Vehicle control method, integrated controller and vehicle

Abstract

The present invention relates to the field of vehicle control technology, and discloses a vehicle control method, an integrated controller and a vehicle. The present invention prioritizes ensuring that there is sufficient power to realize the vehicle's steering function when a fault in the vehicle's power supply system is detected, so that the vehicle can safely turn from the current driving route to the roadside, ensuring driving safety during the steering process, and ensures that there is as much power as possible to realize the vehicle's braking function, so that the vehicle can quickly brake at the roadside, ensuring driving safety during the braking process. Finally, the power distribution weight of the suspension actuator is determined, thereby reducing the power distribution of the suspension actuator at the expense of driving comfort, and prioritizing the power requirements of steering and braking in combination with the actual vehicle battery power and vehicle speed, so that the power distribution is 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 parking, and avoiding safety hazards.

Description

Technical Field

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

[0002] The chassis domain is a key functional domain within automotive electronics systems, focused on chassis system control, ensuring vehicle stability, safety, and driving comfort. It undertakes one of the vehicle's core control tasks, encompassing key components such as suspension, steering, braking, and stability control to ensure vehicle stability and safety in various driving environments.

[0003] Since the suspension, steering and brake actuators in the chassis domain are all powered by the power supply system composed of the vehicle battery, during actual vehicle driving, the vehicle power supply status may encounter abnormal conditions such as undervoltage, overvoltage, overcurrent, etc., and the power supply circuit in the power supply system may also fail. At this time, due to the abnormality of the power supply system, the vehicle will trigger an alarm, prompting the user to stop for inspection. During this process, the vehicle battery can still output part of the power to drive the suspension, steering and brake actuators in the chassis domain to complete pull-over parking. In related technologies, regardless of whether the vehicle power supply system is operating normally, the power output from the vehicle battery to the chassis domain is allocated according to the proportion of the required power of each actuator. Once the vehicle power supply system fails to supply power for a long time due to the above-mentioned failure, there will be a problem of affecting parking safety due to insufficient steering and braking power. In particular, when the vehicle power supply system fails in multiple lanes or high-speed driving, serious safety hazards are more 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 in the related art that when a power supply system failure occurs while the vehicle is driving, the existing chassis domain power distribution method has safety hazards, affecting the user's parking safety.

[0005] In a first aspect, the present invention provides a vehicle control method, wherein the vehicle includes a chassis domain actuator, the chassis domain actuator including a steering actuator, a braking actuator, and a suspension actuator. The method includes:

[0006] Obtaining a first required power, a second required power, and a third required power corresponding to the steering actuator, the braking actuator, and the suspension actuator, respectively;

[0007] When a fault in the vehicle power supply system is detected, determining a first power distribution weight corresponding to the steering actuator based on the current remaining power of the vehicle battery and the relationship between the first power requirement, the second power requirement, and the third power requirement;

[0008] Determining a second power distribution weight corresponding to the brake actuator based on the current vehicle speed, the first power distribution weight, and a correspondence between the second required power and the third required power;

[0009] determining a third power distribution weight corresponding to the suspension actuator based on the first power distribution weight and the second power distribution weight;

[0010] Based on the first power distribution weight, the second power distribution weight and the third power distribution weight, power is distributed to the steering actuator, the braking actuator and the suspension actuator respectively to control the operation of the chassis actuator.

[0011] The present invention determines the power distribution weight of the steering actuator according to the required power of the vehicle's steering actuator, brake actuator and suspension actuator and the current remaining power of the vehicle battery when a fault is detected in the vehicle's power supply system, so as to give priority to ensuring that there is sufficient power to realize the vehicle's steering function when the vehicle power supply system fails, so that the vehicle can safely turn to the roadside from the current driving route, ensuring driving safety during the steering process, and determining the power distribution weight corresponding to the brake actuator according to the corresponding required power of the brake actuator and suspension actuator and the current speed of the vehicle in addition to the power distribution weight of the steering actuator, so as to ensure the vehicle power supply system In the event of a fault, there is as much power as possible to realize the vehicle's braking function, so that the vehicle can brake quickly at the roadside and ensure driving safety during the braking process. Finally, the power distribution weight of the suspension actuator is determined based on the power distribution weights corresponding to the steering actuator and the braking actuator. Therefore, when a fault occurs in the vehicle power supply system, the power distribution of the suspension actuator is reduced at the expense of driving comfort, and the power requirements of steering and braking are prioritized by combining the actual vehicle battery power and vehicle speed, so that the power distribution is more in line with the actual vehicle operating conditions, and adaptive and precise control of the vehicle chassis domain is achieved, thereby improving the safety of the vehicle during parking and avoiding safety hazards.

[0012] In an optional embodiment, determining the first power distribution weight corresponding to the steering actuator 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 includes:

[0013] determining a basic power distribution weight corresponding to the steering execution component based on a correspondence between the first required power and the sum of the first required power, the second required power, and the third required power;

[0014] determining a first adjustment power distribution weight corresponding to the steering execution component based on the current remaining power, wherein the first adjustment power distribution weight is negatively correlated with the current remaining power;

[0015] Based on the basic power distribution weight and the first adjusted power distribution weight corresponding to the steering execution component, a first power distribution weight corresponding to the steering execution component is determined.

[0016] The present invention determines the basic power distribution weight of the steering actuator according to the required power proportion of the vehicle's steering actuator, braking actuator and suspension actuator, thereby ensuring that the steering actuator can be allocated the required part of the power on demand, and dynamically adjusts the first adjustment power distribution weight according to the remaining power of the vehicle battery. The lower the remaining power, the greater the first adjustment power distribution weight, so as to ensure that the power required for steering is prioritized when the vehicle battery is low, so as to avoid serious safety hazards caused by the inability to turn to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user's driving experience.

[0017] In an optional embodiment, determining the second power distribution weight corresponding to the brake actuator 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:

[0018] Determining a basic power distribution weight corresponding to the brake actuator based on the first power distribution weight and a corresponding relationship between the second required power and the sum of the second required power and the third required power;

[0019] determining a second adjustment power distribution weight corresponding to the brake actuator based on the current vehicle speed, wherein the second adjustment power distribution weight is positively correlated with the current vehicle speed;

[0020] Based on the basic power distribution weight and the second adjusted power distribution weight corresponding to the brake actuating component, a second power distribution weight corresponding to the brake actuating component is determined.

[0021] The present invention determines the basic power distribution weight of the braking actuator according to the power distribution weight corresponding to the vehicle's steering actuator and the required power proportion of the vehicle's braking actuator and suspension actuator, thereby ensuring that the braking actuator can be allocated the required part of the power on demand, and dynamically adjusts the second adjustment power distribution weight according to the current vehicle speed. 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 prioritized when the vehicle is driving at 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 parking, and enhance the user's driving experience.

[0022] In an optional implementation manner, the first power allocation weight is calculated using the following formula:

[0023] +

[0024] in, represents the first power allocation weight, and Not greater than the preset maximum power allocation weight, represents the first required power, represents the second required power, represents the third required power, represents the first adjustment power allocation weight, Determined by the current remaining charge in the vehicle's battery.

[0025] The present invention determines the power distribution weight of the steering actuator by accumulating the basic power distribution weight of the steering actuator determined by the required power ratio of the vehicle's steering actuator, braking actuator and suspension actuator with the first adjustment power distribution weight, thereby dynamically increasing the power distribution weight of the steering actuator according to the remaining power of the vehicle battery, so as to ensure that the power required for steering is prioritized when the vehicle battery is low, 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's driving experience.

[0026] In an optional implementation manner, the second power allocation weight is calculated using the following formula:

[0027] +

[0028] in, represents the second power allocation weight, and , represents the first power allocation weight, represents the second required power, represents the third required power, represents the second adjustment power allocation weight, Determined by the current vehicle speed.

[0029] The present invention determines the power distribution weight of the braking actuator by accumulating the basic power distribution weight of the braking actuator determined by the power distribution weight corresponding to the vehicle's steering actuator and the required power ratio of the vehicle's braking actuator and suspension actuator, and the second power distribution weight, thereby dynamically increasing the power distribution weight of the braking actuator according to the current vehicle speed, so as to ensure that the power required for braking is prioritized when the vehicle is driving at 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 parking, and enhance the user's driving experience.

[0030] In an optional embodiment, the method further includes:

[0031] When the vehicle power supply system is fault-free, power is distributed to the steering actuator, brake actuator and suspension actuator based on the first power requirement, the second power requirement and the third power requirement, respectively, to control the normal operation of the chassis actuator and meet the user's driving needs.

[0032] The present invention distributes power according to the power requirements of the steering actuator, brake actuator and suspension actuator when the vehicle power supply system is operating normally, so as to ensure the normal operation of the actuators in the entire chassis domain.

[0033] In a second aspect, the present invention provides an integrated controller, which is connected to the chassis domain execution component of the vehicle, and the chassis domain execution component includes: a steering execution component, a braking execution component and a suspension execution component. The integrated controller is used to execute the method provided by the above-mentioned first aspect or any corresponding embodiment thereof.

[0034] The present invention utilizes an integrated controller to directly connect to the vehicle's chassis-domain actuators, achieving electrical decoupling between the control and actuator ends. This allows the chassis-domain actuators to be deployed separately and uniformly driven and controlled by the integrated controller, significantly improving the functional safety level and reliability of the chassis system. Furthermore, when a vehicle power supply system fails, the integrated controller is used to adjust the power distribution of the chassis-domain actuators to prioritize ensuring sufficient power for the vehicle's steering function in the event of a power supply system failure, allowing the vehicle to safely turn from its current route to the roadside, ensuring driving safety during the steering process. Furthermore, sufficient power is guaranteed to be available for the vehicle's braking function in the event of a power supply system failure, allowing the vehicle to quickly brake at the roadside, ensuring driving safety during the braking process. Consequently, when a vehicle power supply system fails, the power distribution of the suspension actuators is reduced at the expense of driving comfort, and the power requirements for steering and braking are prioritized based on the actual vehicle battery level and vehicle speed, making the power distribution more consistent with the actual vehicle operating conditions. This enables adaptive and precise control of the vehicle chassis domain, improving vehicle safety during parking, and avoiding potential safety hazards.

[0035] In an optional embodiment, the integrated controller includes: a main controller and a sub-controller in communication with each other, and the brake actuator includes: four EMB caliper motors provided at the wheel ends of the vehicle, wherein the main controller and the sub-controller are respectively connected to two diagonal EMB caliper motors;

[0036] The main controller and the sub-controller are respectively connected to two redundant brake signal acquisition modules, and the main controller and the sub-controller respectively collect the brake signal of the vehicle through the brake signal acquisition modules;

[0037] The main controller drives the two diagonal EMB caliper motors connected to the main controller based on the braking signal, and generates a collaborative control instruction based on the braking signal and sends it to the sub-controller, so that the sub-controller drives the two diagonal EMB caliper motors connected to the sub-controller to move synchronously based on the collaborative control instruction.

[0038] The present invention sets two redundant controllers in the integrated controller to control the two EMB caliper motors at the diagonals of the vehicle wheel ends respectively. The main controller processes the braking signal and sends a coordinated control instruction to the sub-controller, so that the main controller and the sub-controller can synchronously drive and control the EMB caliper motors at the wheel ends. Compared with the method of two redundant controllers separately realizing the drive control of all EMB caliper motors, the diagonal EMB caliper motor drive control is realized respectively by the main / sub-controller, so that the fault tolerance compensation capability of the braking function is stronger, which is conducive to improving driving safety and thus enhancing the user experience.

[0039] In an optional embodiment, when the main controller or the sub-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 sub-controller fails, the main controller or sub-controller that has not failed, or the main controller or sub-controller that is connected to the two diagonal EMB caliper motors that have not failed, drives the two diagonal EMB caliper motors connected to itself to operate based on the braking signal until the vehicle reaches a preset safety state.

[0040] When a single controller fails or the EMB caliper motor connected to a single controller fails, the present invention directly realizes the braking function by driving and controlling the surviving diagonal EMB caliper motor, thereby realizing fault-tolerant compensation control of the vehicle's braking function, improving driving safety, and further enhancing the user experience.

[0041] In an optional embodiment, before the vehicle reaches a preset safety state, the main controller or the sub-controller in a working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the vehicle's operating information.

[0042] In the event that a single controller fails or the EMB caliper motor connected to a single controller fails, the present invention uses the vehicle's operating information to control the operation of the two diagonal EMB caliper motors that have not failed, thereby ensuring the stability and reliability of the vehicle's braking function achieved by the two diagonal EMB caliper motors, improving braking safety, and further enhancing the user experience.

[0043] In an optional embodiment, the main controller or the sub-controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the operation information of the vehicle, including:

[0044] When the main controller or the sub-controller in the working state determines based on the vehicle's operating information that the vehicle's speed change does not meet the braking expectation, it adjusts the clamping force of the two diagonal EMB caliper motors connected to it;

[0045] And / or, when the main controller or sub-controller in working state determines that the vehicle's steering does not meet the braking expectations based on the vehicle's operating information, it adjusts the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself.

[0046] The present invention analyzes vehicle speed changes and / or steering. When the vehicle speed changes or steering do not meet braking expectations, the present invention further improves the stability and reliability of the vehicle's braking function by increasing the clamping force of the two surviving diagonal EMB caliper motors or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors, thereby improving braking safety and further enhancing the user experience.

[0047] In an optional embodiment, the suspension actuator includes: four shock absorbers provided at the wheel ends of the vehicle;

[0048] Before the vehicle reaches a preset safety state, the main controller or the sub-controller in working state adjusts the damping force of each shock absorber when it determines that the pitch and / or roll of the vehicle does not meet the braking expectations based on the vehicle's operating information.

[0049] In the event that a single controller fails or the EMB caliper motor connected to the single controller fails, the present invention can avoid the risk of the vehicle pitching and / or rolling by adjusting the damping force of the shock absorber of the suspension system through the working main controller or the sub-controller to analyze that the pitch and / or roll of the vehicle does not meet the braking expectations, maintain the stability of the vehicle body, ensure the braking safety during the braking process, and further enhance the user experience.

[0050] In an optional embodiment, when the braking signal cannot be obtained, the main controller drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal when receiving the parking gear signal, and generates a collaborative 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 based on the collaborative control instruction.

[0051] When the braking information cannot be obtained, the present invention directly realizes the braking function by using the parking gear signal to realize the synchronous drive control of the EMB caliper motor by the main / sub controller, thereby avoiding the risk of braking failure due to failure of the brake signal acquisition module and its transmission link. This redundant design of the braking function can realize the braking function in an emergency situation and further improve the vehicle driving safety.

[0052] In a third aspect, the present invention provides a vehicle comprising: a chassis domain execution component and an integrated controller provided by the above-mentioned second aspect or any corresponding embodiment, wherein the integrated controller is connected to the chassis domain execution component, and the chassis domain execution component comprises: a steering execution component, a braking execution component and a suspension execution component.

[0053] Beneficial effects of the present invention:

[0054] The present invention determines the power distribution weight of the steering actuator according to the required power of the vehicle's steering actuator, brake actuator and suspension actuator and the current remaining power of the vehicle battery when a fault is detected in the vehicle's power supply system, so as to give priority to ensuring that there is sufficient power to realize the vehicle's steering function when the vehicle power supply system fails, so that the vehicle can safely turn to the roadside from the current driving route, ensuring driving safety during the steering process, and determining the power distribution weight corresponding to the brake actuator according to the corresponding required power of the brake actuator and suspension actuator and the current speed of the vehicle in addition to the power distribution weight of the steering actuator, so as to ensure the vehicle power supply system In the event of a fault, there is as much power as possible to realize the vehicle's braking function, so that the vehicle can brake quickly at the roadside and ensure driving safety during the braking process. Finally, the power distribution weight of the suspension actuator is determined based on the power distribution weights corresponding to the steering actuator and the braking actuator. Therefore, when a fault occurs in the vehicle power supply system, the power distribution of the suspension actuator is reduced at the expense of driving comfort, and the power requirements of steering and braking are prioritized by combining the actual vehicle battery power and vehicle speed, so that the power distribution is more in line with the actual vehicle operating conditions, and adaptive and precise control of the vehicle chassis domain is achieved, thereby improving the safety of the vehicle during parking and avoiding safety hazards. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0056] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0057] Figure 2 is a flow chart of another vehicle control method according to an embodiment of the present invention;

[0058] Figure 3 is an architectural diagram of an integrated controller for EMB system application according to an embodiment of the present invention;

[0059] Figure 4 This is a schematic diagram of a specific process of an EMB function degradation strategy according to an embodiment of the present invention;

[0060] Figure 5 is a functional architecture diagram of an integrated controller according to an embodiment of the present invention;

[0061] Figure 6 is a schematic structural diagram of a power supply module in an integrated controller according to an embodiment of the present invention;

[0062] Figure 7 is an example diagram of a process for power distribution performed by an integrated controller according to an embodiment of the present invention;

[0063] Figure 8 2 is a schematic structural diagram of an integrated controller of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0064] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0065] In related technologies, when a vehicle's power supply system fails and the vehicle battery is unable to supply power for a long time, there will be a problem of parking safety being affected due to insufficient steering and braking power. In particular, when a vehicle's power supply system fails in multi-lane or high-speed driving, serious safety hazards are more likely to occur.

[0066] Based on this, an embodiment of the present invention provides a vehicle control solution that dynamically adjusts the distributed power of each execution component in the chassis domain when a fault occurs in the vehicle power supply system to ensure the safe parking and maintenance of the vehicle.

[0067] 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 a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0068] 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, for example, an integrated controller built with a control chip such as a single-chip microcomputer or an MCU as a core. The vehicle includes a chassis domain execution component, which includes a steering execution component, a braking execution component, and a suspension execution component. The integrated controller is connected to the chassis domain execution component. Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 1 As shown, the process includes the following steps:

[0069] 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.

[0070] Illustratively, the steering actuator is a steering motor, the brake actuator is a caliper motor, and the suspension actuator is a shock absorber. This is merely an example, and the present invention is not limited thereto.

[0071] Specifically, various sensors mounted on the vehicle can be used to collect real-time vehicle status signals such as steering wheel angle, speed, longitudinal acceleration, yaw rate, lateral acceleration, etc., as well as driver operating instructions such as throttle opening and brake pedal travel. The collected information can then be used to calculate the sideslip angle and yaw angle amplitude using a vehicle dynamics model, thereby calculating the required power of the vehicle's steering, suspension, and braking subsystems, thereby obtaining the first required power, second required power, and third required power corresponding to the steering actuator, braking actuator, and suspension actuator, respectively. It should be noted that the specific calculation process for the required power of the steering, suspension, and braking subsystems is prior art and can be implemented using relevant calculation methods in the prior art, which will not be elaborated here.

[0072] Step S102 , when a fault is detected in the vehicle power supply system, a first power distribution weight corresponding to the steering actuator 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.

[0073] Specifically, 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. These faults may 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 vehicle as soon as possible for inspection and maintenance. Since such short-term faults do 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 portion of power to maintain the operation of the vehicle chassis domain, so that the vehicle can be safely parked on the side for inspection and maintenance. 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. By dynamically adjusting the power allocation weights of special execution components using the current remaining power, the vehicle can prioritize the normal use of the steering function during parking.

[0074] Step S103 : determining a second power distribution weight corresponding to the brake actuator 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.

[0075] Specifically, on the basis of determining the power distribution weight of the steering actuator, the basic proportion of the braking actuator in the remaining power distribution weight is determined by the required power corresponding to the braking actuator and the suspension actuator, and the current speed of the vehicle determines the difficulty of the vehicle to achieve braking. Therefore, the power distribution weight of the braking actuator is dynamically adjusted by utilizing the current speed to ensure the normal use of the braking function during the parking process of the vehicle and improve driving safety.

[0076] Step S104 : determining a third power distribution weight corresponding to the suspension actuator based on the first power distribution weight and the second power distribution weight.

[0077] Specifically, the third power distribution weight corresponding to the suspension actuator is the remaining power distribution weight based on the power distribution weights of the steering actuator and the brake actuator.

[0078] Step S105 , based on the first power distribution weight, the second power distribution weight and the third power distribution weight, power is distributed to the steering actuator, the brake actuator and the suspension actuator respectively to control the operation of the chassis actuator.

[0079] Specifically, by distributing the total power that the vehicle battery can currently actually output to the chassis domain to the steering actuator, brake actuator and suspension actuator according to the above-mentioned first power distribution weight, second power distribution weight and third power distribution weight, the operation of the chassis domain actuator is controlled to ensure that the vehicle can be safely parked by the side of the road.

[0080] The embodiment of the present invention determines the power distribution weight of the steering actuator according to the required power of the vehicle's steering actuator, brake actuator and suspension actuator and the current remaining power of the vehicle battery when a fault is detected in the vehicle's power supply system, so as to give priority to ensuring that there is sufficient power to realize the vehicle's steering function when the vehicle power supply system fails, so that the vehicle can safely turn from the current driving route to the roadside, ensuring driving safety during the steering process, and determining the power distribution weight corresponding to the brake actuator according to the required power corresponding to the brake actuator and suspension actuator and the current speed of the vehicle in addition to the power distribution weight of the steering actuator to ensure vehicle power supply. In the event of a system failure, there is as much power as possible to realize the vehicle's braking function, so that the vehicle can brake quickly at the roadside and ensure driving safety during the braking process. Finally, the power distribution weights of the suspension actuators are determined based on the power distribution weights corresponding to the steering actuators and the braking actuators. Therefore, when the vehicle power supply system fails, the power distribution of the suspension actuators is reduced at the expense of driving comfort, and the power requirements of steering and braking are prioritized by combining the actual vehicle battery power and vehicle speed. This makes the power distribution more in line with the actual vehicle operating conditions, realizes adaptive and precise control of the vehicle chassis domain, improves the safety of the vehicle during parking, and avoids safety hazards.

[0081] In this embodiment, a vehicle control method is also provided, which can be applied to an integrated controller such as a chassis domain controller of a vehicle, such as an integrated controller built with a control chip such as a single-chip microcomputer or an MCU as the core. The vehicle includes a chassis domain execution component, and the chassis domain execution component includes a steering execution component, a braking execution component, and a suspension execution component. The integrated controller is connected to the chassis domain execution component. Figure 2 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 2 As shown, the process includes the following steps:

[0082] Step S201, obtain the first required power, the second required power, and the third required power corresponding to the steering actuator, the brake actuator, and the suspension actuator respectively. Figure 1 The description of step S101 is omitted here.

[0083] Step S202 , when a fault is detected in the vehicle power supply system, a first power distribution weight corresponding to the steering actuator 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.

[0084] Specifically, the above step S202 includes the following steps:

[0085] Step S2021 : determining a basic power distribution weight corresponding to the steering actuator component based on a correspondence between the first required power and the sum of the first required power, the second required power, and the third required power.

[0086] Specifically, the ratio of the first required power to the sum of the first required power, the second required power and the third required power is calculated, and the ratio is determined as the basic power distribution weight corresponding to the steering execution component.

[0087] Step S2022: determining a first adjustment power distribution weight corresponding to the steering execution component based on the current remaining power.

[0088] The first power allocation weight is negatively correlated with the current remaining power. The first power allocation weight can be a specific weight ratio value or a weight adjustment coefficient value. When it is a weight ratio value, 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. This is only an example and the present invention is not limited thereto.

[0089] Specifically, the power distribution weights corresponding to the vehicle battery under different remaining power conditions can be calibrated by means of actual vehicle tests while ensuring that the vehicle's steering function is not affected. The corresponding relationship between the remaining power and the adjusted power distribution weights can be determined by establishing a corresponding relationship table or fitting curve, and the first adjusted power distribution weight corresponding to the current remaining power can be determined based on the corresponding relationship. In addition, in actual applications, the remaining power of the vehicle battery can also be divided into multiple remaining power intervals through experience, and a corresponding power distribution weight can be set for each remaining power interval. For example, taking the first adjusted power distribution weight as a specific weight ratio value, when the remaining power of the vehicle battery is less than 30%, the corresponding power distribution weight is 0.5, and when the remaining power of the vehicle battery is not less than 30%, the corresponding power distribution weight is 0.2. This is only an example, and the present invention is not limited thereto.

[0090] Step S2023: Determine a first power distribution weight corresponding to the steering actuator component based on the basic power distribution weight and the first adjusted power distribution weight corresponding to the steering actuator component.

[0091] Specifically, when the first adjustment power allocation weight is a specific weight ratio value, the first power allocation weight corresponding to the steering execution component is the sum of the basic power allocation weight and the first adjustment power allocation weight. When the first adjustment power allocation weight is a specific weight adjustment coefficient value, the first power allocation weight corresponding to the steering execution component is the product of the basic power allocation weight and the first adjustment power allocation weight. The present invention is not limited to this.

[0092] The embodiment of the present invention determines the basic power distribution weight of the steering actuator according to the required power ratio of the vehicle's steering actuator, braking actuator and suspension actuator, thereby ensuring that the steering actuator can be allocated the required part of the power on demand, and dynamically adjusts the first adjustment power distribution weight according to the remaining power of the vehicle battery. The lower the remaining power, the greater the first adjustment power distribution weight, so as to ensure that the power required for steering is prioritized when the vehicle battery is low, so as to avoid serious safety hazards caused by the inability to turn to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user's driving experience.

[0093] Exemplarily, the first power allocation weight is calculated by the following formula (1):

[0094] + (1)

[0095] in, represents the first power allocation weight, and Not greater than the preset maximum power allocation weight, represents the first required power, represents the second required power, represents the third required power, represents the first adjustment power allocation weight, Determined by the current remaining charge in the vehicle's battery.

[0096] In practical applications, the above-mentioned preset maximum power distribution weight needs to be flexibly set according to the actual vehicle safety parking requirements. For example, the preset maximum power distribution weight is 0.8. When the maximum power distribution weight is calculated by the above formula (1), When it is not greater than 0.8, the calculated As the power distribution weight of the steering actuator, when the above formula (1) is calculated When it is greater than 0.8, the power distribution weight of the steering actuator is 0.8, to ensure that the braking actuator in the chassis domain is allocated a certain amount of power to realize the vehicle braking function and ensure safe parking of the vehicle.

[0097] The embodiment of the present invention determines the power distribution weight of the steering actuator by adding the basic power distribution weight of the steering actuator determined by the required power ratio of the vehicle's steering actuator, braking actuator and suspension actuator to the first adjustment power distribution weight, thereby dynamically increasing the power distribution weight of the steering actuator according to the remaining power of the vehicle battery, so as to ensure that the power required for steering is prioritized when the vehicle battery is low, so as to avoid serious safety hazards caused by the inability to turn to the side during high-speed or multi-lane driving, further improve the safety of the vehicle during parking, and enhance the user's driving experience.

[0098] Step S203 : determining a second power distribution weight corresponding to the brake actuator 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.

[0099] Specifically, the above step S203 specifically includes the following steps:

[0100] Step S2031 : determining a basic power distribution weight corresponding to the brake actuator 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.

[0101] Specifically, the ratio of the second required power to the sum of the second required power and the third required power is calculated, and the ratio is determined as the basic power distribution weight corresponding to the brake actuating component.

[0102] Step S2032: determining a second adjustment power distribution weight corresponding to the brake actuator based on the current vehicle speed.

[0103] The second adjusted power distribution weight is positively correlated with the current vehicle speed. The second adjusted power distribution weight can be a specific weight ratio value or a weight adjustment coefficient value. When it is a weight ratio value, 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. This is only an example and the present invention is not limited thereto.

[0104] Specifically, the power distribution weights corresponding to the vehicle under different vehicle speed conditions can be calibrated by actual vehicle testing while ensuring that the vehicle's braking function is not affected. The corresponding relationship between the vehicle speed and the adjusted power distribution weight can be determined by establishing a corresponding relationship table or fitting curve, and the second adjusted power distribution weight corresponding to the current vehicle speed can be determined based on the corresponding relationship. In addition, in actual applications, the vehicle speed can also be divided into multiple speed intervals based on experience, and a corresponding power distribution weight can be set for each speed interval. For example, taking the second adjusted power distribution weight as a specific weight ratio value, 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. This is only an example, and the present invention is not limited thereto.

[0105] Step S2033 : determining a second power distribution weight corresponding to the brake actuating component based on the basic power distribution weight and the second adjusted power distribution weight corresponding to the brake actuating component.

[0106] Specifically, when the second adjustment power distribution weight is a specific weight ratio value, the second power distribution weight corresponding to the braking execution component is the sum of the basic power distribution weight and the second adjustment power distribution weight; when the second adjustment 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 adjustment power distribution weight. The present invention is not limited to this.

[0107] The present invention determines the basic power distribution weight of the braking actuator according to the power distribution weight corresponding to the vehicle's steering actuator and the required power proportion of the vehicle's braking actuator and suspension actuator, thereby ensuring that the braking actuator can be allocated the required part of the power on demand, and dynamically adjusts the second adjustment power distribution weight according to the current vehicle speed. 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 prioritized when the vehicle is driving at 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 parking, and enhance the user's driving experience.

[0108] Exemplarily, the second power allocation weight is calculated by the following formula (2):

[0109] + (2)

[0110] in, represents the second power allocation weight, and , represents the first power allocation weight, represents the second required power, represents the third required power, represents the second adjustment power allocation weight, Determined by the current vehicle speed.

[0111] In practical applications, when the above formula (2) is used to calculate No more than , then directly calculate the As the power distribution weight of the brake execution component, when the above formula (2) is calculated Greater than When , the power distribution weight of the brake actuator is , at the expense of the comfort of the suspension to ensure that the brake actuators in the chassis domain realize the vehicle braking function and ensure the safe parking of the vehicle.

[0112] The embodiment of the present invention determines the power distribution weight of the braking actuator by accumulating the basic power distribution weight of the braking actuator determined by the power distribution weight corresponding to the vehicle's steering actuator and the required power ratio of the vehicle's braking actuator and suspension actuator, and the second power distribution weight, thereby dynamically increasing the power distribution weight of the braking actuator according to the current vehicle speed, so as to ensure that the power required for braking is prioritized when the vehicle is driving at 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 parking, and enhance the user's driving experience.

[0113] Step S204 : determining a third power distribution weight corresponding to the suspension actuator based on the first power distribution weight and the second power distribution weight.

[0114] Specifically, the third power distribution weight corresponding to the suspension actuator is Calculated by the following formula (3):

[0115] =1- - (3)

[0116] Therefore, on the basis of giving priority to the vehicle's steering and braking functions, the excess power is distributed to the suspension actuators to ensure driving comfort as much as possible.

[0117] Step S205: Based on the first power distribution weight, the second power distribution weight and the third power distribution weight, power distribution is performed on the steering actuator, the brake actuator and the suspension actuator respectively to control the operation of the chassis actuator. Figure 1 The description of step S105 is omitted here.

[0118] Furthermore, in an embodiment of the present invention, the vehicle control method further includes the following steps:

[0119] Step a1: When the vehicle power supply system has no faults, power is distributed to the steering actuator, brake actuator and suspension actuator based on the first power requirement, the second power requirement and the third power requirement, respectively, to control the operation of the chassis actuator.

[0120] Specifically, when the vehicle power supply system is operating normally, the power distribution of each executive component in the chassis domain is on-demand, that is, when the total power output of the vehicle battery can meet the corresponding power requirements of each executive component, it is directly distributed according to the power requirements of each executive component. When the total power output of the vehicle battery cannot meet the corresponding power requirements of each executive component, the total power output of the vehicle battery is proportionally distributed according to the ratio of the corresponding power requirements of each executive component to the total power requirements. This is just an example, and the present invention is not limited to this.

[0121] The embodiment of the present invention distributes power according to the power requirements of the steering actuator, brake actuator, and suspension actuator when the vehicle power supply system is operating normally, thereby ensuring the normal operation of the actuators in the entire chassis domain.

[0122] According to an embodiment of the present invention, an integrated controller is also provided. The integrated controller is connected to the chassis domain execution component of the vehicle. The chassis domain execution component includes: a steering execution component, a braking execution component and a suspension execution component. The integrated controller is used to execute the vehicle control method provided in the above embodiment.

[0123] The embodiments of the present invention utilize an integrated controller to directly connect to the chassis-domain actuator components of the vehicle, achieving electrical decoupling between the control end and the actuator end. This allows the chassis-domain actuator components to be deployed separately and uniformly driven and controlled by the integrated controller, significantly improving the functional safety level and reliability of the chassis system. Furthermore, when a fault occurs in the vehicle power supply system, the integrated controller is used to adjust the power distribution of the chassis-domain actuator components to prioritize ensuring sufficient power to implement the vehicle's steering function in the event of a power supply system failure, allowing the vehicle to safely turn from its current route to the roadside, ensuring driving safety during the steering process. Furthermore, sufficient power is guaranteed to implement the vehicle's braking function in the event of a power supply system failure, allowing the vehicle to quickly brake at the roadside, ensuring driving safety during the braking process. Therefore, when a fault occurs in the vehicle power supply system, the power distribution of the suspension actuator components is reduced at the expense of driving comfort, and the power requirements for steering and braking are prioritized based on the actual vehicle battery level and vehicle speed. This ensures that the power distribution is more consistent with the actual vehicle operating conditions, achieving adaptive and precise control of the vehicle chassis domain, improving the safety of the vehicle during parking, and avoiding safety hazards.

[0124] Specifically, in some optional embodiments, when the above-mentioned integrated controller is applied to an electronic mechanical brake system (EMB), the above-mentioned integrated controller includes: a main controller and a sub-controller that are communicatively connected, and the braking execution component includes: four EMB caliper motors arranged at the wheel ends of the vehicle, wherein 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 redundantly set brake signal acquisition modules, and the main controller and the sub-controller respectively collect the vehicle's braking signals through the brake signal acquisition modules.

[0125] The main controller drives the two diagonal EMB caliper motors connected to the main controller based on the braking signal, and generates a collaborative control instruction based on the braking signal and sends it to the sub-controller, so that the sub-controller drives the two diagonal EMB caliper motors connected to the sub-controller synchronously based on the collaborative control instruction.

[0126] For example, the integrated controller utilizes a 48V power supply, reduces wiring harness diameter, eliminates the wheel-end actuator controller, and relocates the drive circuitry to the integrated controller, which then directly hardwires the four wheel-end EMB caliper motors. Two MCUs with identical performance (one high-performance, the other low-performance) are built into the integrated controller. These two MCUs are independently powered and fully isolated from each other to prevent common-cause failures. Redundant wheel speed signal acquisition is achieved through four independent wheel speed sensor signals, with each sensor providing two independent outputs, each connected to the two MCUs. The brake pedal position sensor signal is fed through two independent inputs via the brake signal acquisition module, each connected to the two MCUs, achieving redundant brake pedal position signal acquisition. The integrated controller is connected to two CANFD networks, with signals related to safety redundancy functions transmitted simultaneously on both networks, achieving redundant external network architecture. Internally, both MCUs are independently connected to two CANFD networks, achieving redundant internal signal reception.

[0127] like Figure 3 As shown, when the integrated controller is applied to the EMB system, taking the main controller as MCU1 and the sub-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 sub-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, which is used to collect brake signals.

[0128] Specifically, when the integrated controller is operating 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, it sends a coordinated action request to MCU2 via CANFD3. MCU2 then drives the right front EMB caliper motor 2 and the left rear EMB caliper motor 3. MCU2 is responsible for feeding back the coordinated action results to MCU1. It should be noted that the specific decision-making process of MCU1 mentioned above is similar to the decision-making process for controlling EMB caliper motors in the prior art and will not be repeated here.

[0129] The embodiment of the present invention sets two redundant controllers in the integrated controller to control the two EMB caliper motors at the diagonals of the vehicle wheel ends respectively. The main controller processes the braking signal and sends a coordinated control instruction to the sub-controller, so that the main controller and the sub-controller can synchronously drive and control the EMB caliper motors at the wheel ends. Compared with the method of two redundant controllers separately realizing the drive control of all EMB caliper motors, the diagonal EMB caliper motor drive control is realized respectively by the main / sub-controller, so that the fault tolerance compensation capability of the braking function is stronger, which is conducive to improving driving safety and thus enhancing the user experience.

[0130] Specifically, in some optional embodiments, when the main controller or the sub-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 sub-controller fails, the main controller or sub-controller that has not failed, or the main controller or sub-controller that is connected to the two diagonal EMB caliper motors that have not failed, drives the two diagonal EMB caliper motors connected to itself to operate based on the braking signal until the vehicle reaches a preset safety state.

[0131] In practical applications, such as Figure 3 As shown, if either MCU1 or MCU2 fails, 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, the MCU1 or MCU2 that is not faulty and whose corresponding caliper motor is not faulty will be in the operating state, while the other MCU will be in the non-operating state. For example, with MCU1 in the operating state, upon receiving a brake signal, MCU1 drives the two diagonally connected EMB caliper motors to perform a clamping action, utilizing the diagonally connected EMB caliper motors to balance braking until the vehicle reaches a predetermined safe state.

[0132] In the event that a single controller fails or the EMB caliper motor connected to a single controller fails, the embodiment of the present invention directly realizes the braking function by driving and controlling the surviving diagonal EMB caliper motor, thereby achieving fault-tolerant compensation control of the vehicle's braking function, improving driving safety, and further enhancing the user experience.

[0133] Furthermore, before the vehicle reaches a preset safety state, the main controller or the sub-controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the vehicle's operating information.

[0134] Among them, the vehicle's operating information includes operating data related to vehicle speed, steering, pitch, and roll, which can be collected through various sensors installed on the vehicle. Before the vehicle reaches the preset safety state, the above operating data is used to control the operation of the two diagonal EMB caliper motors to ensure the stability of the vehicle during braking.

[0135] In the embodiment of the present invention, when a single controller fails or the EMB caliper motor connected to a single controller fails, the main controller or the sub-controller in working state uses the vehicle's operating information to control the operation of the two diagonal EMB caliper motors that have not failed, thereby ensuring the stability and reliability of the vehicle's braking function by the two diagonal EMB caliper motors, improving braking safety, and further enhancing the user experience.

[0136] Furthermore, when the main controller or the sub-controller in the working state determines based on the vehicle's operating information that the vehicle speed change does not meet the braking expectations, it adjusts the clamping force of the two diagonal EMB caliper motors connected to itself.

[0137] For example, by analyzing the vehicle's operating information, the system analyzes vehicle speed. When the vehicle's deceleration rate is less than the minimum required speed deceleration rate within the expected braking interval, the system increases the clamping force of the two diagonally connected EMB caliper motors to improve braking capacity and accelerate vehicle deceleration. When the vehicle's deceleration rate is greater than the maximum required speed deceleration rate within the expected braking interval, the system reduces the clamping force of the two diagonally connected EMB caliper motors to improve braking capacity and slow vehicle deceleration to avoid sudden braking and potential safety hazards.

[0138] And / or, when the main controller or sub-controller in working state determines that the vehicle's steering does not meet the braking expectations based on the vehicle's operating information, it adjusts the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself.

[0139] For example, by analyzing the steering-related operating data in the vehicle's operating information, when the vehicle's actual steering angle is inconsistent with the steering wheel angle, that is, when the vehicle deviates, the braking force distribution ratio of the EMB caliper motor on the deviation 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 vehicle driving.

[0140] 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 vehicle's unexpected steering.

[0141] The embodiment of the present invention analyzes the changes in vehicle speed and / or steering. When the vehicle speed change or steering does not meet the braking expectations, it further improves the stability and reliability of the vehicle's braking function by increasing the clamping force of the two surviving diagonal EMB caliper motors or adjusting the braking force distribution ratio of the two diagonal EMB caliper motors, thereby improving braking safety and further enhancing the user experience.

[0142] Specifically, in some optional embodiments, the suspension actuator includes: four shock absorbers provided at the wheel ends of the vehicle;

[0143] Before the vehicle reaches a preset safety state, the main controller or the sub-controller in working state adjusts the damping force of each shock absorber when it determines that the pitch and / or roll of the vehicle does not meet the braking expectations based on the vehicle's operating information.

[0144] For example, by analyzing the vehicle's operating information related to the vehicle's pitch and / or roll, when the vehicle's pitch and / or roll angle exceeds a preset angle range corresponding to vehicle body stability, that is, when the vehicle is at risk of pitch and / or roll, the suspension system is used to increase the damping force of the shock absorber corresponding to the pitch and / or roll direction to suppress the pitch and / or roll during vehicle driving, thereby further improving the stability of the vehicle body. For example, the function degradation strategy adopted by the integrated controller in implementing the EMB function is as follows: Figure 4 shown.

[0145] In the embodiment of the present invention, when a single controller fails or the EMB caliper motor connected to the single controller fails, the main controller or the sub-controller in working state analyzes the pitch and / or roll of the vehicle and finds that the vehicle does not meet the braking expectations. The damping force of the shock absorber of the suspension system is adjusted 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.

[0146] Furthermore, in some optional embodiments, when the braking signal cannot be obtained, the main controller drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal when it receives the parking gear signal, and generates a collaborative 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 based on the collaborative control instruction.

[0147] For example, when the brake pedal position signal, that is, the above-mentioned brake signal, cannot be obtained at all, MCU1 can perform emergency braking by obtaining the P gear signals transmitted on the two redundant CANFDs, that is, by coordinating control with MCU2 to jointly realize 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. The specific implementation process will not be repeated here.

[0148] When the braking information cannot be obtained, the embodiment of the present invention directly realizes the synchronous drive control of the EMB caliper motor by the main / sub controller through the use of the parking gear signal to realize the braking function, thereby avoiding the risk of braking failure due to failure of the brake signal acquisition module and its transmission link. This redundant design of the braking function can realize the braking function in an emergency situation and further improve the vehicle driving safety.

[0149] The integrated controller provided by the embodiment of the present invention will be further described below with reference to specific application examples.

[0150] In related technologies, current new energy vehicles typically use a 12V system for power supply. Due to voltage limitations, suspension, steering, and braking are typically not integrated within the chassis domain. The present invention leverages the voltage advantages of a 48V power supply system to integrate suspension, steering, and braking, and provides a system solution and control strategy. Under a 48V architecture, the voltage is quadrupled, resulting in a significant current reduction at the same power output, paving the way for a higher level of system integration and centralized control.

[0151] For example, an embodiment of the present invention provides an integrated controller for three-way domain fusion of a 48V / 12V hybrid powered new energy vehicle, such as Figure 5As shown, the integrated controller includes: a control system module 401, a power 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 module 402, which is powered by both 48V and 12V power supplies. The CAN communication module 403 is supplied with 12V and 48V power by the power module 402, and the drive module 404 is supplied with 48V power by the power module 402. The 48V power supply system and the 12V power supply system are independent of each other, and the power module 402 has a multi-directional DC-DC and voltage diagnostic module.

[0152] Specifically, the 48V external power supply is directly supplied to the drive module and the 48V CAN communication chip through the voltage diagnosis module. The 12V external power supply is upgraded to 48V through the multi-directional DCDC, and then supplied to the drive module 404 and the 48V CAN communication chip as a backup power supply through the voltage diagnosis module. When the diagnosis module diagnoses that the directly supplied 48V external power supply has a fault, the 48V power supply provided by the multi-directional DCDC is used to support safe parking.

[0153] Furthermore, the 12V external power supply is directly supplied to the control system module 401 and the 12VCAN communication chip through the voltage diagnosis module. The 48V external power supply is downgraded to 12V through the multi-directional DCDC, and then supplied to 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 diagnoses that the directly supplied 12V external power supply has a fault, the 12V power supply provided by the multi-directional DCDC is used to support safe parking.

[0154] The CAN communication module 403 is internally physically isolated to reduce the risk of crosstalk between high and low voltage networks. CAN messages are divided into three logical segments: the first dedicated to the 48V network, the second for the interaction between the 48V and 12V systems, and the third for the 12V dedicated segment. An isolated CAN transceiver connects the 48V and 12V networks internally, and message filtering rules are configured to prohibit cross-domain transmission of unauthorized IDs. When a 48V power failure is detected, messages in the 48V dedicated segment are dynamically disabled, and critical signals are migrated to the interaction segment for transmission.

[0155] The control system module 401 is internally configured with a corresponding control strategy and fault-tolerant compensation mechanism. When any subsystem failure is detected, fault-tolerant control is achieved through the coordinated actions of the remaining subsystems. The failure conditions are divided into steering failure and braking failure. When steering fails, the steering is assisted by the differential braking mechanism (i.e., there is a difference in wheel speed on both sides). When braking fails, the tire rolling resistance is increased by the rapid suspension lifting mechanism. After a failure occurs, in addition to adjusting the vehicle body posture through the above-mentioned compensation mechanism, the 12V system is urgently activated to provide power.

[0156] For example, Figure 6 As shown, the 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 when entering the interior. One path enters the 48V diagnostic module 4022 and then supplies the external 48V load, and the other path enters the multi-directional DCDC module 4021, is converted into a 12V power supply, enters the 12V diagnostic module 4023, and then supplies the external 12V load; the 12V power is divided into two paths when entering the interior. One path enters the 12V diagnostic module 4023 and then supplies the external 12V load, and the other path enters the multi-directional DCDC module 4021, is converted into a 48V power supply, enters the 48V diagnostic module 4022, and then supplies the external 48V load.

[0157] Specifically, the 48V diagnostic module 4022 supplies external power that is combined externally, and the direct-powered 48 diagnostic module 4022 is preferentially selected for powering external loads. When the 48 diagnostic module 4022 diagnoses that a power supply failure has occurred in the direct-power supply module (such as overvoltage, undervoltage, short circuit, etc.), it cuts off the power supply and enables the 48V power supplied by the multi-directional DCDC module 4021 to support emergency pull-over parking.

[0158] Specifically, the 12V diagnostic module 4023 supplies external power that is combined externally, and the 12V diagnostic module 4023 that directly supplies power is preferentially selected to power external loads. When the 12V diagnostic module 4023 diagnoses that a power supply failure has occurred in the direct power supply module (such as overvoltage, undervoltage, short circuit, etc.), it cuts off the power supply and enables the 12V power supplied by the multi-directional DCDC module 4021 to support emergency pull-over parking.

[0159] Specifically, the control system module contains a control strategy and fault-tolerant compensation mechanism, such as Figure 7 As shown in the figure, the first step is to input vehicle status signals (steering wheel angle, speed, yaw rate, longitudinal acceleration, lateral acceleration) and driver operation instructions (throttle opening, brake pedal travel), the second step is to calculate the sideslip angle and yaw angle amplitude through the 3-DOF vehicle dynamics model, the third step is to calculate the required power of the steering, suspension and braking subsystems, the fourth step is to allocate 48V power output, and the fifth step is to output power allocation instructions. For more details, please refer to Figure 1 and Figure 2 The vehicle control method shown is distributed.

[0160] Exemplarily, the fault tolerance compensation mechanism includes:

[0161] Single-point failure of some sensors: The wheel speed sensor and brake pedal position sensor each have two independent signal acquisition and output channels. Failure of a single channel will not cause the EMB controller to be unable to obtain the signal.

[0162] by Figure 3For example, when MCU1 obtains the signal normally and MCU2 has a signal reading abnormality, there is no need to send a related signal acquisition request to MCU1. MCU2 only needs to cooperate in executing the collaborative action instructions issued by MCU1.

[0163] When MCU1 obtains an abnormal signal but MCU2 obtains a normal signal, MCU1 sends a relevant signal acquisition request to MCU2, and MCU2 sends the signal to MCU1 through CANFD3. MCU1 still makes the action decision, and MCU2 cooperates with MCU1 to act collaboratively.

[0164] When the brake pedal position signal, or brake signal, is completely unavailable, MCU1 and MCU2 can perform emergency braking by acquiring the P gear signals transmitted on two mutually redundant CANFDs. This conforms to the redundant design of new energy vehicles without a hard-wired Electronic Parking Brake (EPB) switch.

[0165] If a single wheel speed sensor signal is completely unavailable, the system can infer the value of the failed wheel speed sensor using the other three wheel speed signals and the relevant vehicle driving status signals on two redundant CANFD channels. Emergency braking is then performed based on this estimated value, while the system also alerts and coordinates the driver's actions to gradually reduce the vehicle speed. CAN network signal anomalies: Required signals are transmitted simultaneously on two redundant CANFD channels. In the event of a single point of failure, the same handling mechanism applies as for a single sensor point of failure.

[0166] When one or more CAN signals related to the braking function cannot be obtained at all, MCU1 can implement a separate emergency braking function based on the wheel speed signal and pedal position sensor collected by itself until the vehicle stops safely.

[0167] Failure of the drive circuit or EMB caliper motor: When the function is degraded, diagonal braking is preferred. This braking method can ensure the stability of the vehicle body to the greatest extent without relying on the cooperation of the steering system. The following is an example:

[0168] ① When a single point failure occurs in MCU1 or MCU2, the surviving MCU can independently control the two diagonal EMB caliper motors it drives to perform the braking function. The two diagonal EMB caliper motors driven by the failed MCU are powered off and automatically released.

[0169] ② When MCU1 cannot drive the two diagonal EMB caliper motors to work normally and there is no other circuit fault, MCU1 sends an action command to MCU2 through CANFD3, and then MCU2 drives the two diagonal EMB caliper motors connected to it to operate. At this time, the two diagonal EMB caliper motors connected to MCU1 are powered off and automatically released.

[0170] When MCU2 cannot drive the two diagonal caliper motors to work normally and there is no other circuit fault, the two diagonal EMB caliper motors are powered off and automatically released; MCU1 drives the two diagonal EMB caliper motors connected to it to operate.

[0171] ③ When MCU1 and MCU2 can only control the two non-diagonal EMB caliper motors, emergency braking can only be achieved while maintaining vehicle body stability by relying on the coordination of steering and suspension.

[0172] ④ When the single-point caliper motor fails, that is, when the three EMB caliper motors can still operate normally, MCU1 still makes the decision, and MCU2 cooperates and coordinates with the steering and suspension to complete the braking function. At this time, the impact of functional degradation is minimal.

[0173] The 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, and the chassis domain execution component includes: a steering execution component, a braking execution component and a suspension execution component. Figure 8 As shown, the integrated controller includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components utilize different buses to communicate with each other and can be installed on a common mainboard or installed in other ways as needed. The processor can process instructions executed in the computer device, including instructions stored in or on the memory to display graphical information of a GUI on an external input / output device (such as a display device coupled to the interface). In some optional 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 some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 8 A processor 10 is taken as an example.

[0174] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0175] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0176] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created based on the use of a computer device for displaying a small program landing page, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via 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 a combination thereof.

[0177] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0178] The integrated controller further includes a communication interface 30 for the vehicle to communicate with other devices or a communication network.

[0179] Although the embodiments of the present invention have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention. Such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A vehicle control method, wherein the vehicle includes a chassis domain execution component, the chassis domain execution component including: The steering actuator, the brake actuator and the suspension actuator are characterized in that the method includes: Obtaining a first required power, a second required power, and a third required power corresponding to the steering actuator, the braking actuator, and the suspension actuator, respectively; When a fault in the vehicle power supply system is detected, determining a first power distribution weight corresponding to the steering actuator based on the current remaining power of the vehicle battery and the relationship between the first power requirement, the second power requirement, and the third power requirement; Determining a second power distribution weight corresponding to the brake actuator based on the current vehicle speed, the first power distribution weight, and a correspondence between the second required power and the third required power; determining a third power distribution weight corresponding to the suspension actuator based on the first power distribution weight and the second power distribution weight; Distributing power to a steering actuator, a brake actuator, and a suspension actuator based on the first power distribution weight, the second power distribution weight, and the third power distribution weight, respectively, to control the operation of the chassis actuator; The determining of the first power distribution weight corresponding to the steering actuator component 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 includes: determining a basic power distribution weight corresponding to the steering execution component based on a correspondence 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 adjustment power distribution weight corresponding to the steering execution component based on the current remaining power, wherein the first adjustment power distribution weight is negatively correlated with the current remaining power; Based on the basic power distribution weight and the first adjusted power distribution weight corresponding to the steering execution component, a first power distribution weight corresponding to the steering execution component is determined.

2. The method according to claim 1, characterized in that The determining of the second power distribution weight corresponding to the brake actuator 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 brake actuator based on the first power distribution weight and a corresponding relationship between the second required power and the sum of the second required power and the third required power; determining a second adjustment power distribution weight corresponding to the brake actuator based on the current vehicle speed, wherein the second adjustment power distribution weight is positively correlated with the current vehicle speed; Based on the basic power distribution weight and the second adjusted power distribution weight corresponding to the brake actuating component, a second power distribution weight corresponding to the brake actuating component is determined.

3. The method according to claim 1, characterized in that The first power allocation weight is calculated by the following formula: + in, represents the first power allocation weight, and Not greater than the preset maximum power allocation weight, represents the first required power, represents the second required power, represents the third required power, represents the first adjustment power allocation weight, Determined by the current remaining charge in the vehicle's battery.

4. The method according to claim 2, characterized in that The second power allocation weight is calculated by the following formula: + in, represents the second power allocation weight, and , represents the first power allocation weight, represents the second required power, represents the third required power, represents the second adjustment power allocation weight, Determined by the current vehicle speed.

5. The method according to any one of claims 1 to 4, characterized in that The method further comprises: When the vehicle power supply system has no faults, power is distributed to the steering actuator, brake actuator and suspension actuator based on the first power requirement, the second power requirement and the third power requirement, respectively, to control the operation of the chassis actuator.

6. An integrated controller connected to a chassis-domain execution component of a vehicle, the chassis-domain execution component comprising: The steering actuator, the braking actuator and the suspension actuator are characterized in that the integrated controller is used to execute the method according to any one of claims 1 to 5.

7. The integrated controller according to claim 6, characterized in that: The integrated controller includes: a main controller and a sub-controller connected in communication; the brake actuator includes: four EMB caliper motors arranged at the wheel ends of the vehicle, wherein: 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 brake signal acquisition modules, and the main controller and the sub-controller respectively collect the brake signal of the vehicle through the brake signal acquisition modules; The main controller drives the two diagonal EMB caliper motors connected to the main controller based on the braking signal, and generates a collaborative control instruction based on the braking signal and sends it to the sub-controller, so that the sub-controller drives the two diagonal EMB caliper motors connected to the sub-controller to move synchronously based on the collaborative control instruction.

8. The integrated controller according to claim 7, characterized in that: When the main controller or the sub-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 sub-controller fails, the main controller or sub-controller that has not failed, or the main controller or sub-controller connected to the two diagonal EMB caliper motors that have not failed, drives the two diagonal EMB caliper motors connected to itself to operate based on the braking signal until the vehicle reaches a preset safety state.

9. The integrated controller according to claim 8, characterized in that: Before the vehicle reaches a preset safety state, the main controller or the sub-controller in the working state controls the operation of the two diagonal EMB caliper motors connected to itself based on the vehicle's operating information.

10. The integrated controller according to claim 9, characterized in that: The main controller or sub-controller in working state controls the operation of the two diagonal EMB caliper motors connected to it based on the vehicle's operating information, including: When the main controller or the sub-controller in the working state determines based on the vehicle's operating information that the vehicle's speed change does not meet the braking expectation, it adjusts the clamping force of the two diagonal EMB caliper motors connected to it; And / or, when the main controller or sub-controller in working state determines that the vehicle's steering does not meet the braking expectations based on the vehicle's operating information, it adjusts the braking force distribution ratio of the two diagonal EMB caliper motors connected to itself.

11. The integrated controller according to claim 9, characterized in that: The suspension actuator includes: four shock absorbers arranged at the wheel ends of the vehicle; Before the vehicle reaches a preset safety state, the main controller or the sub-controller in working state adjusts the damping force of each shock absorber when it determines that the pitch and / or roll of the vehicle does not meet the braking expectations based on the vehicle's operating information.

12. The integrated controller according to claim 7, characterized in that: When the braking signal cannot be obtained, the main controller drives the two diagonal EMB caliper motors connected to the main controller based on the parking gear signal when it receives the parking gear signal, and generates a collaborative 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 based on the collaborative control instruction.

13. A vehicle, characterized in that: include: A chassis domain execution component and an integrated controller as described in any one of claims 6 to 12, wherein 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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