Vehicle control method, device, system, vehicle, medium and product

Abstract

The present invention relates to a vehicle control method, device, system, vehicle, medium and product. The method is applied to a vehicle's power chassis control system, which is used to control the vehicle's power domain actuator and chassis domain actuator. The method includes: when the vehicle activates the active stability control function, the power chassis control system calculates the vehicle's current target slip rate based on the current target driving torque, the current target braking force and the current target suspension height; based on the vehicle's current actual slip rate, the current target slip rate and the current transient control parameters, the predicted transient control parameters of the vehicle at the next moment are determined; at the next moment, based on the driver's demand control parameters and the predicted transient control parameters, the power domain actuator and the chassis domain actuator are controlled to perform anti-skid control on the vehicle. This technical solution improves the timeliness of anti-skid treatment for the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, system, vehicle, medium and product. Background Art

[0002] Vehicle skidding refers to the sudden loss of adhesion between the tires and the road, resulting in a dangerous loss of trajectory or power transmission. This can lead to loss of control, causing the driver to lose control of the vehicle's trajectory and even causing a traffic accident. Therefore, the question of how to prevent vehicle skidding is a pressing issue.

[0003] Figure 1 The structure of the vehicle control system provided by the prior art is shown as follows: Figure 1 As shown, the existing vehicle control system 10 includes: an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14, a power domain control system 15, and a chassis domain control system 16. Among them, the power domain control system 15 is respectively communicated with the intelligent driving system 11, the cockpit system 12, and the power domain actuator 13 to control the power domain actuator 13; the chassis domain control system 16 is respectively communicated with the intelligent driving system 11, the cockpit system 12, and the chassis domain actuator 14 to control the chassis domain actuator 14. When the vehicle slips, the existing control method is: the power domain control system 15 determines the target driving torque of each slipping wheel through the rotational inertia, wheel radius, angular acceleration, slip rate, vehicle speed and torque of each slipping wheel, and then controls the power domain actuator 13 according to the target driving torque, the vehicle's requested torque and the target yaw torque to control the wheel torque. However, the powertrain control system 15 itself cannot collect angular acceleration and slip rate, and must obtain these angular acceleration and wheel speeds from the chassis control system 16 to determine the slip rate. This requires data exchange between the powertrain control system 15 and the chassis control system 16 to obtain these angular acceleration and wheel speeds. This data exchange process creates periodic delays, which can prevent timely anti-skid control of the vehicle. Summary of the Invention

[0004] One of the objects of the present invention is to provide a vehicle control method to solve the problem of poor timeliness of anti-skid control of vehicles in the prior art; the second object is to provide a vehicle control device; the third object is to provide a power chassis control system; the fourth object is to provide a vehicle; the fifth object is to provide a computer-readable storage medium; and the sixth object is to provide a computer program product.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A vehicle control method is applied to a power chassis control system of a vehicle, wherein the power chassis control system is used to control a power domain actuator and a chassis domain actuator of the vehicle, the method comprising:

[0007] When an active stability control function is activated on the vehicle, calculating a current target slip ratio of the vehicle based on a current target driving torque, a current target braking force, and a current target suspension height;

[0008] determining predicted transient control parameters of the vehicle at a next moment based on a current actual slip rate of the vehicle, the current target slip rate, and current transient control parameters, wherein the current transient control parameters include parameters used to control the power domain actuator and the chassis domain actuator at the current moment, obtained based on parameter predictions for controlling the power domain actuator and the chassis domain actuator at a previous moment;

[0009] At the next moment, the power domain actuator and the chassis domain actuator are controlled according to the driver's demand control parameter and the predicted transient control parameter to perform anti-skid control on the vehicle.

[0010] According to the above technical measures, the power chassis control system integrates all chassis and powertrain functions, allowing data processing to be performed within a single system. This reduces the latency caused by inter-system communication and effectively improves the effectiveness of anti-skid control. Furthermore, since adjusting the suspension height can adjust the vehicle's center of gravity, it improves tire grip and prevents the vehicle from becoming airborne. Therefore, incorporating suspension height into anti-skid control can more promptly return the vehicle to a normal, non-slip state. Furthermore, since braking force directly applies drag torque to the wheels, it can quickly, effectively, and directly reduce the speed of slipping wheels. Therefore, incorporating braking force into anti-skid control, in addition to combining suspension height and drive torque, can effectively improve the timeliness of control. Finally, the predicted transient control parameters for the next moment can be predicted based on the current actual slip rate, the current target slip rate, and the current transient control parameters. This allows vehicle control to be implemented at the next moment after the driver's desired control parameters are obtained. This reduces the amount of data required to calculate control at each moment and improves the timeliness of anti-skid control.

[0011] Furthermore, determining a predicted transient control parameter of the vehicle at a next moment based on the current actual slip rate, the current target slip rate, and the current transient control parameter of the vehicle includes:

[0012] determining an initial predicted transient control parameter of the vehicle at a next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameter;

[0013] obtaining a predicted slip rate and a predicted target slip rate of the vehicle at a next moment according to the initial predicted transient control parameters;

[0014] If it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip ratio and the predicted target slip ratio, the initial predicted transient control parameters are corrected based on the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at a next moment;

[0015] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter does not need to be corrected, the initial predicted transient control parameter is used as the predicted transient control parameter of the vehicle at the next moment.

[0016] According to the above technical means, the initial predicted transient control parameters of the vehicle at the next moment are first determined, and then the initial predicted transient control parameters are corrected according to the degree of deviation between the predicted slip rate difference and the predicted target slip rate. This can effectively ensure the accuracy of the generated transient control parameters, thereby improving the accuracy of anti-skid control and ensuring vehicle driving safety.

[0017] Furthermore, the method further comprises:

[0018] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, determining that the initial predicted transient control parameter needs to be corrected;

[0019] Otherwise, it is determined that the initial predicted transient control parameters do not need to be corrected.

[0020] According to the above technical approach, if the difference between the predicted slip rate and the predicted target slip rate is greater than a first preset slip rate difference, applying the initial predicted transient control parameters at the next moment will result in a certain degree of slippage. To ensure that the vehicle can be corrected to a normal, non-slip state as quickly as possible, it is necessary to increase the anti-slip control intensity of the vehicle, namely, to modify the initial predicted transient control parameters to improve the timeliness of anti-slip treatment.

[0021] Furthermore, determining the initial predicted transient control parameter of the vehicle at the next moment based on the current actual slip rate, the current target slip rate, and the current transient control parameter includes:

[0022] determining a difference between the current actual slip rate and the current target slip rate as a current actual slip rate difference;

[0023] If the current actual slip ratio satisfies the first condition, determining an initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determining an initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value;

[0024] If the current actual slip ratio satisfies the second condition, an initial predicted transient driving torque target value of the vehicle at the next moment is determined according to the current transient driving torque target value, an initial predicted transient suspension height target value of the vehicle at the next moment is determined according to the current transient suspension height target value, and an initial predicted transient braking force target value of the vehicle at the next moment is determined according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value;

[0025] The first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference; the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

[0026] According to the above technical means, the vehicle's slip condition is determined by comparing the current actual slip ratio difference with the second and third preset slip ratio differences. When the vehicle's slip condition is mild, only the vehicle's driving torque and suspension stability are controlled, ensuring anti-slip performance while also maintaining the user's driving experience. When the vehicle's slip condition is severe, to avoid traffic accidents and impact user safety, the vehicle's driving torque, braking force, and suspension height are comprehensively controlled to quickly bring the vehicle to a safe, non-slip state, improving the timeliness and effectiveness of vehicle control.

[0027] Furthermore, if it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip rate and the predicted target slip rate, the initial predicted transient control parameters are corrected based on the predicted slip rate and the predicted target slip rate to obtain the predicted transient control parameters of the vehicle at a next moment, including:

[0028] determining a difference between the predicted slip rate and the predicted target slip rate as a predicted slip rate difference;

[0029] If the predicted slip ratio difference is greater than the first preset slip ratio difference, determining a transient control parameter increment according to the predicted slip ratio difference;

[0030] The data of any dimension in the initial predicted transient control parameter is superimposed on the data of the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameter and obtain the predicted transient control parameter of the vehicle at the next moment.

[0031] According to the above technical means, the initial predicted transient control parameters are corrected with corresponding strength according to the degree of deviation between the predicted slip rate difference and the predicted target slip rate, thereby generating transient control parameters to ensure that the generated transient control parameters can make the vehicle as close to the target slip rate as possible at the next moment, effectively improving the accuracy of anti-skid control and ensuring vehicle driving safety.

[0032] Furthermore, the calculating of the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height includes:

[0033] determining a current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height, and the suspension stiffness;

[0034] determining a current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and a wheel radius;

[0035] A current target slip rate of the vehicle is determined according to the current wheel adhesion coefficient, the current wheel normal load, a preset basic slip rate, a preset adjustment factor, and a preset wheel adhesion coefficient.

[0036] According to the above technical approach, in traditional methods, the target slip ratio is typically a fixed value based on experience or actual vehicle calibration to determine vehicle slippage. However, the critical slip ratio threshold for vehicle slippage varies under different operating conditions, and using a unified standard (a fixed target slip ratio) to determine vehicle slippage under all operating conditions is inaccurate. In this approach, the preset base slip ratio can be dynamically adjusted based on real-time vehicle driving and braking requirements, load changes, and suspension status during operation to generate a current target slip ratio that better suits the current operating conditions, thereby improving the accuracy of subsequent anti-skid control of the vehicle based on this current target slip ratio.

[0037] Furthermore, the first condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration is less than a preset duration;

[0038] The second condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration exceeds a preset duration;

[0039] The target duration is used to indicate a duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and the actual slip rate is less than the third preset slip rate difference.

[0040] According to the above technical approach, when the current actual slip ratio difference is greater than the second preset slip ratio difference and less than the third preset slip ratio difference, a target duration for the vehicle to remain within this slip ratio difference range (from the second preset slip ratio difference to the third preset slip ratio difference) is further determined. If the target duration is less than the preset duration, it indicates that the vehicle has just begun to slip, and controlling the vehicle's drive torque and suspension height alone can meet the actual control requirements. If the target duration is greater than or equal to the preset duration, it indicates that the vehicle has been slipping for a long time without improvement. This means that adjusting the drive torque and suspension height alone for anti-skid control is insufficient and cannot meet the actual anti-skid requirements. In this case, a comprehensive approach using drive torque, transient braking force, and suspension height is required to simultaneously implement anti-skid control to ensure effective anti-skid control.

[0041] Furthermore, determining the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value includes:

[0042] determining an initial predicted transient driving torque target value of the slipping axle at a next moment based on a current transient driving torque target value and a current driving attenuation coefficient of the slipping axle of the vehicle, wherein the current driving attenuation coefficient is related to the current actual slip ratio;

[0043] determining an initial predicted transient driving torque target value of the non-slip axle at a next moment based on the current transient driving torque target value of the non-slip axle of the vehicle and the torque transfer amount at each moment;

[0044] Based on the driving configuration of the vehicle, the initial predicted transient driving torque target value of the slipping axle and the initial predicted transient driving torque target value of the non-slipping axle, the initial predicted transient driving torque target value of each wheel of the vehicle is determined, and the initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel.

[0045] Furthermore, determining an initial predicted transient suspension height target value of the vehicle at a next moment based on the current transient suspension height target value includes:

[0046] determining a current height attenuation coefficient corresponding to the current actual slip rate difference according to the current actual slip rate difference;

[0047] Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment;

[0048] subtracting the product from the current target suspension height to obtain a difference, and determining the difference as the suspension height to be selected;

[0049] If the preset suspension height is greater than or equal to the suspension height to be selected, determining the preset suspension height as the initial predicted transient suspension height target value;

[0050] If the preset suspension height is smaller than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

[0051] Furthermore, determining the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value includes:

[0052] Based on the current transient braking force target value and the braking force variation coefficient of the slipping axle of the vehicle, the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment is determined. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force variation coefficient is related to the current vehicle speed.

[0053] A vehicle control device is applied to a power chassis control system of a vehicle, wherein the power chassis control system is used to control a power domain actuator and a chassis domain actuator of the vehicle, and the vehicle control device includes:

[0054] a calculation module, configured to calculate a current target slip ratio of the vehicle according to a current target driving torque, a current target braking force, and a current target suspension height when an active stability control function is activated on the vehicle;

[0055] a determination module, configured to determine predicted transient control parameters of the vehicle at a next moment based on a current actual slip rate of the vehicle, the current target slip rate, and current transient control parameters, wherein the current transient control parameters include parameters used to control the power domain actuator and the chassis domain actuator at the current moment, obtained based on parameters predicted for controlling the power domain actuator and the chassis domain actuator at a previous moment;

[0056] The control module is configured to control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle at a next moment according to the driver's demand control parameter and the predicted transient control parameter.

[0057] Furthermore, the determining module is specifically configured to:

[0058] determining an initial predicted transient control parameter of the vehicle at a next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameter;

[0059] obtaining a predicted slip rate and a predicted target slip rate of the vehicle at a next moment according to the initial predicted transient control parameters;

[0060] If it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip ratio and the predicted target slip ratio, the initial predicted transient control parameters are corrected based on the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at a next moment;

[0061] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter does not need to be corrected, the initial predicted transient control parameter is used as the predicted transient control parameter of the vehicle at the next moment.

[0062] Furthermore, the determining module is further configured to:

[0063] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, determining that the initial predicted transient control parameter needs to be corrected;

[0064] Otherwise, it is determined that the initial predicted transient control parameters do not need to be corrected.

[0065] Furthermore, the determining module is specifically configured to:

[0066] determining a difference between the current actual slip rate and the current target slip rate as a current actual slip rate difference;

[0067] If the current actual slip ratio satisfies the first condition, determining an initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determining an initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value;

[0068] If the current actual slip ratio satisfies the second condition, an initial predicted transient driving torque target value of the vehicle at the next moment is determined according to the current transient driving torque target value, an initial predicted transient suspension height target value of the vehicle at the next moment is determined according to the current transient suspension height target value, and an initial predicted transient braking force target value of the vehicle at the next moment is determined according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value;

[0069] The first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference; the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

[0070] Furthermore, the determining module is specifically configured to:

[0071] determining a difference between the predicted slip rate and the predicted target slip rate as a predicted slip rate difference;

[0072] If the predicted slip ratio difference is greater than the first preset slip ratio difference, determining a transient control parameter increment according to the predicted slip ratio difference;

[0073] The data of any dimension in the initial predicted transient control parameter is superimposed on the data of the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameter and obtain the predicted transient control parameter of the vehicle at the next moment.

[0074] Furthermore, the calculation module is specifically used to:

[0075] determining a current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height, and the suspension stiffness;

[0076] determining a current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and a wheel radius;

[0077] A current target slip rate of the vehicle is determined according to the current wheel adhesion coefficient, the current wheel normal load, a preset basic slip rate, a preset adjustment factor, and a preset wheel adhesion coefficient.

[0078] Furthermore, the first condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration is less than a preset duration;

[0079] The second condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration exceeds a preset duration;

[0080] The target duration is used to indicate a duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and the actual slip rate is less than the third preset slip rate difference.

[0081] Furthermore, the determining module is specifically configured to:

[0082] determining an initial predicted transient driving torque target value of the slipping axle at a next moment based on a current transient driving torque target value and a current driving attenuation coefficient of the slipping axle of the vehicle, wherein the current driving attenuation coefficient is related to the current actual slip ratio;

[0083] determining an initial predicted transient driving torque target value of the non-slip axle at a next moment based on the current transient driving torque target value of the non-slip axle of the vehicle and the torque transfer amount at each moment;

[0084] Based on the driving configuration of the vehicle, the initial predicted transient driving torque target value of the slipping axle and the initial predicted transient driving torque target value of the non-slipping axle, the initial predicted transient driving torque target value of each wheel of the vehicle is determined, and the initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel.

[0085] Furthermore, the determining module is specifically configured to:

[0086] determining a current height attenuation coefficient corresponding to the current actual slip rate difference according to the current actual slip rate difference;

[0087] Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment;

[0088] subtracting the product from the current target suspension height to obtain a difference, and determining the difference as the suspension height to be selected;

[0089] If the preset suspension height is greater than or equal to the suspension height to be selected, determining the preset suspension height as the initial predicted transient suspension height target value;

[0090] If the preset suspension height is smaller than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

[0091] Furthermore, the determining module is specifically configured to:

[0092] Based on the current transient braking force target value and the braking force variation coefficient of the slipping axle of the vehicle, the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment is determined. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force variation coefficient is related to the current vehicle speed.

[0093] A power chassis control system is characterized by being used to execute the above-mentioned vehicle control method.

[0094] A vehicle comprises a vehicle body and the above-mentioned power chassis control system.

[0095] A computer-readable storage medium stores computer-executable instructions, which are used to implement the above-mentioned vehicle control method when executed by a processor.

[0096] A computer program product includes a computer program, and when the computer program is executed by a processor, the vehicle control method described above is implemented.

[0097] Beneficial effects of the present invention:

[0098] (1) The power chassis control system integrates all chassis functions and all power functions. Data processing can be implemented in this system, reducing the time delay caused by communication between systems and effectively improving the effectiveness of anti-skid processing. In addition, since adjusting the suspension height can adjust the center of gravity of the vehicle, the grip of the tires can be improved to prevent the vehicle from hanging in the air. Therefore, when the suspension height is combined with this factor to perform anti-skid processing on the vehicle, the vehicle can be controlled to a normal non-skidding state more timely. Furthermore, since the braking force can directly apply resistance torque to the wheel, it can quickly, strongly and directly reduce the speed of the slipping wheel. Therefore, on the basis of combining the suspension height and driving torque, further combining the braking force to perform anti-skid control on the vehicle can more effectively improve the timeliness of control. Finally, the predicted transient control parameters at the next moment can be predicted based on the current actual slip rate, the current target slip rate and the current transient control parameters, so that the vehicle can be controlled after obtaining the driver's required control parameters at the next moment, reducing the amount of data that needs to be calculated before controlling the vehicle at each moment and improving the timeliness of anti-skid control of the vehicle.

[0099] (2) In traditional methods, the target slip rate is usually a fixed value based on experience or actual vehicle calibration, which is used to determine the vehicle's slip condition. However, under different operating conditions, the critical point of the slip rate for vehicle slip is different. It is inaccurate to use a unified standard (fixed target slip rate) to judge the vehicle's slip condition under all operating conditions. In this technical solution, the preset basic slip rate can be dynamically adjusted according to the real-time conditions such as the driving and braking requirements, load changes, and suspension status of the vehicle during operation to generate a current target slip rate that is more in line with the current operating conditions, thereby improving the accuracy of subsequent anti-skid control of the vehicle based on the current target slip rate.

[0100] (3) According to the degree of deviation between the predicted slip rate difference and the predicted target slip rate, the initial predicted transient control parameters are corrected according to the correction force corresponding to the degree of deviation, thereby generating transient control parameters to ensure that the generated transient control parameters can make the vehicle as close to the target slip rate as possible at the next moment, effectively improving the accuracy of anti-skid control and ensuring vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0101] Figure 1 A schematic diagram of the structure of a vehicle control system provided by the prior art;

[0102] Figure 2 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 1 ;

[0103] Figure 3 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 2 ;

[0104] Figure 4 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 3 ;

[0105] Figure 5 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 4 ;

[0106] Figure 6 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 5 ;

[0107] Figure 7 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 1 ;

[0108] Figure 8 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 2 ;

[0109] Figure 9 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 3 ;

[0110] Figure 10 A schematic flow chart of a configuration method for a vehicle control system according to an embodiment of the present invention;

[0111] Figure 11 A schematic diagram of the configuration principle of a vehicle control system provided by an embodiment of the present invention;

[0112] Figure 12 A schematic structural diagram of a vehicle control device provided by the present invention;

[0113] Figure 13 This is a schematic structural diagram of the vehicle provided by the present invention. DETAILED DESCRIPTION

[0114] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0115] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0116] First, the application background of the present invention is explained.

[0117] Vehicle skidding is the sudden loss of adhesion between the tires and the road, resulting in a dangerous loss of trajectory or loss of power transmission. This phenomenon essentially reflects an imbalance between tire grip and driving demands, with friction between the tires and the road insufficient to maintain normal vehicle movement. It often occurs on slippery roads, when tires are in poor condition, or when the driver is operating improperly. It is one of the most common safety hazards in vehicle dynamics.

[0118] For example, when driving in the rain, the tires need to drain water from the road to maintain direct contact with the road surface. If the vehicle speed is too high and the water is not drained in time, "hydroplaning" will occur; on icy and snowy roads, the low temperature makes the rubber harden and the friction coefficient drops sharply, and slight throttle or steering operations will cause skidding; tires that have been used for a long time will reduce the friction between the tires and the ground due to tread wear, which will lead to skidding.

[0119] In practice, vehicle skidding can directly lead to loss of control, causing the driver to lose control of the vehicle's trajectory. At high speeds, even a brief skid can cause the vehicle to stray from its lane, resulting in a collision with a guardrail or a serious accident involving other vehicles. Even more dangerously, skidding can cause the vehicle to spin or slide sideways. On slippery roads, this loss of control can often persist for extended periods, significantly increasing the probability and severity of an accident and potentially leading to a secondary, even more dangerous, incident.

[0120] Therefore, how to carry out anti-skid treatment on vehicles is a problem that needs to be solved urgently.

[0121] Figure 1 The structure of the vehicle control system provided by the prior art is shown as follows: Figure 1 As shown, the existing vehicle control system 10 includes an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14, a power domain control system 15, and a chassis domain control system 16. Among them, the power domain control system 15 is respectively connected to the intelligent driving system 11, the cockpit system 12, and the power domain actuator 13 for controlling the power domain actuator 13; the chassis domain control system 16 is respectively connected to the intelligent driving system 11, the cockpit system 12, and the chassis domain actuator 14 for controlling the chassis domain actuator 14.

[0122] based on Figure 1 The vehicle structure shown, at present, the anti-skid treatment of the vehicle is mainly: when the vehicle slips, the power domain control system 15 determines the target driving torque of each slipping wheel through the rotational inertia, wheel radius, angular acceleration, slip rate, vehicle speed and torque of each slipping wheel, and then controls the power domain actuator 13 to control the wheel torque according to the target driving torque, the vehicle's requested torque and the target yaw torque.

[0123] However, the powertrain control system 15 itself cannot collect angular acceleration and slip rate, and must obtain these angular acceleration and wheel speeds from the chassis control system 16 to determine the slip rate. This requires data exchange between the powertrain control system 15 and the chassis control system 16 to obtain these angular acceleration and wheel speeds. This data exchange process generates periodic delays, which can prevent timely anti-skid control of the vehicle.

[0124] In summary, the existing technology has poor timeliness in anti-skid control of vehicles.

[0125] Based on the above technical problems, the technical concept of the present invention is as follows: Considering that the periodic delay caused by the communication interaction between the power domain control system 15 and the chassis domain control system 16 is the main reason for the inability to timely perform anti-skid control on the vehicle, the inventors discovered during their research on vehicle control systems that the power domain control system 15 and the chassis domain control system 16 can be integrated to generate a power chassis control system that can control the power domain actuator 13 and the chassis domain actuator 14. When performing anti-skid control on the vehicle, the wheel speed can be directly obtained to calculate the target control parameters at the next moment, which can improve the timeliness of the anti-skid control of the vehicle.

[0126] The following describes in detail the technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems using specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The following embodiments of the present invention are described in conjunction with the accompanying drawings.

[0127] First, the power chassis control system to which the vehicle control method is applied is explained.

[0128] Figure 2 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 1 .like Figure 2 As shown, the vehicle control system 20 includes: an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14 and a power chassis control system 25.

[0129] Among them, the power chassis control system 25 is respectively communicated with the intelligent driving system 11, the cockpit system 12, the power domain actuator 13 and the chassis domain actuator 14.

[0130] Among them, the intelligent driving system 11 and the cockpit system 12 can both communicate with the power chassis control system 25 through the Controller Area Network (CAN) or Ethernet, and the power domain actuator 13 and the chassis domain actuator 14 can both communicate with the power chassis control system 25 through CAN or the Local Interconnect Network (LIN).

[0131] Among them, the power chassis control system 25 includes a power domain control module 2511 and a first chassis domain control module 2512.

[0132] The power domain control module 2511 includes a plurality of power control units corresponding to power functions. For example, the power control unit may include a motor control unit, a battery management unit, a charging control unit, a thermal management unit, and a drive unit.

[0133] It should be understood that the power domain control module 2511 is not simply a stack of independent power control units, but rather a coordinated hardware and software system built on a unified hardware platform. Internally, a high-speed bus connects the various functional partitions, forming a hierarchical control network. In other words, while these power control units remain logically independent, they physically share computing resources, power management, and communication interfaces.

[0134] The first chassis domain control module 2512 includes chassis control units corresponding to multiple chassis functions. For example, the chassis control units may include a brake-by-wire unit, a non-brake-by-wire unit, a steer-by-wire unit, and an electronic parking unit.

[0135] Similar to the power domain control module 2511, the first chassis domain control module 2512 is not a simple stacking of multiple independent chassis control units, but a software and hardware collaborative system built on a unified hardware platform. The various functional partitions are connected internally through a high-speed bus to form a hierarchical control network.

[0136] It should be understood that the power domain control module 2511 and the first chassis domain control module 2512 are also connected through a high-speed bus. Although the power domain control module 2511 and the first chassis domain control module 2512 maintain logical independence, they share computing resources, power management and communication interfaces at the physical level.

[0137] Specifically, the power chassis control system 25 is used to control the power domain actuator 13 through the power domain control module 2511 according to the control instructions input by the intelligent driving system 11 or the cockpit system 12, and to control the chassis domain actuator 14 through the first chassis domain control module 2512.

[0138] It should be understood that the control instruction can be a control instruction generated by the intelligent driving system 11 or the cockpit system 12 in response to the user's operation, or it can be automatically generated by the intelligent driving system 11 or the cockpit system 12 through its own processing logic in response to the driving environment.

[0139] For example, the driver can click the active stability control function button on the instrument panel or the center console, and the cockpit system 12 generates a control instruction in response to the user's click operation, which is used to control the vehicle to turn on the active anti-skid control function.

[0140] In one possible implementation, when the power chassis control system 25 obtains the control instructions input by the intelligent driving system 11 and the cockpit system 12, it processes the control instructions and the sensor data through the power domain control module 2511 and the first chassis domain control module 2512, and then controls the corresponding actuators.

[0141] Optionally, the power chassis control system 25 may further include a calculation module for calculating common parameters. The power domain control module 2511 may obtain the parameters calculated by the calculation module for subsequent operations.

[0142] For example, the calculation module may be used to calculate a current actual slip ratio and a current target slip ratio of the vehicle to determine whether the vehicle is currently slipping.

[0143] In the prior art, due to periodic delays in communication between different systems, data generated or acquired by the chassis domain controller at the current moment cannot be acquired by the power domain controller until the next time period (or even multiple time periods later). By this time, the vehicle state has changed, causing the power domain controller to perform calculations based on outdated data, making it impossible to guarantee the accuracy and timeliness of subsequent vehicle control. In this embodiment, by integrating the power domain control system and the chassis domain control system into the same system (power chassis control system 25), the periodic delays caused by communication interactions between different systems are avoided, ensuring the timeliness of data acquisition, and thus improving the timeliness of vehicle control based on the acquired data.

[0144] Furthermore, the existing technology also suffers from inconsistent control targets. Specifically, at the current moment, the chassis domain control system will perform anti-skid processing on the vehicle based on the data collected or generated at the current moment and set an anti-skid target. However, the power domain control system performs anti-skid processing on the vehicle and sets an anti-skid target based on outdated data obtained from the chassis domain control system. The anti-skid targets set by the two are inconsistent, which in turn leads to conflicts in the driving torque and braking force applied to the vehicle or excessive braking. In an embodiment of the present invention, by integrating the power domain control system and the chassis domain control system into the same system (power chassis control system 25), the two can simultaneously obtain data at the same time, thereby unifying the control targets of the chassis domain and power domain. Therefore, the power domain actuators and chassis domain actuators can be controlled simultaneously according to the calculation results corresponding to the unified control targets, effectively ensuring the accuracy of vehicle control.

[0145] Furthermore, the power chassis control system 25 can be placed in the same controller or in two or more controllers. When placing the power chassis control system 25 in two controllers, a portion of the processing logic in the power chassis control system 25 can be placed in one controller, and another portion in the other controller. Alternatively, the two controllers can each contain a portion of the same processing logic, while each controller can contain different processing logic. Alternatively, the two controllers can contain the same processing logic. If the two controllers share the same processing logic, and a problem occurs with that portion of the processing logic in one controller, the corresponding identical processing logic in the other controller can be called upon to continue controlling the vehicle.

[0146] Furthermore, when the power chassis control system 25 is placed in a controller, the controller can be provided with a single chip or two chips. When two chips are provided in the controller, a portion of the processing logic in the power chassis control system 25 can be placed in one chip, and another portion of the processing logic can be placed in the other chip. Alternatively, the two chips can have some of the same processing logic, while different processing logic can be placed in each chip. Alternatively, the two chips can have exactly the same processing logic. If the two chips have the same processing logic, and a problem occurs with the processing logic in one chip, the corresponding identical processing logic in the other controller can be called to continue controlling the vehicle.

[0147] It should be understood that the two chips can communicate based on inter-core, Ethernet or CAN.

[0148] exist Figure 2 Based on the embodiment shown, Figure 3-6 The structure of the vehicle control system 20 when the power chassis control system 25 is placed in two controllers will be explained.

[0149] Figure 3 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 2 .like Figure 3 As shown, the power chassis control system 25 includes a first controller 251 and a second controller 252 that are communicatively connected. The first controller 251 includes a power domain control module 2511 and a first chassis domain control module 2512. The second controller 252 includes a first chassis domain control redundancy module 2521 corresponding to the first chassis domain control module 2512.

[0150] Among them, the processing logic in the first chassis domain control redundancy module 2521 is the same as the processing logic in the first chassis domain control module 2512.

[0151] In one possible implementation, the first chassis domain control module 2512 includes chassis control units corresponding to all chassis functions, and the first chassis domain control redundancy module 2521 also includes chassis control units corresponding to all chassis functions.

[0152] In this embodiment of the present invention, the chassis control unit affects vehicle driving safety, and a failure thereof could affect the personal safety of the user. Therefore, a redundant backup of the chassis control function is implemented so that if a failure occurs in the first controller 251, the chassis control unit of the second controller 252 is used to control the chassis, thereby ensuring vehicle driving safety.

[0153] Figure 4 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 3 .like Figure 4 As shown, the power chassis control system 25 includes a first controller 251 and a second controller 252 that are communicatively connected. The first controller 251 includes a power domain control module 2511, a second chassis domain control module 2513 and a third chassis domain control module 2514. The second controller 252 includes a second chassis domain control redundancy module 2522 and a fourth chassis domain control module 2523.

[0154] Among them, the processing logic in the second chassis domain control module 2513 is the same as the processing logic in the second chassis domain control redundancy module 2522.

[0155] Among them, the third chassis domain control module 2514 and the fourth chassis domain control module 2523 include different chassis functions.

[0156] In one practical implementation, the priority of each chassis function can be determined first. A higher priority indicates a more urgent chassis function and a greater impact on vehicle driving safety. The chassis control units corresponding to chassis functions that meet the priority requirements (i.e., those with a priority greater than a preset value or those ranked in the top digits) are then configured as chassis control units to be included in the second chassis domain control module 2513. This means that these chassis control units require redundant backup control.

[0157] The chassis control unit not included in the second chassis domain control module 2513 can be deployed separately in the first controller 251 or the second controller 252, that is, the chassis control unit not included in the second chassis domain control module 2513 does not need to be redundantly controlled.

[0158] In practice, the first controller 251 serves as the primary controller, integrating the core functions of the power domain control module 2511 and the first chassis domain control module 2512. It is responsible for the coordinated control of vehicle power distribution and chassis dynamics. The second controller 252 is a redundant controller. The second chassis domain control redundancy module 2522 utilizes the same processing logic and algorithms as the second chassis domain control module 2513. If the first controller 251 fails, the second controller 252 can replace the first controller 251 to process data, providing dual protection for safety-critical functions such as steering and braking.

[0159] exist Figure 4 In the illustrated embodiment, redundant backups can be pre-configured for chassis control units that could impact vehicle safety based on their priority. In the event of a failure in first controller 251, chassis control is switched to the chassis control units of second controller 252, ensuring vehicle safety. Furthermore, since second controller 252 only needs to provide redundant backups for a few critical chassis control units, only a lower-cost controller is required, saving the overall cost of the vehicle control system and the memory space of second controller 252.

[0160] exist Figure 3 On the basis of Figure 5 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 4 .like Figure 5 As shown, the second controller 252 also includes a power domain control redundancy module 2524 corresponding to the power domain control module 2511 , and the processing logic in the power domain control redundancy module 2524 is the same as the processing logic in the power domain control module 2511 .

[0161] and Figure 3Compared to the illustrated embodiment, the second controller 252 includes a power domain control redundancy module 2524 in addition to the first chassis domain control redundancy module 2521. Thus, if the power domain control module 2511 of the second controller 252 fails, the power domain control redundancy module 2524 in the second controller 252 can be used to control the vehicle's power, ensuring driving safety.

[0162] exist Figure 4 On the basis of Figure 6 A schematic diagram of the structure of a vehicle control system provided by an embodiment of the present invention Figure 5 .like Figure 6 As shown, the second chassis domain control module 2513 includes a wire-controlled / non-wire-controlled braking unit, an electronic parking unit and a wire-controlled steering unit, and the second chassis domain control redundancy module 2522 includes a wire-controlled / non-wire-controlled braking redundancy unit, an electronic parking redundancy unit and a wire-controlled steering redundancy unit.

[0163] Among them, the wire-controlled / non-wire-controlled braking unit in the first chassis domain control module 2512 has the same processing logic as the wire-controlled / non-wire-controlled braking redundant unit in the first chassis domain control redundant module 2521; the electronic parking unit in the first chassis domain control module 2512 has the same processing logic as the electronic parking redundant unit in the first chassis domain control redundant module 2521; the wire-controlled steering unit in the first chassis domain control module 2512 has the same processing logic as the wire-controlled steering redundant unit in the first chassis domain control redundant module 2521.

[0164] Among them, the fourth chassis domain control module 2523 also includes a suspension unit.

[0165] Since the suspension unit is mainly used to control the suspension to improve user comfort and has little impact on vehicle driving safety, it is not necessary to perform redundant backup of the suspension unit, thereby saving the computing resources of the controller and saving costs. Furthermore, since there are many modules and units deployed in the first controller 251, in order to avoid occupying the computing resources of other key units in the first controller 251 and improve the processing efficiency of the first controller 251, the suspension unit can be deployed in the fourth chassis domain control module 2523 of the second controller 252.

[0166] Among them, the power domain control module 2511 includes a drive unit.

[0167] For example, the power domain actuator 13 can control at least one of a power battery, a centralized electric drive, a distributed electric drive, an on-board charger (OBC), and a DC-DC converter (DCDC). The chassis domain actuator 14 can include at least one of a feel simulation actuator, a power steering actuator, a wheel-end brake actuator, and a suspension actuator.

[0168] Specifically, the user can activate the active stability control function through the cockpit system 12. In response to the user's activation, the cockpit system 12 activates the active stability control function and sends a signal to the dynamic chassis control system 25, instructing it to perform anti-skid control on the vehicle. The dynamic chassis control system 25 then determines the target control parameters for the next moment based on the current target driving torque, current target braking force, current target suspension height, current actual slip rate, and current transient control parameters, combined with the driver's demand control parameters. The target control parameters include target braking force, target driving torque, and target suspension height. The chassis-domain actuator 14 is then controlled by the target braking force and target suspension height, and the dynamic-domain actuator 13 is controlled by the target driving torque.

[0169] It should be understood that which components the power domain actuator 13 controls and which actuators the chassis domain actuator 14 includes are pre-configured according to the vehicle configuration.

[0170] It should be understood that Figure 6 The embodiment shown does not include the third chassis domain control module 2514. Figure 4 In the illustrated embodiment, whether it is necessary to set up the third chassis domain control module 2514 and / or the fourth chassis domain control module 2523 can be determined based on actual conditions.

[0171] It should be understood that Figure 2-Figure 6 The vehicle control system provided by any embodiment can cover all extended-range and pure electric centralized drive configurations, namely front-wheel drive (FWD), rear-wheel drive (RWD), dual-motor four-wheel drive, front-centralized electric drive and rear-distributed electric drive, front-distributed electric drive and rear-centralized electric drive, and four-motor distributed drive configurations. It also covers horizontal, longitudinal, and vertical chassis types, including brake-by-wire, non-brake-by-wire, steer-by-wire, non-steer-by-wire, active hydraulic suspension, Electronic Continuous Damping Control (ECDC), and Electronically Controlled Air Suspension (ECAS). By invoking different atomic functional modules in the fusion control system, different power-chassis fusion controls can be achieved, simultaneously controlling the associated chassis and power domain actuators.

[0172] At the same time, the power chassis control system 25 can isolate other functional domains, such as the intelligent driving system 11 and cockpit system 12, and directly control the power and chassis domains, thereby avoiding actuator design changes for different vehicle configurations and reducing actuator states. Power and chassis requirements from other functional domains are simply referred to the vehicle motion system level, such as the vehicle's total braking force requirements, total yaw torque requirements, and total drive torque requirements. The power chassis control system 25 then converts control commands to lower-level actuators, changing them to commands for single-wheel target braking force and single-motor target torque.

[0173] The aforementioned operations allow for adaptive interface matching at the power chassis control system 25 level, enabling conversion of relevant control commands to accommodate varying vehicle electronic and electrical architectures and communication protocols. This ensures that the power chassis control system 25 provides consistent commands and communication protocols to downstream actuators. To meet the diverse requirements of functional domains such as the intelligent driving system 11 and cockpit system 12, the power chassis control system 25 can similarly convert relevant control commands by invoking different functional units, ultimately ensuring consistent control command formats for downstream actuators.

[0174] The power chassis control system 25 directly accesses signals from the brake pedal, accelerator pedal, and wheel speed to more efficiently calculate user needs and related vehicle motion status. In response to the highly electronic and multi-degree-of-freedom vehicle configurations of distributed drive and a drive-by-wire chassis, compared to the original distributed functional domain architecture, further integration of algorithms such as torque routing and energy management enables more efficient implementation of vehicle functions such as pivoting, agile steering, high-speed cornering, and anti-skid, achieving enhanced driving performance.

[0175] Next, the vehicle control method applied by the present invention is explained in detail.

[0176] Figure 7 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 1 .like Figure 7 As shown, the vehicle control method can be implemented by the following steps:

[0177] S71. When the active stability control function is activated for the vehicle, calculate a current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height.

[0178] It should be understood that the embodiment of the present invention is implemented by a vehicle power chassis control system. The specific structure and explanation of the system can refer to the above Figure 2-Figure 6 The embodiments shown are not described in detail here.

[0179] In this step, after the vehicle activates the active stability control function in response to the user's activation operation for the active stability control function, the vehicle status will be detected in real time to determine whether the vehicle is slipping. When the vehicle is detected to be slipping, the anti-skid control of the vehicle will be triggered. When judging whether the vehicle is slipping, it is necessary to determine the current actual slip rate and the current target slip rate of the vehicle. The current target slip rate refers to the target slip rate of the vehicle at the current moment, and the target slip rate refers to the optimal ideal wheel slip rate of the vehicle. By judging the degree of deviation between the current actual slip rate and the current target slip rate, it is determined whether the vehicle is slipping and the degree of slipping. Therefore, it is first necessary to obtain the current target slip rate of the vehicle.

[0180] It should be understood that the current target slip ratio of the vehicle includes the current target slip ratio of each wheel.

[0181] In one possible implementation, the vehicle's current wheel adhesion coefficient can be first determined based on the current target suspension height, static suspension height, and suspension stiffness. The vehicle's current wheel normal load can then be determined based on the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius. Finally, the vehicle's current target slip ratio can be determined based on the current wheel adhesion coefficient, the current wheel normal load, a preset base slip ratio, a preset adjustment factor, and the preset wheel adhesion coefficient.

[0182] For example, the current target slip ratio of each wheel can be calculated using the following formula (1):

[0183]

[0184] in, For wheels The current target slip ratio, Preset basic slip rate, is the preset adjustment factor, is the preset wheel adhesion coefficient under ideal adhesion conditions, For wheels The current wheel adhesion coefficient.

[0185] It should be understood that 、 as well as All are pre-set based on experience and / or experimental data.

[0186] For example, It can be calculated by the following formula (2):

[0187]

[0188] in, Indicates wheels The normal load on the wheel at the current moment, For wheels The current target driving torque, is the current target braking force of wheel 𝑖, is the wheel radius.

[0189] It should be understood that if wheel 𝑖 is a non-slip wheel, the current target braking force is 0.

[0190] For example, It can be calculated by the following formula (3):

[0191]

[0192] in, Indicates wheels The normal load on the wheel at the current moment, is the static suspension height, is the suspension stiffness, is the current target suspension height.

[0193] It should be understood that Obtained through experience and / or real vehicle calibration.

[0194] It should be understood that the current target braking force of the vehicle includes the current target braking force of each slipping wheel of the vehicle, and the current target driving torque of the vehicle includes the current target driving torque of each wheel of the vehicle.

[0195] In traditional methods, the target slip ratio is typically a fixed value based on experience or actual vehicle calibration, used to determine vehicle slippage. However, the critical slip ratio threshold for vehicle slippage varies under different operating conditions, and using a single standard (a fixed target slip ratio) to determine vehicle slippage under all operating conditions is inaccurate. In this approach, the preset base slip ratio is dynamically adjusted based on real-time vehicle driving and braking requirements, load changes, and suspension status during operation to generate a current target slip ratio that better suits the current operating conditions, thereby improving the accuracy of subsequent anti-skid control based on this current target slip ratio.

[0196] S72: Determine a predicted transient control parameter of the vehicle at a next moment based on the current actual slip ratio, the current target slip ratio, and the current transient control parameter of the vehicle.

[0197] In this step, after determining the current target slip ratio, it is necessary to determine whether the vehicle is slipping based on the current target slip ratio and the degree of deviation from the current actual slip ratio. If the vehicle is slipping, the predicted transient control parameters for the next moment are predicted based on the current transient control parameters, so that anti-slip control can be promptly implemented at the next moment based on the predicted transient control parameters.

[0198] The current transient control parameters include the parameters used to control the power and chassis actuators at the previous moment, predicted based on the parameters used to control these actuators. In other words, the current transient control parameters are determined based on the actual slip ratio, target slip ratio, and transient control parameters at the previous moment.

[0199] The current actual slip ratio of the vehicle includes the current actual slip ratio of each wheel of the vehicle. The current actual slip ratio of each wheel can be calculated based on the current vehicle speed, wheel speed, and wheel radius.

[0200] For example, the current actual slip rate of each wheel can be calculated using the following formula (4):

[0201]

[0202] in, For the current moment, The wheel at the current moment The wheel speed, is the vehicle speed at the current moment, is a positive number close to 0, used to ensure the validity of formula (4). For wheels The current actual slip ratio, is the wheel radius.

[0203] In one possible implementation, the vehicle's initial predicted transient control parameters for the next moment can be determined based on the current actual slip rate, the current target slip rate, and the current transient control parameters. Subsequently, the vehicle's predicted slip rate and predicted target slip rate for the next moment are obtained based on the initial predicted transient control parameters. If the predicted slip rate and the predicted target slip rate determine that the initial predicted transient control parameters need to be corrected, the initial predicted transient control parameters are corrected based on the predicted slip rate and the predicted target slip rate to obtain the vehicle's predicted transient control parameters for the next moment. If the predicted slip rate and the predicted target slip rate determine that the initial predicted transient control parameters do not need to be corrected, the initial predicted transient control parameters are used as the vehicle's predicted transient control parameters for the next moment.

[0204] It should be understood that this approach will be described below. Figure 8 The detailed description is given in the embodiment shown and will not be repeated here.

[0205] In another implementation, after determining the initial predicted transient control parameters of the vehicle at the next moment based on the current actual slip rate, the current target slip rate and the current transient control parameters, the initial predicted transient control parameters can also be directly determined as the predicted transient control parameters of the vehicle at the next moment.

[0206] S73. At the next moment, according to the driver's demand control parameters and the predicted transient control parameters, the power domain actuator and the chassis domain actuator are controlled to perform anti-skid control on the vehicle.

[0207] In one possible implementation, the driver's demand control parameters can be obtained at the next moment, and the obtained driver's demand control parameters can be corrected according to the predicted transient control parameters to obtain target control parameters, and then the power domain actuator and chassis domain actuator are controlled according to the target control parameters.

[0208] The predicted transient control parameters include a predicted transient driving torque target value and a predicted transient suspension height target value, and the demand control parameters include a driver demand torque and a driver demand suspension height.

[0209] Optionally, the predicted transient control parameter may further include a predicted transient braking force target value, and the demand control parameter may further include a driver demand braking force.

[0210] Among them, the driver's required torque refers to the expected torque input by the driver through the accelerator pedal, which reflects the driver's demand for vehicle acceleration performance. The driver's required torque can be determined comprehensively based on the accelerator pedal opening, engine speed, current gear and vehicle driving status.

[0211] Among them, the driver's required braking force refers to the expected braking force input by the driver through the brake pedal. The driver's required braking force can be comprehensively determined based on the brake pedal travel, brake pedal speed (pedaling speed), current vehicle speed and vehicle load.

[0212] The sum of the predicted transient driving torque target value and the driver's requested torque can be determined as the vehicle's target driving torque at the next moment, and the sum of the predicted transient suspension height target value and the driver's requested suspension height can be determined as the vehicle's target suspension height at the next moment. Then, at the next moment, based on the target suspension height, a command is sent to the chassis-domain actuator to adjust the suspension to the target suspension height at the next moment. Based on the target driving torque, a command is sent to the power-domain actuator to apply the target driving torque corresponding to each wheel to the corresponding wheel at the next moment.

[0213] Optionally, the predicted instantaneous braking force target value and the driver's requested braking force are added together to determine the vehicle's target braking force at the next moment. At the next moment, based on the target braking force, a command is sent to the chassis-domain actuator to apply the target braking force to each slipping wheel at the next moment.

[0214] Among them, the target braking force, target driving torque and target suspension height are all target control parameters.

[0215] In the prior art, chassis and power functions are deployed separately through different systems—that is, chassis functions are implemented through a chassis domain controller, and power functions are implemented through a power domain controller. The communication between the two systems is subject to periodic delays. This means that data generated or acquired by the chassis domain controller at the current moment cannot be acquired by the power domain controller system until the next time period (or even multiple time periods later). This prevents both systems from simultaneously processing the current data at the current moment, and thus from simultaneously predicting the data for the next moment based on the current data. In embodiments of the present invention, by integrating the power domain control system and the chassis domain control system into the same system (power chassis control system 25), the periodic delays associated with communication between the different systems are avoided, ensuring timely data acquisition. Consequently, data at the next moment can be predicted based on the current data, allowing for timely vehicle control at the next moment based on the predicted data.

[0216] That is to say, since the power chassis control system of the embodiment of the present invention has both power functions and chassis functions, and can control the power domain actuator and chassis domain actuator of the vehicle, the predicted transient suspension height target value acting on the chassis domain actuator and the driver's required suspension height can be fused in the power chassis control system in seconds at the next moment, and the predicted transient braking force target value acting on the chassis domain actuator and the driver's required braking force can be fused in the power chassis control system in seconds, and the predicted transient driving torque target value acting on the chassis domain actuator and the driver's required torque can be fused in the power chassis control system in seconds. After fusion, the vehicle can be controlled directly through the corresponding actuator based on the fusion result. Before controlling the vehicle at each moment, only the above-mentioned fusion processing needs to be performed, and the processing time is short, thereby improving the timeliness of anti-skid control of the vehicle.

[0217] An embodiment of the present invention provides a vehicle control method, which is applied to a power chassis control system of a vehicle, wherein the power chassis control system is used to control the power domain actuator and chassis domain actuator of the vehicle. When the vehicle activates the active stability control function, the power chassis control system calculates the current target slip rate of the vehicle based on the current target driving torque, the current target braking force, and the current target suspension height; based on the current actual slip rate of the vehicle, the current target slip rate, and the current transient control parameters, the predicted transient control parameters of the vehicle at the next moment are determined; at the next moment, based on the driver's demand control parameters and the predicted transient control parameters, the power domain actuator and the chassis domain actuator are controlled to perform anti-skid control on the vehicle. Among them, the current transient control parameters include parameters predicted based on the parameters used to control the power domain actuator and the chassis domain actuator at the previous moment, and are used to control the power domain actuator and the chassis domain actuator at the current moment.

[0218] In this technical solution, the power chassis control system integrates all chassis and powertrain functions, allowing data processing to be performed within a single system. This reduces the time delay caused by inter-system communication and effectively improves the effectiveness of anti-skid control. Furthermore, since adjusting the suspension height can adjust the vehicle's center of gravity, it can improve tire grip and prevent the vehicle from becoming airborne. Therefore, incorporating suspension height into anti-skid control can more promptly control the vehicle to a normal, non-skidding state. Furthermore, since braking force directly applies a drag torque to the wheels, it can quickly, effectively, and directly reduce the speed of slipping wheels. Therefore, incorporating braking force into anti-skid control, in addition to combining suspension height and drive torque, can effectively improve the timeliness of control. Finally, the predicted transient control parameters for the next moment can be predicted based on the current actual slip rate, the current target slip rate, and the current transient control parameters. This allows the vehicle to be controlled once the driver's desired control parameters are obtained at the next moment. This reduces the amount of data required to calculate control at each moment and improves the timeliness of anti-skid control.

[0219] Figure 8 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 2 .like Figure 8 As shown, S72 can be implemented by the following steps:

[0220] S81. Determine the initial predicted transient control parameters of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters.

[0221] In this step, when it is determined that the vehicle is slipping, different anti-skid controls may be applied to the vehicle at different slip levels based on the current actual slip rate and the current target slip rate.

[0222] In one possible implementation, the presence and extent of vehicle slip can be determined based on the difference between the current actual slip rate and the current target slip rate. Once vehicle slip is determined, different strategies can be used to predict the vehicle's initial predicted transient control parameters at the next moment based on the slip level, enabling differentiated anti-slip measures for different vehicle slip levels.

[0223] In a possible implementation, it can be achieved through the following steps A to C:

[0224] Step A: determining the difference between the current actual slip rate and the current target slip rate as the current actual slip rate difference;

[0225] Step B: If the current actual slip ratio satisfies the first condition, then execute the following steps B1 and B2:

[0226] Step B1: Determine an initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value.

[0227] In one possible implementation, an initial predicted transient drive torque target value for the slipping axle at the next moment can be determined based on the current transient drive torque target value and the current drive attenuation coefficient of the slipping axle. Then, an initial predicted transient drive torque target value for the non-slipping axle at the next moment can be determined based on the current transient drive torque target value and the torque transfer amount at each moment of the vehicle. Finally, an initial predicted transient drive torque target value for each wheel of the vehicle can be determined based on the vehicle's drive configuration, the initial predicted transient drive torque target value for the slipping axle, and the initial predicted transient drive torque target value for the non-slipping axle.

[0228] The initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel, and the current driving attenuation coefficient is related to the current actual slip ratio.

[0229] For example, the initial predicted transient driving torque target value of the slipping axle can be calculated by the following formula (5):

[0230]

[0231] in, is the initial predicted transient driving torque target value of the slipping axle, For the next moment, is the time interval, is the current transient driving torque target value of the slipping axle, is the current driving attenuation coefficient related to the current actual slip rate.

[0232] For example, the initial predicted transient driving torque target value of the non-slip axle can be calculated by the following formula (6):

[0233]

[0234] in, is the initial predicted transient driving torque target value of the non-slip axle, is the current transient driving torque target value of the non-slip axle, is the torque transfer amount at each moment.

[0235] In a possible implementation, the maximum transfer torque corresponding to the slipping axle can be determined first, and the value obtained by dividing the maximum transfer torque by the number of preset time intervals can be determined as the value for each time interval. The corresponding torque transfer amount.

[0236] It should be understood that the number of preset time intervals multiplied by the time interval The obtained value is the preset maximum transfer duration.

[0237] In another possible implementation, the maximum transfer torque corresponding to the slipping axle can be determined first, and the value obtained by dividing the maximum transfer torque by the number of preset time intervals and the minimum value of the preset maximum unit torque transfer amount can be determined as the value for each time interval. The corresponding torque transfer amount.

[0238] In another possible implementation, the torque transfer amount may also be obtained through experimental data and / or actual vehicle calibration.

[0239] It should be understood that the embodiment of the present invention does not specifically limit the method for determining the torque transfer amount.

[0240] It should be understood that the torque transfer amount determined in this manner ensures that the driving torque of the slipping shaft can be slowly transferred to the non-slipping shaft, avoiding secondary slip caused by too rapid a transfer. Furthermore, the actual total torque transferred is ensured to be less than or equal to the maximum transfer torque to ensure the accuracy of the control process.

[0241] Furthermore, if the drive configuration is four-wheel hub motor drive, the initial predicted transient driving torque target value for each axle is distributed to each wheel based on a pre-set distribution rule, thereby obtaining the initial predicted transient driving torque target value for each wheel. If the drive configuration is in-wheel hub motor drive, half of the initial predicted transient driving torque target value for each axle is determined as the initial predicted transient driving torque target value for the wheels of that axle.

[0242] Step B2: determining an initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value.

[0243] In one possible implementation, a current height attenuation coefficient corresponding to the current actual slip rate difference is determined based on the current actual slip rate difference. The product of the current height attenuation coefficient and the time interval is then calculated, where the time interval refers to the interval between the current moment and the next moment. The difference obtained by subtracting the product from the current target suspension height is then determined as the suspension height to be selected. If the preset suspension height is greater than or equal to the suspension height to be selected, the preset suspension height is determined as the initial predicted transient suspension height target value. If the preset suspension height is less than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

[0244] For example, the initial predicted transient suspension height target value can be determined by the following formula (7):

[0245]

[0246] in, is the initial predicted transient suspension height target value of the vehicle at the next moment, The preset suspension height is the minimum allowable suspension height. is the current transient suspension height target value of the vehicle at the current moment, is the current height attenuation coefficient, The suspension height to be selected.

[0247] The current transient control parameters include a current transient driving torque target value and a current transient suspension height target value, and the initial predicted transient control parameters include an initial predicted transient driving torque target value and an initial predicted transient suspension height target value.

[0248] Step C: If the current actual slip ratio satisfies the second condition, then execute the following steps C1 to C3:

[0249] Step C1: determining an initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value.

[0250] In one possible implementation, an initial predicted transient drive torque target value for the slipping axle at the next moment can be determined based on the current transient drive torque target value and the current drive attenuation coefficient of the slipping axle. Then, an initial predicted transient drive torque target value for the non-slipping axle at the next moment can be determined based on the current transient drive torque target value and the torque transfer amount at each moment of the vehicle. Finally, an initial predicted transient drive torque target value for each wheel of the vehicle can be determined based on the vehicle's drive configuration, the initial predicted transient drive torque target value for the slipping axle, and the initial predicted transient drive torque target value for the non-slipping axle.

[0251] For example, the initial predicted transient driving torque target value of the slipping axle can be calculated by the following formula (8):

[0252]

[0253] in, For the initial predicted transient driving torque target value of the slipping shaft, is the current driving attenuation coefficient, and its concept is the same as consistent, but and The values ​​can be the same or different.

[0254] For example, the initial predicted transient driving torque target value of the non-slip axle can be calculated by the following formula (9):

[0255]

[0256] in, The initial predicted transient driving torque target value for the non-slip shaft is: The torque transfer amount at each moment is the same as consistent, but and The values ​​can be the same or different.

[0257] Step C2: determining an initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value.

[0258] It should be understood that the calculation method and principle of step C2 can refer to the relevant content in step B2 and will not be repeated here.

[0259] Step C3: determining an initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value.

[0260] In one possible implementation, the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment is determined based on the current transient braking force target value and the braking force variation coefficient of the vehicle's slipping axle. The vehicle's initial predicted transient braking force target value includes the initial predicted transient braking force target value of each wheel, and the braking force variation coefficient is related to the vehicle's current speed.

[0261] For example, the initial predicted transient driving torque target value of the slipping axle can also be calculated by the following formula (10):

[0262]

[0263] in, Slipping wheels on slipping axles The initial predicted transient braking force target value at the next moment, For wheel slip The current transient braking force target value at the current moment, is the braking force variation coefficient.

[0264] Optionally, the initial predicted transient driving torque target value and the subsequent predicted transient driving torque target values ​​of the non-slipping wheels are both zero.

[0265] Among them, the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value and the initial predicted transient braking force target value.

[0266] In one implementation, the first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference.

[0267] When the current actual slip rate difference is greater than the second preset slip rate difference and is less than the third preset slip rate difference, it indicates that the vehicle is currently slipping, but the slip is not serious. The control requirements can be met by controlling the vehicle only by adjusting the drive torque and suspension height to ensure the driving and passenger experience.

[0268] In another implementation, the first condition further includes: the current actual slip rate difference is greater than the second preset slip rate difference, the current actual slip rate difference is less than the third preset slip rate difference, and the target duration is less than the preset duration. The target duration indicates the duration that the vehicle's actual slip rate is greater than the second preset slip rate difference and less than the third preset slip rate difference.

[0269] It should be understood that the preset duration may be pre-set based on empirical values ​​and / or experimental data, and the embodiment of the present invention does not impose any specific limitation on this.

[0270] In this implementation, when the current actual slip ratio difference is greater than the second preset slip ratio difference and less than the third preset slip ratio difference, a target duration for the vehicle's actual slip ratio to remain within this slip ratio difference range (from the second preset slip ratio difference to the third preset slip ratio difference) is further determined. If the target duration is less than the preset duration, it indicates that the vehicle has just begun to slip, and controlling the vehicle's drive torque and suspension height alone can meet actual control requirements.

[0271] In another implementation, the second condition further includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration exceeds the preset duration;

[0272] When the target duration is greater than or equal to the preset duration, it means that the vehicle has been slipping for a long time and there is still no improvement. This means that the anti-skid control of the vehicle by only adjusting the driving torque and suspension height is too weak to meet the actual anti-skid needs. At this time, the comprehensive driving torque, transient braking force and suspension height are required to simultaneously perform anti-skid treatment on the vehicle to ensure the anti-skid effect.

[0273] S82. Obtain the predicted slip rate and the predicted target slip rate of the vehicle at the next moment according to the initial predicted transient control parameters.

[0274] In one possible implementation, the vehicle's wheel normal load at the next moment can be calculated based on the initial predicted transient control parameters and formula (3). The vehicle's wheel adhesion coefficient at the next moment is then calculated based on the vehicle's wheel normal load at the next moment and the initial predicted transient control parameters. Finally, the vehicle's wheel normal load at the next moment is substituted into formula (1) to determine the vehicle's predicted target slip rate at the next moment.

[0275] In another possible implementation, the current target slip ratio may be determined as the predicted target slip ratio.

[0276] For example, the vehicle speed at the next moment can be calculated using the following formula (11):

[0277]

[0278] in, is the vehicle speed at the next moment, is the vehicle weight, is the current vehicle speed, is the wheel adhesion coefficient at the next moment, is the wheel normal load at the next moment, For wheels The target braking force at the next moment is obtained by adding the initial predicted transient braking force target value and the driver's required braking force at the next moment. The driver's required braking force at the next moment can be predicted, and the driver's required braking force at the current moment can also be determined as the driver's required braking force at the next moment.

[0279] For example, the wheel speed at the next moment can be calculated using the following formula (12):

[0280]

[0281] in, For wheels The wheel speed at the next moment, For wheels The current wheel speed at the current moment, is the moment of inertia, is the wheel radius, For wheels The initial predicted transient driving torque target value at the next moment is obtained by adding the initial predicted transient driving torque target value at the next moment and the driver demand driving torque. The driver demand driving torque at the next moment can be predicted, and the driver demand driving torque at the current moment can also be determined as the driver demand driving torque at the next moment.

[0282] Further, Substitute into formula (4) , and Bring in , the predicted slip rate of the vehicle at the next moment can be predicted.

[0283] S83. If it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip rate and the predicted target slip rate, the initial predicted transient control parameters are corrected based on the predicted slip rate and the predicted target slip rate to obtain the predicted transient control parameters of the vehicle at the next moment.

[0284] In a possible implementation method, if the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, it is determined that the initial predicted transient control parameter needs to be corrected.

[0285] In this implementation, the difference between the predicted slip rate and the predicted target slip rate is determined as a predicted slip rate difference. If the predicted slip rate difference is greater than a first preset slip rate difference, a transient control parameter increment is determined based on the predicted slip rate difference. Data for any dimension in the initial predicted transient control parameter is superimposed on the data for the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameter, thereby obtaining the predicted transient control parameter for the vehicle at the next moment.

[0286] For example, the vehicle's predicted transient control parameters can be determined by the following formula (13):

[0287]

[0288] in, For wheels When predicting the transient driving torque target value, For wheel slip The predicted transient braking force target value, To predict the transient suspension height target value, is the driving torque increment, is the braking force increment, is the suspension height increment. To predict the slip rate, To predict the target slip rate.

[0289] Optionally, for non-slipping wheels, the predicted transient braking force target value and the initial predicted transient braking force target value are both 0.

[0290] It should be understood that the driving torque increment, the braking force increment, and the suspension height increment are all transient control parameter increments, and the transient control parameter increment is proportional to the predicted slip ratio difference.

[0291] In the above implementation, the initial predicted transient control parameters are corrected with corresponding strength according to the degree of deviation between the predicted slip rate difference and the predicted target slip rate, thereby generating transient control parameters to ensure that the generated transient control parameters can make the vehicle as close to the target slip rate as possible at the next moment, effectively improving the accuracy of anti-skid control and ensuring vehicle driving safety.

[0292] S84: If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters do not need to be corrected, the initial predicted transient control parameters are used as the predicted transient control parameters of the vehicle at the next moment.

[0293] If the difference between the predicted slip ratio and the predicted target slip ratio is less than or equal to the first preset slip ratio difference, it is determined that the initial predicted transient control parameter does not need to be corrected.

[0294] In the above embodiment, the initial predicted transient control parameters of the vehicle at the next moment are first determined, and then the initial predicted transient control parameters are corrected according to the degree of deviation between the predicted slip rate difference and the predicted target slip rate. This can effectively ensure the accuracy of the generated transient control parameters, thereby improving the accuracy of the anti-skid control and ensuring vehicle driving safety.

[0295] It should be understood that the correspondence between the predicted slip ratio difference and the transient control parameter increment is obtained based on actual vehicle calibration to ensure that the ultimately generated transient control parameter does not exceed the corresponding capability range.

[0296] Figure 9 Schematic diagram of the process of the vehicle control method provided by the embodiment of the present invention Figure 3 .like Figure 9 As shown, based on Figure 2-Figure 5 The vehicle control system shown in the figure can be implemented by the following steps:

[0297] S91. The user inputs an activation operation through an instrument or button operation, and the cockpit system activates the active stability control function in response to the user's operation.

[0298] S92, the cockpit system performs preliminary processing and analysis of the target based on user operations, and transmits it to the power chassis control system via CAN / Ethernet, etc.

[0299] S93. The power chassis control system receives sensor data from each sensor in real time and calculates the predicted transient control parameters of the vehicle at the next moment.

[0300] Among them, the sensors include wheel speed sensors, vehicle speed sensors and suspension height sensors.

[0301] Among them, the power chassis control system can also obtain the motor speed signal transmitted by each motor controller.

[0302] S94. At the next moment, the power chassis control system calculates the target driving torque, target braking force, and target suspension height based on the predicted transient control parameters and the required control parameters at the next moment, and converts them into corresponding actuator control actions such as current and solenoid valves.

[0303] S95. The power chassis control system controls the power domain actuator and the chassis domain actuator to perform corresponding actions.

[0304] It should be understood that any of the above-mentioned vehicle control methods can comprehensively calculate the target driving torque, target braking force and target suspension height within a shorter time period, and send the target instructions to the corresponding actuator according to a standardized interface, thereby improving the timeliness and efficiency of anti-skid control.

[0305] Since there are different vehicle configurations in actual applications, in order to reduce the cost and efficiency of determining the power chassis control system corresponding to different vehicle configurations, Figure 10 The illustrated embodiment configures the system.

[0306] Figure 10 FIG1 is a flow chart of a configuration method of a vehicle control system provided by an embodiment of the present invention. Figure 10 As shown, the vehicle control method can be implemented by the following steps:

[0307] S101: Acquire an initial power chassis control system.

[0308] Among them, the initial power chassis control system includes an initial power domain control module and an initial chassis domain control module. The initial power domain control module includes multiple power functional units corresponding to vehicle configurations, and the initial chassis domain control module includes multiple chassis functional units corresponding to vehicle configurations.

[0309] Among them, the vehicle configuration includes at least one of a pure electric architecture, an extended-range architecture, a plug-in architecture, a four-wheel drive architecture, a two-wheel drive architecture, a distributed drive architecture, a passive suspension architecture, an active hydraulic suspension architecture, an air suspension architecture, a wire-controlled steering architecture, and a non-wire-controlled steering architecture.

[0310] S102: Compile and configure the initial power chassis control system according to the target vehicle configuration to generate a power chassis control system.

[0311] It should be understood that the power chassis control system is as follows Figures 2 to 6 The power chassis control system shown in any embodiment.

[0312] In a possible implementation, it may be determined whether to shut down or activate a control unit in the initial power chassis control system according to the structure included in the target vehicle configuration, so as to implement compilation and configuration of the initial power chassis control system.

[0313] Optionally, the output interface between each functional unit and the lower-level actuator may be configured according to the vehicle configuration.

[0314] It should be understood that the specific compilation configuration process will be Figure 11 The above is explained in the embodiment shown and will not be described again here.

[0315] In the above embodiment, an initial dynamic chassis control system is pre-developed for use with multiple vehicle configurations. Subsequent compilation and configuration of the initial dynamic chassis control system, tailored to the target vehicle configuration, is sufficient to determine which functional units are activated and which are deactivated. This effectively improves the development cost and efficiency of the dynamic chassis control system. This technical solution enables the same initial dynamic chassis control system to be applied to different vehicle configurations while ensuring standardized interfaces for underlying actuators.

[0316] Figure 11 Schematic diagram of the configuration principle of the vehicle control system provided by the embodiment of the present invention. Figure 11 As shown, for the three functional units (the engine control unit, distributed drive control unit, and suspension control unit), if the target vehicle configuration is a pure electric configuration, the engine control unit in the power domain control module will be disabled. If the target vehicle configuration is an extended-range configuration, the engine control unit in the initial power domain control module will be activated. If the target vehicle configuration is a distributed drive configuration, the distributed drive torque calculation unit in the initial power domain control module will be activated. If the target vehicle configuration is a centralized drive configuration, the distributed drive torque calculation unit in the initial power domain control module will be disabled.

[0317] Among them, activation refers to configuring the functional unit to output the calculated value, that is, Figure 11Configuration 1 in; closing means that the calculated value of the configuration function unit output is 0, that is Figure 11 In configuration 2, the functional unit is set to empty logic and the output result is minimized (set to 0).

[0318] For example, for distributed four-wheel drive extended-range + active hydraulic suspension vehicles, based on the software compilation options, the corresponding engine control unit, distributed drive torque calculation unit, and suspension force calculation unit are activated to calculate the target control output; for two-wheel drive pure electric + passive suspension vehicles, based on the software compilation options, empty logic is selected for control modules such as the engine control unit, distributed drive torque calculation unit, and suspension force calculation unit, that is, the corresponding output value is set to zero by default.

[0319] Optionally, in some embodiments, a priority can be determined for each chassis function. A higher priority indicates a more urgent chassis function and a greater impact on vehicle safety. Chassis control units corresponding to chassis functions that meet the priority criteria (priority greater than a preset value or ranking in the top digits) are then configured as chassis control units required to be included in the chassis domain control module. In other words, these chassis control units require redundant control.

[0320] Afterwards, the chassis domain control module is set in the first controller, and the chassis domain control redundancy module corresponding to the chassis domain control module is set in the second controller.

[0321] Figure 12 This is a schematic diagram of the structure of the vehicle control device provided by the present invention, as shown in FIG. Figure 12 As shown, the vehicle control device 120 includes:

[0322] The calculation module 121 is configured to calculate a current target slip ratio of the vehicle according to a current target driving torque, a current target braking force, and a current target suspension height when the active stability control function of the vehicle is activated.

[0323] Determination module 122 is used to determine the predicted transient control parameters of the vehicle at the next moment based on the vehicle's current actual slip rate, current target slip rate and current transient control parameters, where the current transient control parameters include parameters used to control the power domain actuator and chassis domain actuator at the current moment, which are obtained based on the parameters predicted for controlling the power domain actuator and chassis domain actuator at the previous moment.

[0324] The control module 123 is configured to control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle at the next moment according to the driver's demand control parameters and the predicted transient control parameters.

[0325] Furthermore, the determination module 122 is specifically configured to:

[0326] The initial predicted transient control parameters of the vehicle at the next moment are determined according to the current actual slip ratio, the current target slip ratio and the current transient control parameters.

[0327] According to the initial predicted transient control parameters, the predicted slip rate and the predicted target slip rate of the vehicle at the next moment are obtained.

[0328] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters need to be corrected, the initial predicted transient control parameters are corrected based on the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment.

[0329] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters do not need to be corrected, the initial predicted transient control parameters are used as the predicted transient control parameters of the vehicle at the next moment.

[0330] Furthermore, the determination module 122 is further configured to:

[0331] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, it is determined that the initial predicted transient control parameter needs to be corrected.

[0332] Otherwise, it is determined that there is no need to modify the initial predicted transient control parameters.

[0333] Furthermore, the determination module 122 is specifically configured to:

[0334] The difference between the current actual slip ratio and the current target slip ratio is determined as the current actual slip ratio difference.

[0335] If the current actual slip ratio satisfies the first condition, an initial predicted transient driving torque target value for the vehicle at the next moment is determined based on the current transient driving torque target value, and an initial predicted transient suspension height target value for the vehicle at the next moment is determined based on the current transient suspension height target value. The current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value.

[0336] If the current actual slip ratio satisfies the second condition, the vehicle's initial predicted transient driving torque target value for the next moment is determined based on the current transient driving torque target value. The vehicle's initial predicted transient suspension height target value for the next moment is also determined based on the current transient suspension height target value. Furthermore, the vehicle's initial predicted transient braking force target value for the next moment is also determined based on the current transient braking force target value. The current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value. The initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value.

[0337] Among them, the first condition includes that the current actual slip rate difference is greater than the second preset slip rate difference, and the current actual slip rate difference is less than the third preset slip rate difference; the second condition includes that the current actual slip rate difference is greater than or equal to the third preset slip rate difference, and the second preset slip rate difference is less than the third preset slip rate difference.

[0338] Furthermore, the determination module 122 is specifically configured to:

[0339] The difference between the predicted slip ratio and the predicted target slip ratio is determined as a predicted slip ratio difference.

[0340] If the predicted slip ratio difference is greater than the first preset slip ratio difference, a transient control parameter increment is determined according to the predicted slip ratio difference.

[0341] The data of any dimension in the initial predicted transient control parameter is superimposed on the data of the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameter and obtain the predicted transient control parameter of the vehicle at the next moment.

[0342] Furthermore, the calculation module 121 is specifically configured to:

[0343] The current wheel adhesion coefficient of the vehicle is determined based on the current target suspension height, the static suspension height, and the suspension stiffness.

[0344] The current wheel normal load of the vehicle is determined according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius.

[0345] A current target slip rate of the vehicle is determined based on the current wheel adhesion coefficient, the current wheel normal load, a preset basic slip rate, a preset adjustment factor, and the preset wheel adhesion coefficient.

[0346] Furthermore, the first condition also includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration is less than the preset duration.

[0347] The second condition also includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration exceeds the preset duration.

[0348] The target duration is used to indicate the duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and the actual slip rate is less than the third preset slip rate difference.

[0349] Furthermore, the determination module 122 is specifically configured to:

[0350] An initial predicted transient driving torque target value of the slipping axle at a next moment is determined based on the current transient driving torque target value of the slipping axle of the vehicle and the current driving attenuation coefficient, where the current driving attenuation coefficient is related to the current actual slip rate.

[0351] An initial predicted transient driving torque target value of the non-slip axle at a next moment is determined based on the current transient driving torque target value of the non-slip axle of the vehicle and the torque transfer amount at each moment.

[0352] Based on the vehicle's drive configuration, the initial predicted transient drive torque target value of the slipping axle and the initial predicted transient drive torque target value of the non-slipping axle, the initial predicted transient drive torque target value of each wheel of the vehicle is determined, and the initial predicted transient drive torque target value of the vehicle includes the initial predicted transient drive torque target value of each wheel.

[0353] Furthermore, the determination module 122 is specifically configured to:

[0354] According to the current actual slip rate difference, a current height attenuation coefficient corresponding to the current actual slip rate difference is determined.

[0355] Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment.

[0356] The difference obtained by subtracting the product from the current target suspension height is determined as the suspension height to be selected.

[0357] If the preset suspension height is greater than or equal to the suspension height to be selected, the preset suspension height is determined as the initial predicted transient suspension height target value.

[0358] If the preset suspension height is less than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

[0359] Furthermore, the determination module 122 is specifically configured to:

[0360] Based on the current transient braking force target value and the braking force variation coefficient of the vehicle's slipping axle, the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment is determined. The vehicle's initial predicted transient braking force target value includes the initial predicted transient braking force target value of each wheel, and the braking force variation coefficient is related to the vehicle's current speed.

[0361] It should be understood that the determination module 122 can be implemented by any one of the power domain control module 2511 or the power domain control redundancy module 2524, as well as any one of the first chassis domain control module 2512, the second chassis domain control module 2513, the third chassis domain control module 2514, the fourth chassis domain control module 2523, the first chassis domain control redundancy module 2521 and the second chassis domain control redundancy module 2522.

[0362] The control module 123 can be implemented through any one of the power domain control module 2511 or the power domain control redundancy module 2524, as well as any one of the first chassis domain control module 2512, the second chassis domain control module 2513, the third chassis domain control module 2514, the fourth chassis domain control module 2523, the first chassis domain control redundancy module 2521 and the second chassis domain control redundancy module 2522.

[0363] The vehicle control device provided in this embodiment can execute the vehicle control method provided in the above method embodiment. Its implementation principle and technical effects are similar and will not be described in detail in this embodiment.

[0364] Figure 13 This is a schematic diagram of the structure of the vehicle provided by the present invention. Figure 13 As shown, the vehicle 130 provided in this embodiment includes: a vehicle body 1301 and a power chassis control system 25.

[0365] It should be understood that the structure of the power chassis control system 25 can refer to Figure 2-Figure 6 The embodiments shown are not described in detail here.

[0366] The present invention also provides a computer program product, comprising a computer program, which implements the above method when executed by a processor.

[0367] The present invention also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0368] The readable storage medium may be implemented by any type of volatile or non-volatile memory device, or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium may be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0369] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be an integral part of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist in a device as discrete components.

[0370] The division of units is merely a logical functional division; actual implementations may employ alternative divisions, such as combining or integrating multiple units or components into another system, or omitting or disabling certain features. Furthermore, any direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between devices or units, either through an interface, electrical, mechanical, or other means.

[0371] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0372] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0373] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the various embodiments of the method of the present invention. The aforementioned storage medium includes various media that can store program code, such as USB flash drives, mobile hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0374] Those skilled in the art will appreciate that all or part of the steps in the above-described method embodiments can be implemented using hardware associated with program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0375] Finally, it should be noted that those skilled in the art will readily identify other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art not disclosed herein. The present invention is not limited to the precise structure described above and illustrated in the accompanying drawings, and various modifications and variations may be made without departing from the scope thereof. The scope of the present invention is limited solely by the appended claims.

[0376] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that: A power chassis control system applied to a vehicle, the power chassis control system being used to control a power domain actuator and a chassis domain actuator of the vehicle, the method comprising: When an active stability control function is activated on the vehicle, calculating a current target slip ratio of the vehicle based on a current target driving torque, a current target braking force, and a current target suspension height; determining predicted transient control parameters of the vehicle at a next moment based on a current actual slip rate of the vehicle, the current target slip rate, and current transient control parameters, wherein the current transient control parameters include parameters used to control the power domain actuator and the chassis domain actuator at the current moment, obtained based on parameter predictions for controlling the power domain actuator and the chassis domain actuator at a previous moment; At the next moment, the power domain actuator and the chassis domain actuator are controlled according to the driver's demand control parameter and the predicted transient control parameter to perform anti-skid control on the vehicle.

2. The method according to claim 1, characterized in that The determining, based on the current actual slip rate, the current target slip rate, and the current transient control parameter of the vehicle, a predicted transient control parameter of the vehicle at a next moment includes: determining an initial predicted transient control parameter of the vehicle at a next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameter; obtaining a predicted slip rate and a predicted target slip rate of the vehicle at a next moment according to the initial predicted transient control parameters; If it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip ratio and the predicted target slip ratio, the initial predicted transient control parameters are corrected based on the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at a next moment; If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter does not need to be corrected, the initial predicted transient control parameter is used as the predicted transient control parameter of the vehicle at the next moment.

3. The method according to claim 2, characterized in that The method further comprises: If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, determining that the initial predicted transient control parameter needs to be corrected; Otherwise, it is determined that the initial predicted transient control parameters do not need to be corrected.

4. The method according to claim 2 or 3, characterized in that The determining, based on the current actual slip rate, the current target slip rate, and the current transient control parameter, an initial predicted transient control parameter of the vehicle at a next moment includes: determining a difference between the current actual slip rate and the current target slip rate as a current actual slip rate difference; If the current actual slip ratio satisfies the first condition, determining an initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determining an initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value; If the current actual slip ratio satisfies the second condition, an initial predicted transient driving torque target value of the vehicle at the next moment is determined according to the current transient driving torque target value, an initial predicted transient suspension height target value of the vehicle at the next moment is determined according to the current transient suspension height target value, and an initial predicted transient braking force target value of the vehicle at the next moment is determined according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value; The first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference; the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

5. The method according to claim 3, characterized in that If it is determined that the initial predicted transient control parameters need to be corrected based on the predicted slip rate and the predicted target slip rate, then the initial predicted transient control parameters are corrected based on the predicted slip rate and the predicted target slip rate to obtain the predicted transient control parameters of the vehicle at a next moment, including: determining a difference between the predicted slip rate and the predicted target slip rate as a predicted slip rate difference; If the predicted slip ratio difference is greater than the first preset slip ratio difference, determining a transient control parameter increment according to the predicted slip ratio difference; The data of any dimension in the initial predicted transient control parameter is superimposed on the data of the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameter and obtain the predicted transient control parameter of the vehicle at the next moment.

6. The method according to any one of claims 1 to 3 and 5, characterized in that: Calculating the current target slip rate of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height includes: determining a current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height, and the suspension stiffness; determining a current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and a wheel radius; A current target slip rate of the vehicle is determined according to the current wheel adhesion coefficient, the current wheel normal load, a preset basic slip rate, a preset adjustment factor, and a preset wheel adhesion coefficient.

7. The method according to claim 4, characterized in that The first condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration is less than a preset duration; The second condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration exceeds a preset duration; The target duration is used to indicate a duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and the actual slip rate is less than the third preset slip rate difference.

8. The method according to claim 4, characterized in that The determining of the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value includes: determining an initial predicted transient driving torque target value of the slipping axle at a next moment based on a current transient driving torque target value and a current driving attenuation coefficient of the slipping axle of the vehicle, wherein the current driving attenuation coefficient is related to the current actual slip ratio; determining an initial predicted transient driving torque target value of the non-slip axle at a next moment based on the current transient driving torque target value of the non-slip axle of the vehicle and the torque transfer amount at each moment; Based on the driving configuration of the vehicle, the initial predicted transient driving torque target value of the slipping axle and the initial predicted transient driving torque target value of the non-slipping axle, the initial predicted transient driving torque target value of each wheel of the vehicle is determined, and the initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel.

9. The method according to claim 4, characterized in that Determining the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value includes: determining a current height attenuation coefficient corresponding to the current actual slip rate difference according to the current actual slip rate difference; Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment; subtracting the product from the current target suspension height to obtain a difference, and determining the difference as the suspension height to be selected; If the preset suspension height is greater than or equal to the suspension height to be selected, determining the preset suspension height as the initial predicted transient suspension height target value; If the preset suspension height is smaller than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

10. The method according to claim 4, characterized in that The determining, based on the current transient braking force target value, an initial predicted transient braking force target value of the vehicle at the next moment includes: Based on the current transient braking force target value and the braking force variation coefficient of the slipping axle of the vehicle, the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment is determined. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force variation coefficient is related to the current vehicle speed.

11. A vehicle control device, characterized in that: A power chassis control system applied to a vehicle, the power chassis control system is used to control the power domain actuator and chassis domain actuator of the vehicle, and the vehicle control device includes: a calculation module, configured to calculate a current target slip ratio of the vehicle according to a current target driving torque, a current target braking force, and a current target suspension height when an active stability control function is activated on the vehicle; a determination module, configured to determine predicted transient control parameters of the vehicle at a next moment based on a current actual slip rate of the vehicle, the current target slip rate, and current transient control parameters, wherein the current transient control parameters include parameters used to control the power domain actuator and the chassis domain actuator at the current moment, obtained based on parameters predicted for controlling the power domain actuator and the chassis domain actuator at a previous moment; The control module is configured to control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle at a next moment according to the driver's demand control parameter and the predicted transient control parameter.

12. A power chassis control system, characterized in that: Used to perform the method according to any one of claims 1 to 10.

13. A vehicle, characterized in that: include: A vehicle body and a power chassis control system as claimed in claim 12.

14. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 10 when executed by a processor.

15. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 10 when being executed by a processor.

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