiment of the present invention, in the case where a single controller fails or there is a failure in the EMB caliper motor connected to a single controller, when the main controller or the secondary controller in the working state analyzes that the pitch and / or roll of the vehicle do not meet the braking expectation, by adjusting the damping force of the shock absorber of the suspension system, the pitch and / or roll risk of the vehicle is avoided, the stability of the vehicle body is maintained, the braking safety during the braking process is ensured, and the user experience is further enhanced.

[0106] Furthermore, in some alternative embodiments, when the braking signal cannot be obtained, when the main controller receives the parking gear signal, it drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal, and generates a cooperative control instruction based on the parking gear signal and sends it to the secondary controller, so that the secondary controller synchronously drives the two diagonal EMB caliper motors connected to the secondary controller to act synchronously based on the cooperative control instruction.

[0107] Exemplarily, when the brake pedal position signal, i.e., the above-mentioned brake signal, cannot be obtained at all, the MCU1 can execute emergency braking by obtaining the P gear signal transmitted on the above-mentioned two mutually redundant CANFDs, that is, by collaborating with the MCU2 to jointly implement the emergency braking function. The specific process of executing emergency braking can drive and control the EMB caliper motor through a pre-set emergency braking strategy, and the specific implementation process will not be elaborated here.

[0108] In the embodiment of the present invention, when the braking information cannot be obtained, the master / slave controller directly uses the parking gear signal to synchronously drive and control the EMB caliper motor to implement the braking function, thereby avoiding the risk of braking failure caused by the failure of the brake signal acquisition module and its transmission link. This redundant design method of the braking function can implement the braking function in an emergency, further improving the driving safety of the vehicle.

[0109] Next, the integrated controller provided by the embodiment of the present invention will be further described in combination with specific application examples.

[0110] In the related art, current new energy vehicles usually use a 12V system for power supply. Due to voltage limitations, the suspension, steering, and braking are usually not integrated in the chassis domain. Based on the voltage advantage of the 48V power supply system itself, the embodiment of the present invention integrates the suspension, steering, and braking and gives a system solution and control strategy. In the 48V architecture, since the voltage is increased to 4 times the original, the current significantly decreases under the condition of the same power output, creating conditions for a higher degree of system integration and centralized control.

[0111] Exemplarily, the embodiment of the present invention provides an integrated controller for three-way domain integration of a new energy vehicle with 48V / 12V hybrid power supply, as Figure 5 shown. The integrated controller includes: a control system module 401, a power supply module 402, a CAN communication module 403, and a drive module 404. The control system module 401 is supplied with 12V power by the power supply module 402. The power supply module 402 is supplied with 48V and 12V power. The CAN communication module 403 is supplied with 12V power and 48V power by the power supply module 402. The drive module 404 is supplied with 48V power by the power supply module 402. Among them, the 48V power supply system and the 12V power supply system are independent of each other, and the power supply module 402 internally has a multi-way DCDC and a voltage diagnosis module.

[0112] Specifically, the 48V external power supply directly powers the drive module and the 48V CAN communication chip through the voltage diagnosis module. The 12V external power supply upgrades the voltage to 48V through the multi-way DCDC, and then powers the drive module 404 and the 48V CAN communication chip through the voltage diagnosis module as a backup power supply. When the diagnosis module detects a fault in the 48V external power supply for direct power supply, the 48V power supply provided by the multi-way DCDC is used to support safe parking.

[0113] Furthermore, the 12V external power supply directly powers the control system module 401 and the 12V CAN communication chip through the voltage diagnosis module. The 48V external power supply downgrades the voltage to 12V through the multi-way DCDC, and then powers the control system module 401 and the 12V CAN communication chip through the voltage diagnosis module as a backup power supply. When the diagnosis module detects a fault in the 12V external power supply for direct power supply, the 12V power supply provided by the multi-way DCDC is used to support safe parking.

[0114] The above CAN communication module 403 is physically isolated inside to reduce the risk of high and low voltage network crosstalk. The CAN message is divided into three logical segments. The first segment is the 48V network dedicated segment, the second segment is the interaction segment between the 48V and 12V systems, and the third segment is the 12V dedicated segment. Inside, the 48V and 12V networks are connected through an isolated CAN transceiver, and message filtering rules are configured to prohibit unauthorized ID cross-domain transmission. When a 48V power failure is detected, the 48V dedicated segment message is dynamically disabled, and the key signal is migrated to the interaction segment for transmission.

[0115] The control system module 401 is internally provided with corresponding control strategies and fault tolerance compensation mechanisms. When any subsystem failure is detected, fault tolerance control is achieved through the coordinated actions of the remaining subsystems. The failure situations are divided into steering failure and braking failure. When steering failure occurs, differential braking mechanism (i.e., there is a difference in wheel speeds on both sides) is used to assist steering. When braking failure occurs, the suspension is quickly lifted to increase tire rolling resistance. After the failure occurs, in addition to adjusting the vehicle body posture through the above compensation mechanism, the 12V system is urgently started to supply power.

[0116] Exemplarily, such as Figure 6As shown, the above power supply module 402 is powered by an external 12V power supply and a 48V power supply. The 48V power supply is divided into two paths inside. One path enters the 48V diagnostic module 4022 and then supplies the external 48V load. The other path enters the multi-way DCDC module 4021, is converted into a 12V power supply and enters the 12V diagnostic module 4023, and then supplies the external 12V load. The 12V power supply is divided into two paths inside. One path enters the 12V diagnostic module 4023 and then supplies the external 12V load. The other path enters the multi-way DCDC module 4021, is converted into a 48V power supply and enters the 48V diagnostic module 4022, and then supplies the external 48V load.

[0117] Specifically, for the 48V diagnostic module 4022, the power supplies to the outside are combined into one path outside. When supplying power to the external load, the 48V diagnostic module 4022 that directly supplies power is preferentially selected. When the 48V diagnostic module 4022 diagnoses that there is a power supply fault in the direct power supply module (such as overvoltage, undervoltage, short circuit, etc.), it cuts off this power supply and enables the 48V power supplied by the multi-way DCDC module 4021 to support an emergency pull-over.

[0118] Specifically, for the 12V diagnostic module 4023, the power supplies to the outside are combined into one path outside. When supplying power to the external load, the 12V diagnostic module 4023 that directly supplies power is preferentially selected. When the 12V diagnostic module 4023 diagnoses that there is a power supply fault in the direct power supply module (such as overvoltage, undervoltage, short circuit, etc.), it cuts off this power supply and enables the 12V power supplied by the multi-way DCDC module 4021 to support an emergency pull-over.

[0119] Specifically, the above control system module internally includes a control strategy and a fault tolerance compensation mechanism, such as Figure 7 shown. In the first step, vehicle state signals (steering wheel angle, rotational speed, yaw angular velocity, longitudinal acceleration, lateral acceleration) and driver operation instructions (throttle opening, brake pedal stroke) are input. In the second step, the sideslip angle and yaw angle amplitude are calculated through a 3-degree-of-freedom vehicle dynamics model. In the third step, the required power of the steering, suspension, and braking subsystems is calculated. In the fourth step, the 48V power supply output is allocated. In the fifth step, a power supply allocation instruction is output. For more details, reference can be made to the vehicle control method shown in Figure 1 and Figure 2 for allocation.

[0120] Exemplarily, the fault tolerance compensation mechanism includes: Single-point failure of some sensors: Both the wheel speed sensor and the brake pedal position sensor have two independent signal acquisition and output channels. The failure of a single channel will not cause the EMB controller to be unable to obtain this signal.

[0121] Taking Figure 3For example, when the MCU1 obtains the signal normally and the MCU2 has an abnormal signal reading, there is no need to send a relevant signal acquisition request to the MCU1. The MCU2 only needs to cooperate with the MCU1 to execute the coordinated action instructions sent by the MCU1.

[0122] When the MCU1 has an abnormal signal acquisition while the MCU2 has a normal signal acquisition, the MCU1 sends a relevant signal acquisition request to the MCU2. The MCU2 sends the signal to the MCU1 through the CANFD3, and the MCU1 still makes the action decision, and the MCU2 cooperates with the MCU1 for coordinated actions.

[0123] When the brake pedal position signal, that is, the brake signal, cannot be obtained at all, the MCU1 and the MCU2 can execute an emergency brake by obtaining the P gear signal transmitted on two mutually redundant CANFDs, which meets the redundant design in the case of new energy vehicles without a hard-wired Electronic Parking Brake (EPB) switch. When a single wheel speed sensor signal cannot be obtained at all, the value of the failed wheel speed sensor can be estimated through the other three wheel speed signals and the signals of the relevant vehicle driving states on two mutually redundant CANFDs. Brake braking is performed in an emergency according to the estimated value, and at the same time, the driver is reminded and the driver's actions are coordinated to gradually reduce the vehicle speed. CAN network signal anomaly: All required signals are transmitted on two mutually redundant CANFDs at the same time. In the case of a single point failure, the processing mechanism is the same as that of a single point failure of the sensor.

[0124] When one or several CAN signals related to the braking function cannot be obtained at all, the MCU1 can implement an independent emergency braking function based on the wheel speed signals and the pedal position sensor collected by itself until the vehicle stops safely.

[0125] Drive circuit or EMB caliper motor failure: In the case of function degradation, diagonal braking is preferred. This braking method can ensure the vehicle body stability to the greatest extent without relying on the cooperation of the steering system. The examples are as follows: ① When a single point failure occurs in the MCU1 or the MCU2, the non-failed MCU can independently control the two diagonal EMB caliper motors it drives to execute the brake braking function, and the two diagonal EMB caliper motors driven by the failed MCU are powered off and released automatically at this time.

[0126] ② When the MCU1 cannot drive the two diagonal EMB caliper motors to work normally and there are no other circuit faults, the MCU1 sends an action instruction to the MCU2 through the CANFD3, and then drives the two diagonal EMB caliper motors connected to it through the MCU2 to act. At this time, the two diagonal EMB caliper motors connected to the MCU1 are powered off and released automatically.

[0127] When the MCU2 is unable to drive the two diagonal caliper motors to work properly and there are no other circuit faults, these two diagonal EMB caliper motors will automatically release when powered off; the MCU1 drives the two diagonal EMB caliper motors connected to it to operate.

[0128] ③ When the MCU1 and MCU2 can only control the two non-diagonal EMB caliper motors to work, in this case, it is necessary to rely on the cooperation of steering and suspension to possibly achieve emergency braking while maintaining vehicle body stability. ④ When the drive of the single-point caliper motor fails, that is, when there are still 3 EMB caliper motors that can operate normally, the decision-making is still made by the MCU1, and the MCU2 cooperates. Together with steering and suspension, the braking function is completed. At this time, the impact of function degradation is minimized.

[0129] An embodiment of the present invention further provides a vehicle, which includes a chassis domain execution component and the integrated controller provided in the above embodiment. The integrated controller is connected to the chassis domain execution component. The chassis domain execution component includes: a steering execution component, a braking execution component, and a suspension execution component. As Figure 8 shown, the integrated controller includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some alternative embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides part of the necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 8 Taking one processor 10 as an example in

[0130] The processor 10 can be a central processor, a network processor, or a combination thereof. Among them, the processor 10 can further include a hardware chip. The above hardware chip can be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device can be a complex programmable logic device, a field programmable gate array, a general array logic, or any combination thereof.

[0131] Among them, the memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0132] The memory 20 may include a program storage area and a data storage area. Among them, the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created according to the use of a computer device presented by a kind of mini-program landing page, etc. In addition, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely provided relative to the processor 10, and these remote memories may be connected to the computer device through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0133] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memory.

[0134] The integrated controller further includes a communication interface 30 for the vehicle to communicate with other devices or a communication network.

[0135] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle control method, the vehicle including a chassis domain execution component, the chassis domain execution component including: A steering execution component, a braking execution component, and a suspension execution component, characterized in that the method includes: Obtaining a first required power, a second required power, and a third required power corresponding to the steering execution component, the braking execution component, and the suspension execution component respectively; When a fault in the vehicle power supply system is detected, determining a first power distribution weight corresponding to the steering execution component based on the current remaining power of the vehicle battery and the relationship among the first required power, the second required power, and the third required power; Determining a second power distribution weight corresponding to the braking execution component based on the current vehicle speed, the first power distribution weight, and the corresponding relationship between the second required power and the third required power; Determining a third power distribution weight corresponding to the suspension execution component based on the first power distribution weight and the second power distribution weight; Performing power distribution on the steering execution component, the braking execution component, and the suspension execution component respectively based on the first power distribution weight, the second power distribution weight, and the third power distribution weight to control the operation of the chassis domain execution components.

2. The method according to claim 1, wherein The determining a first power distribution weight corresponding to the steering execution component based on the current remaining power of the vehicle battery and the relationship among the first required power, the second required power, and the third required power includes: Determining a basic power distribution weight corresponding to the steering execution component based on the corresponding relationship between the first required power and the sum of the first required power, the second required power, and the third required power; Determining a first adjusted power distribution weight corresponding to the steering execution component based on the current remaining power, and the first adjusted power distribution weight has a negative correlation with the current remaining power; Determining a first power distribution weight corresponding to the steering execution component based on the basic power distribution weight and the first adjusted power distribution weight corresponding to the steering execution component.

3. The method according to claim 1, wherein The determining a second power distribution weight corresponding to the braking execution component based on the current vehicle speed, the first power distribution weight, and the corresponding relationship between the second required power and the third required power includes: Determining a basic power distribution weight corresponding to the braking execution component based on the first power distribution weight and the corresponding relationship between the second required power and the sum of the second required power and the third required power; Determining a second adjusted power distribution weight corresponding to the braking execution component based on the current vehicle speed, and the second adjusted power distribution weight has a positive correlation with the current vehicle speed; Determining a second power distribution weight corresponding to the braking execution component based on the basic power distribution weight and the second adjusted power distribution weight corresponding to the braking execution component.

4. The method according to claim 2, characterized in that, The first power distribution weight is calculated by the following formula: + Among them, represents the first power distribution weight, and is not greater than the preset maximum power distribution weight, represents the first required power, represents the second required power, represents the third required power, represents the first regulated power distribution weight, which is determined by the current remaining power of the vehicle battery.

5. The method according to claim 3, characterized in that, The second power distribution weight is calculated by the following formula: + Among them, represents the second power distribution weight, and , represents the first power distribution weight, represents the second required power, represents the third required power, represents the second regulated power distribution weight, which is determined by the current vehicle speed.

6. The method according to any one of claims 1-5, characterized in that The method further includes: When there is no fault in the vehicle power supply system, performing power distribution on the steering execution component, the braking execution component, and the suspension execution component respectively based on the first required power, the second required power, and the third required power to control the operation of the chassis domain execution components.

7. An integrated controller, the integrated controller being connected to a chassis domain execution component of a vehicle, the chassis domain execution component including: A steering execution component, a braking execution component, and a suspension execution component, characterized in that the integrated controller is used to execute the method according to any one of claims 1-6.

8. The integrated controller according to claim 7, wherein The integrated controller includes: a main controller and a sub - controller connected communicatively. The braking execution component includes: four EMB caliper motors arranged at the vehicle wheel ends. Among them, the main controller and the sub - controller are respectively connected to two diagonal EMB caliper motors; the main controller and the sub - controller are respectively connected to two redundant braking signal acquisition modules. The main controller and the sub - controller respectively collect the braking signals of the vehicle through the braking signal acquisition modules; the main controller drives the two diagonal EMB caliper motors connected to the main controller to act based on the braking signal, and generates a cooperative control instruction based on the braking signal and sends it to the sub - controller, so that the sub - controller synchronously drives the two diagonal EMB caliper motors connected to the sub - controller to act synchronously based on the cooperative control instruction.

9. The integrated controller according to claim 8, wherein, when a fault occurs in the main controller or the sub - controller, or when at least one EMB caliper motor connected to the main controller or at least one EMB caliper motor connected to the sub - controller has a fault, the main controller or sub - controller without a fault, or the main controller or sub - controller connected to the two diagonal EMB caliper motors without a fault, drives the two diagonal EMB caliper motors connected to itself based on the braking signal until the vehicle reaches a preset safe state.

10. The integrated controller according to claim 9, wherein, before the vehicle reaches the preset safe state, the main controller or sub - controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the running information of the vehicle.

11. The integrated controller according to claim 10, characterized in that, The main controller or sub - controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the running information of the vehicle, including: when the main controller or sub - controller in the working state determines that the vehicle speed change does not meet the braking expectation based on the running information of the vehicle, it adjusts the clamping force of the two diagonal EMB caliper motors connected to itself; and / or, when the main controller or sub - controller in the working state determines that the vehicle steering does not meet the braking expectation based on the running information of the vehicle, it adjusts the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself.

12. The integrated controller according to claim 10, wherein The suspension execution component includes: four shock absorbers arranged at the vehicle wheel ends; before the vehicle reaches the preset safe state, when the main controller or sub - controller in the working state determines that the pitch and / or roll of the vehicle do not meet the braking expectation based on the running information of the vehicle, it adjusts the damping force of each shock absorber.

13. The integrated controller according to claim 8, wherein, When the braking signal cannot be obtained, when the main controller receives the parking gear signal, it drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal, and generates a cooperative control instruction based on the parking gear signal and sends it to the sub-controller, so that the sub-controller synchronously drives the two diagonal EMB caliper motors connected to the sub-controller to act synchronously based on the cooperative control instruction.

14. A vehicle, characterized in that, Including: A chassis domain execution component and the integrated controller according to any one of claims 7-13, the integrated controller is connected to the chassis domain execution component, and the chassis domain execution component includes: a steering execution component, a braking execution component and a suspension execution component.

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